IT202100017540A1 - ROAD USE SAFETY SYSTEM BASED ON REAL-TIME INFORMATION - Google Patents

Description

ROAD USE SAFETY SYSTEM BASED ON

REAL-TIME INFORMATION

DESCRIPTION

The present invention ? relating to a safety system for road users, for example extra-urban ones, based on real-time information of the C-ITS (Cooperative Intelligent Transport System) type.

Pi? in detail, the invention in question makes it possible to acquire, process, and send information relating to the state and potential dangers detected and/or calculated, to all ?subjects? understood as subjects equipped with an IT-type communication interface, who insist in the monitored area of the road, which? equipped with the same system.

Furthermore, the safety system, object of this patent, is made up of a series of electrical, electronic and mechanical devices, and is essentially subdivided into a "head" apparatus, consisting of antennas and data transmission and processing equipment mounted on a pole, the support pole and its base, an electrical power supply apparatus and an earthing system.

Generally, to date, the new communication technologies promise to revolutionize the concept of the mobile network; through Network Slicing, specific market sectors will be able to offer completely new services that would otherwise be impossible.

For example, does road infrastructure allow mobility? means of transport allowing them to integrate with other infrastructural systems of the territory, both urbanized and not.

Nowadays, transport infrastructures do not have elements such as to guarantee, regardless of the type of infrastructure, both comfort and user protection at the same time; moreover, often, these infrastructures do not provide services that are in line with the technological progress against which the automotive sector is operating, services, moreover, which can constitute an added value for an efficient management of the demand for mobility? and safety on roads and highways. In fact, all over the world, the problem of road safety is becoming more and more? serious.

Pi? in detail, the technological services that road infrastructures are provided with are mostly? focused on the mere verification of the speed? of the means of transport, not allowing in fact a control of other factors which, ideally and complementary, would guarantee a level more? high level of infrastructure security overall, making it perform better.

To date, there are technological systems for network connection on some road infrastructures which for? do they not allow you to have signal coverage (for example of the Internet) guaranteed to the end user in a constant manner, especially when the vehicle is? in movement. In fact, on high-speed roads, the high speeds? of the vehicles are the source of frequent disconnections from the network of the same, with consequent reconnection, therefore the communication must take place in an environment that changes according to the density? vehicular or particular obstructions that hinder direct communication.

? therefore necessary a fixed infrastructure that ? in constant contact between the nodes, and which adapts through different algorithms for the routing of messages, single-hop or multi-hop to the load of the individual users connected to them, also managing the security of the communications.

A further problem? given by the lack of visibility? direct more network terminals, known as the hidden terminal problem. In detail, two terminals try to use the communication channel at the same time, causing packet collisions and therefore loss of information.

Dually, there is also the exposed terminal problem, where terminals would like to communicate with other external terminals, but one of them can't. start communication, why? is the channel occupied by the communication of the other and, for this reason, ? necessary to initiate a back-off procedure.

Another aspect to manage? interference, for example, VANET networks (Veicolar Ad-hoc Networks), created using wireless means, are affected by fading and interference with signals transmitted by other vehicles.

Other aspects that need to be taken into consideration include:

- The possibility? to create new algorithms to maximize performance;

- The achievement of a good value of the QoS (Quality of Service) through expedients such as the reduction of redundant packets, the efficient management of the band and the minimization of the number of packets lost.

In any case, there is currently no system available on the market that allows the delivery, through a single device, of services, for example of a network, based on different protocols, also supported in mobility? and which simultaneously meet the European safety standards relating to this type of use.

Does the digital transformation of transport infrastructures represent the possibility? to improve their quality, safety and use and to make them tools to generate data and services that facilitate mobility? of people and goods, facilitating and simplifying transport.

A possible digital relaunch of the sector? it is also an enabling factor for sustainable, intelligent and inclusive growth.

Purpose of the present invention? therefore that of obviating the technical drawbacks mentioned above and, in particular, that of creating a safety system for road users, for example, extra-urban ones based on real-time information of the C-ITS type

Another purpose of the present invention ? that of creating a road user safety system that makes the services introduced above possible, through the aggregation of transport networks and processing nodes, hosted in Edge and cloud computing infrastructures.

Another purpose of the present invention? that of creating a safety system for road users that can be used in very different scenarios such as motorway networks, expressways, suburban streets, each with a different mobility characteristic.

Additional purpose of the present invention ? is to create a safety system for road users that allows you to achieve a good quality value? of the service (QoS) guaranteeing the availability? of a communication infrastructural network that exchanges information quickly along the road axis concerned.

Purpose of the present invention? the creation of a safety system for road users that is well delimited and controlled by special safety and authentication systems.

Another object of the present invention ? that of creating a safety system for road users which allows for the provision, through a single device, of network services, based on different protocols, also supported in mobility? and which simultaneously meet the European safety standards relating to this type of use.

Not the last purpose of the present invention ? that of realizing a system which allows to achieve the above mentioned improvements of the known art within the ambit of a simple, rational, easy and effective to use and low cost solution.

These and other objects are achieved by a system for the safety of road users, for example extra-urban ones, based on real-time information of the C-ITS type, according to the attached claim 1; other detailed characteristics of the system are described in the subsequent claims.

Further objects and advantages of the present invention will be more evident from the following description, referring to an exemplifying and preferred but non-limiting embodiment of the safety system for road users, object of the invention, and from the annexed drawings, in which:

figure 1 shows a diagram of the functional architecture of the system for the safety of road users, according to the present invention;

figure 2 shows a block diagram relating to the operation of the data exchange, of the security system object of the present invention, on a fiber network;

figure 3 shows a block diagram relating to the functioning of the USW for functional macro areas, of the system object of the present patent;

figure 4 ? relating to a block diagram depicting the Network structure of the LoRaWAN type and its operation;

figure 5A shows a front view of an embodiment of the transmission/reception apparatus and of the relative external protective casing, belonging to the security system object of the present invention;

Figure 5B shows a perspective and detail view of the components which make up the transmission/reception apparatus of figure 5A, according to the present invention;

figure 5C shows a detail view of the outer protective casing of the apparatus of figure 5A, according to the present invention;

figure 5D shows a perspective view of a detail of the steel support plate of the apparatus of figure 5A, according to the present invention;

figure 6A shows a perspective and external view of an exemplary embodiment relating to an apparatus for containing the electronic cards, for example a box, belonging to the system according to the present invention;

figure 6B shows an internal perspective view of the apparatus for containing the electronic cards of figure 6A;

figure 6C ? a schematic view of a support for the electronic cards present in the apparatus of figure 6A, according to the present invention;

figure 6D shows a schematic and perspective view relating to a detail of the system for inserting the electronic cards in the box of figure 6A;

figure 7A shows a bottom view of a detail of the assembly also containing the containment apparatus of figure 6A, according to the present invention;

figure 7B shows a perspective and overall view of the assembly of figure 7A, according to the present invention;

figure 8 shows an exploded view of an exemplary form relating to the connection diagram of the antennas belonging to the system according to the present invention.

With reference to the figures, in particular to figure 1, the creation of a fully functional road user safety system of the C-ITS type is therefore based on the availability? of an extremely flexible and high-performance telecommunications network in terms of latency and bandwidth.

The net ? the primary means for communicating with each other innumerable stations, both mobile and fixed. The capacity? processing of the processors of these innumerable messages allows the lightning-fast evaluation of the situations which will then be communicated to the stations themselves. To do this it is necessary to implement edge computing techniques (proximity processing?) together with the possibility? to engage units? processing always increasing in relation to the workload. In order to get there, the solution is to equip each unit? of local communication of an adequate capacity? processing which is then shared with the other adjacent ones.

Necessity? primary of a cooperative intelligent transport system (C-ITS), ? the availability? of a communication infrastructural network that exchanges information quickly along the road axis concerned.

The system object of the present invention ? primarily but not exclusively designed to be used along high-density roads and viability?, such as highways and high traffic roads? in general suburban, even if its use is not? excludable in urban areas where the conditions exist for the installation of the infrastructural communications network.

As visible in figure 1, the infrastructural communications network is built along the road axis through the installation of devices called RSU (Road Side Units) interconnected to each other through fiber optic networks, which guarantee high-speed data exchange. , Routing and generation of specific user services for the axis or road network involved through dedicated servers, and finally access to the Internet cloud for the exploitation of the services offered therein.

The network what? accomplished ? a closed and well-defined network, specific for road services and controlled by special security and authentication systems. ? in fact, a private network that allows, depending on the levels of service and security, access to the internet cloud in a controlled way.

The RSU stations are in constant contact with the whole world of mobile stations on the road or adjacent to it, whether they are, indicatively but not exclusively, vehicles, fixed devices, personal mobile terminals for pedestrians, indicators and signs, road and infrastructural sensors, service, maintenance, emergency, work vehicles, weather stations, etc. In particular, this connection created for vehicles through the provision of OBUs (On Board Units) on them, with fixed or semi-fixed stations through Lo.Ra transmitters, with personal terminals through the traditional WIFI coverage network both 2.4 and 5, 8 GHz (but not exclusively), which is achieved with constant coverage along the entire road axis by the MSW, also ?in motion?, up to speed? of 250 km/hour.

Advantageously, the network cos? accomplished ? an evolution of the VANET network (Veicolar Ad-hoc Network), and in detail ? relating to an ad hoc network, made up of a set of highly dynamic mobile nodes, in which the various nodes can communicate via wireless without the presence of pre-existing structures. A peculiarity? of these networks? the implementation of the multi-hop, technique according to which a certain node can? also perform routing functions for messages intended for its neighbors.

The traditional VANET does not have a fixed topology, the nodes must periodically send each other messages with the aim of knowing their neighbors and thus creating a network map.

In detail, there are two types of communication in Vanet networks:

V2V: (Vehicle-to-Vehicle) communication between vehicle and vehicle;

V2I: (Vehicle-to-Infrastructure) communication between the vehicle and the infrastructure, i.e. the road side units (RSU).

Unlike a traditional VANET network, the network implemented by the security system, object of the present invention, advantageously allows further communications such as

I2P:(Infrastructure-to-Pedestrian) communication between infrastructure and pedestrian;

I2I: (Infrastructure-to-Infrastructure) communication between infrastructure and infrastructure;

The scenarios in which this new technology can be used are very different from each other: motorway networks, expressways, suburban streets, each has a different characteristic of mobility.

? therefore necessary a fixed infrastructure that ? in constant contact between the nodes, and which adapts through different algorithms for the routing of messages, single-hop or multi-hop to the load of the single users connected to them, while also managing the security of the communications.

Another aspect to manage? interference: VANET networks, created using wireless means, are affected by fading and interference with signals transmitted by other vehicles.

Other aspects that need to be taken into consideration include:

- the possibility? to create new algorithms to maximize performance;

- the achievement of a good value of the QoS (Quality of Service) through expedients such as the reduction of redundant packets;

- efficient bandwidth management and minimization of the number of lost packets.

The vehicles must be able to communicate with each other, there? ? made possible by wireless devices mounted on board cars, the OBU (On Board Unit), and by those installed along the roads, the RSU.

With the standard 802.11.p, and C-V2X the bit rate pu? be of the order of tens of Mbps, using low-cost hardware. V2X radio devices work in the unlicensed bands, plus? specifically in the spectral range between 5.850 - 5.925 GHz.

Likewise, the other network terminals must be in constant contact with the RSUs; in this case the personal terminals will use the WIFI 802.11 b/g/n/ac/ax technology dedicated to communications with a specific topology that allows constant and continuous connection (even in motion) on the entire route and between the RSU nodes, always on bands not licensed pi? even in the spectral range between 5.925 - 7.125 GHz.

Without prejudice to the frequencies already? commonly used for Wi-Fi b/g/n/ac/ax standards.

Finally, the semi-fixed or infrastructural stations of the network will communicate via Lo.Ra. type radio links, in the 433 Mhz and 863 Mhz frequency bands? 860 Mhz in Europe and between 902? 928 MHz for the US market.

The Cooperative Intelligent Transport System (C-ITS), also known as Connected Vehicle Technology in the United States, ? an? application that makes use of connectivity? V2X to increase road safety and improve traffic efficiency by helping drivers become aware of surrounding vehicles, distributing warnings for dangerous road situations and providing real-time information on traffic conditions.

Typically C-ITS applications make use of connectivity? Always-on between nearby vehicles and with roadside infrastructure to enable frequent exchange of information.

In Europe, the first research program for C-ITS dates back to the 1980s, with the PROMETHEUS project (1987-1994) marking the beginning of a cooperative driving system. It made use of intervehicular communication around the frequency of 57 GHz. Since the 2000s, driven by the availability? of technologies more such as GPS, WiFi and embedded systems, new research programs have started, which in Europe have been more? of 40.

In 2016, the European Commission identified two phases for the initial development of C-ITS:

Day 1, containing the list of services that should be included at the initial launch of the service, includes dangerous situation alerts and traffic sign notifications. The commission provides that every euro invested in Day 1 services will generate? a return of 3 euros, and therefore recommends a quick fielding.

Day 1.5, whose services may be available at a later time since? still in development, includes the protection of road users pi? vulnerable, point-of-interest reporting with a focus on parking, and intelligent navigation.

The CAR 2 CAR consortium, which brings together European vehicle manufacturers, suppliers and research institutes, which is very active in the development of C-ITS, has defined the evolution of ITS through five phases, temporally extending beyond the initial launch window:

1. Awareness driving: status information is shared, so? that vehicles are aware of those around them and of any dangers they detect on the road;

2. Sensing driving: you share information from your sensors, so your vehicles know what? that they cannot detect directly, such as hidden objects, and have better perception of their surroundings; Cooperative driving: you coordinate by sharing your intentions. In this way autonomous vehicles can predict more? accurately the behavior of other users, optimizing decisions and maneuvers;

3. Synchronized Cooperative Driving: by coordinating through the sharing of their initiatives, autonomous vehicles are able to synchronize their trajectories to achieve optimal driving;

4. Accident-free Driving: automated driving with optimized traffic flows. Each driving function pu? be carried out independently.

Are C-ITS standards essential to ensure interoperability? between communication devices of different manufacturers; in Europe, the main standard ? specified in the ETSI EN 302 665 document. The described architecture provides for a basic element, called ITS station, able to communicate with other stations. Every ITS subsystem, whether it is a personal pocket device, a vehicle, a roadside element (road sign or tutor, for example) or a central station, integrates an ITS station. The ITS station ? made up of three levels: access, network and transport, and services.

In particular:

Access layer represents ISO-OSI layer 1 and 2, uses a combination of IEEE technologies known as ITS-G5. More details on ITS-G5 are given in the appropriate paragraph;

Networking and transport layer equivalent to layers 3 and 4 of the OSI stack, uses GeoNetworking as network protocol, which provides geographic addressing (GeoUnicast, GeoBroadcast, GeoAnycast and topologicallyscoped-broadcast) and single-hop and multi-hop communication.

The capacity? of geographical addressing allows to send a packet to an ITS station in the same geographical area of the sender or to all the stations that are found in another area, of which ? You can specify coordinates and geometric shape (circle, rectangle or ellipse). As transport protocol ? instead used Basic Transfer Protocol (BTP), connection-less and besteffort which allows to distinguish between different service level protocols. Also in this case the use of alternative protocols is not excluded, such as those typical of the Internet (IPv6, TCP, UDP).

Facility layer is located in layers 5, 6 and 7 of the OSI stack, includes the Cooperative Awareness Message (CAM) and Decentralized Environmental Notification Message (DENM) protocol described more in detail in the following subparagraphs.

In addition to CAM and DENM, other service level protocols have recently been standardized: RTL (Road and Lane Topology), for the static topology of roads, TLM (Traffic Light Maneuver), to help vehicles maneuver safely at intersections, TLC (Traffic Light Control), for the control of road signals, in particular of traffic lights, by emergency vehicles and for public transport, and IVI (Infrastructure to Vehicle Information), to send signals to vehicles such as speed limits? or notices of work in progress.

In the initial phase of the development of the C-ITS, basic use cases (Basic Set of Applications, BSA) were identified, classified into four application groups: active road safety, cooperative traffic efficiency, cooperative local services and global Internet services.

The requirements stipulate that:

- vehicles are able to broadcast, receive and process CAM V2X;

- self ? obstructed line of sight between vehicles, is there a unit? roadside that can relay the signal or that can detect and warn of a risk of collision;

- the position of the vehicles is accurately reported on a digital map;

- minimum frequency of periodic messages is 10 Hz;

latency time is less than 100 ms.

The Cooperative Awareness Message (CAM) ? one of the two service layer protocols, standardized in ETSI EN 302 627-2. The CAM? a periodic message that ITS stations broadcast to nearby stations. His transmission? activated when the station enters a situation that requires safety, which for a car coincides with the moment in which the engine is started. A CAM? composed of an ITS PDU (Packet Data Unit) header and several containers that group the transmitted data according to the frequency with which they vary and the role of the sender.

Containers, with the fact that some of these are optional, allow you to create a modular message that manages to contain all the important information while minimizing the load on the transmission channel. The frequency of generation of CAMs for vehicles ? between 1Hz, corresponding to an interval of 1000ms, and 10Hz, i.e. 100ms.

Within these limits, the time interval between two consecutive CAMs depends on the dynamics of the ITS station and on the congestion status of the radio channel. For example, the number of CAMs transmitted pu? increase near? of an intersection, to increase the probability? other stations to receive it. The transmission conditions of the CAMs must be checked at least every 100 ms; a low frequency container must be included in a CAM at least every 500 ms.

Standardized in ETSI EN 302 627-3, the Decentralized Environmental Notification Message (DENM) ? the second service layer protocol of the C-ITS.

The DENM? generated in correspondence with the detection of an event by an ITS station, such as a danger, in order to warn the other stations present within the area involved. The structure of the message ? similar to what we saw with the CAM: there are mandatory and optional containers.

The DENM protocol manages the life cycle of an event: once a station generates a unique identifier, this is reused for event updates. Furthermore, an event can be canceled by the station that first identified it or denied by a third station. There are various mechanisms that allow for the distribution of information within the area of interest during the life cycle of the event: the station that identifies it can repeat the DENM, usually at a frequency pi? low of the CAM, to allow new stations entering the area to receive the information, and if the original station leaves the area or if it stops sending DENMs, another station can? take his place.

Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications, collectively referred to as V2X, form the basis of C-ITS and have the potential to improve traffic safety and efficiency.

The transceivers used in V2X communications bridge the gap between line-of-sight (LOS) sensors, such as cameras, radar and lidar, and long-range cellular communications. LOS sensors cannot see beyond physical barriers or predict the behavior of tracked objects, but these limitations can be overcome by the V2X, which can provide, within milliseconds, information about cars around the corner or hidden behind other vehicles.

Furthermore, the vehicles, through C-ITS protocols, can receive information about the intentions of the other stations, with which they can then adapt their behavior on the road.

In August 2008, the European Commission allocated a portion of the 5.9 GHz spectrum (5875 - 5905 MHz) for ITS security applications, although it is still unclear which V2X radio technology will go? to use it. Two candidates are currently under study: ITS-G5, based on IEEE 802.11p and promoted by ETSI, and C-V2X, based on LTE and recently proposed as an alternative by 3GPP. Both technologies have advantages and disadvantages and, since? none dominates the other, the proposed PEGAUS system makes them coexist through a hybrid approach. The ITS-G5 uses a European adaptation of the product of the US project WAVE (Wireless Access in Vehicular Environments), which defined modifications to the IEEE 802.11 standard, then approved as 802.11p in 2010, to support the requirements of Dedicated Short-Range Communications (DSRC) radio channels. ? was the first technology designed to work between vehicles (V2V) and between vehicles and infrastructure (V2I), creating an ad-hoc network (VANET) when two V2X stations enter each other's range and therefore not requiring any infrastructure telecommunications add-on.

The Cellular V2X ? a radio access technology developed by 3GPP since Release 14. The current version? called LTE-V2X (Rel. 14 and 15) and ? based on 4G technology. In particular, it relies on the now widespread cellular mobile communication infrastructure, however, considering that coverage is not ? total, ? it was designed to operate without it (in this case it is used via 811.2xx).

To the mode traditional operating bands licensed through the base station, called Network, is accompanied by a modality? complementary, called Direct, independent of the cellular network and which allows direct communication between devices via "sidelink". Direct communication on band 47 (which includes ITS 5.9 GHz) ? allowed with the mode? 4 of the PC5 interface.

The chosen primary communication system ? therefore the compendium of the 802.11.xx WIFI versions including, but not limited to, the ?p? used specifically for Wi-Fi in motion communication, in conjunction with Wi-Fi a/b/g/n/ax/axe communication for mobile terminal communication.

What standard? Was it developed with the intention of solving the problems mentioned above? IEEE 802.11p, a variant of IEEE 802.11 (related to short-range wireless communications). In this context, the United States has regulated the portion of spectrum to be used for vehicular communications, also defining the bandwidth to be used.

The Federal Communication Commission has allocated 75 MHz of bandwidth in the 5.85 GHz to 5.925 GHz frequency range, with a control channel at the 5.89 GHz frequency, and 6 service channels. Even Europe? move in this area; The European Conference of Postal and Telecommunications (CEPT) has allocated 50 MHz of bandwidth in the 5.855 GHz to 5.905 GHz frequency range, with a 5.9 GHz control channel and only 4 service channels.

Multi-access Edge Computing (MEC) ? considered one of the key pillars for compliance with the high requirements required. Yeah? used with 4G networks, ? a recent decentralized network architecture, promoted by? ETSI (European Telecommunications Standard Institute), which allows the capabilities? of cloud computing near? of the user who uses them, on the edge of the access network. The shorter user distance from the compute node allows for lower latency and transport network congestion, thereby improving overall application performance. The MEC has many points in common with the concept of Network Functions Virtualization (NFV): both are based on hardware virtualization technology and make use of the orchestration process based on the computing power and capabilities? of network available in the processing nodes. The orchestrator ? able to determine which resources to allocate to the virtualized software to ensure its optimal functioning, always keeping in mind its requirements.

One of the applications made possible by the use of the MEC, and adopted in the system object of the present invention, is a real-time collision avoidance and prediction system (ICA, Intersection Collision Avoidance). It falls into one of the main areas of use of the Intelligent Transport System (ITS, ETSI), which relies on Vehicle to Everything (V2X) communication to improve safety, reliability, efficiency and quality. not only of road transport, but also of other domains such as rail, maritime and aviation.

The ICA system requires that vehicles periodically send Cooperative Awareness Messages (CAM, ETSI), via communication systems installed on board, but also pedestrians or cyclists, also via an application on smartphones, which contain information relating to their status. The information contained in the messages received from the base station are saved and integrated with the data coming from any sensors operating in the area, after which are processed by a software that calculates the trajectories of road users and predicts any collisions.

The most information useful for an ICA system are position, speed, acceleration and direction, but the standard also allows many other additional information, such as the status of the lights (for example, the activation of the hazard lights) or the condition of the road surface.

If a dangerous situation is foreseen, an alarm message, inserted in a Decentralized Environmental Notification Message (DENM, ETSI), is immediately generated and sent to the stations (vehicles, users, pedestrians, etc.), to be highlighted via a HMI (Human-Machine Interface). These will have the time to take the necessary actions for their own safety.

Advantageously, a similar system can? constitute both a fundamental aid to semi-autonomous driving, intervening where the ADAS devices show their limitations, and the timely warning of imminent dangers for pedestrian service users on the roads, and ultimately for all rescue, emergency , support, monitoring and policing on the roads themselves.

Given the premises set forth above, the whole of the safety system which is the object of the present invention, is certified for the creation of a C-ITS system according to the ETSI EN 302 665 standards, 802.11.xxx compliant certificates. for high traffic road applications?.

Always in an advantageous way, the safety system for road users, object of the present invention, is made on the principle of cooperative management of messages from all the stations connected to it, whether they are vehicles or fixed stations.

In particular the telecommunications standard ? made in WIFI with fixed stations along the road axis, with a persistence of the communication stations located at an average distance of preferably 300 meters from each other.

As can be seen in the figures, the WIFI hotspot stations placed on the edge of the roadway, or on pre-existing structures serving weather, traffic, CCTV, or even free-flow equipment stations, are able to convey, in the terms indicated in the previous sections , all the information, both incoming and outgoing, of each single connected terminal, be it personal, vehicular, fixed or mobile station, effectively realizing the communication and immediate processing according to the ETSI regulations for C-ITS systems.

The road system of communication includes a unit? Edge computing processing system on the roadside, which manages the DSRC 802.11.p transmissions and the C-V2X PC5, compatible with the current innovative communication and assisted driving control systems present on the new cars on the market today. Advantageously, always the unit? processor manages WIFI in motion transmissions with 802.11 a/b/g/n/ax Wi-Fi terminals for the interface to pedestrians and mobile terminals, and finally manages transmissions from fixed and semi-fixed stations Lo.Ra. with Lo.RA.WAN gateway function for the subsequent processing of data by a server connected to the local network.

Always in an advantageous way, the network is so? realized allows the sectoralization of the areas of competence of the vehicles that, without solution of continuity? and moving at speed? even supported, they are in continuous contact with the network and with the processing systems connected to it.

The nodes (RSU) are all modular and designed to be equipped according to the need? of communication: in fact, depending on the type of communication and their range, they can be equipped with special hardware and radiant equipment according to the radio frequency coverage of the road network. In fact, it should be noted that the orography of the land ? strongly impacting with the electromagnetic coverage, and that the collocation of the stations? function of the coverage plan to be implemented for each specific road network.

The terminals in the coverage field will be kept connected between one station and another by a particular technique of local management of the links, in fact a HAND OVER system (release and re-engagement of vehicle links) is created for mobile terminals up to speed? maximum of 250 km per hour. The communication latency times are not significantly affected by the management of the HAND OVER and in any case in compliance with the ETSI prescriptions.

Advantageously, the communications network ? already prepared for future use in the context of the Cooperative Shared Link in 5G technology at the licensed frequencies.

Each device? powered by its POE network switch and connected by optical fiber on a Viaria backbone.

The design of the fiber network and its dynamic performance under load are the subject of the overall system design necessary to comply with the overall latencies required by ETSI EN 302 665 and its derivations.

The product is therefore presented in two versions, with DSRC and V2X on board depending on the required coverage and only with WIFI station in Motion, its specific antennas for field diffusion and certified for emissions complete the overall offer.

On board the Vehicles where they weren't already? present the WIFI communication systems, ? provision is made for an OBU (On Board Unit) module the size of a small module similar to telepass or similar systems or directly mounted as an embedded system of the vehicle itself. This module, equipped with a WIFI antenna and connected to the vehicle status acquisition socket, is capable of generating and receiving V2X compatible messages and redirecting them to an in-vehicle mobile terminal, be it an Android or IOS or Microsoft Mobile application,

which are the most used for navigators on board

vehicle and of course on mobile phones.

All mobile terminals connected to the WIFI network

(PDAs or cell phones) will be equipped with an application

which acts like an OBU, especially this one

application will be seen as an MTU-VRU (Mobile Terminal

Unit-Vulnerable Road Users), and ? able to generate

automatically receive CAM status messages or e

transmit DENM according to ETSI ITS TS 103 300 (1-2-3).

The System provides for the achievement of the objectives

functional referred to in the previous paragraphs through

the allocation of hw and sw resources in the components already?

summarily described and in particular with

distinct functional characteristics as below

submitted;

- Power supply network

- Fiber optic network;

- USW nodes;

- OBU (On Board Unit);

- MTU-VRU (Mobile Terminal Unit - Vulnerable Road

Users);

- Lo.Ra stations;

- Server Services;

The system, in particular in its components located along the road axes, has two options for its power supply:

? Power supply via low voltage distribution network.

? Powered by photovoltaic panels.

because only the RSU nodes are the elements distributed along

the road axis that absorb power they are fed

from a 250V AC distribution network or, alternatively,

from an independent photovoltaic panel/pack complex

NI-CD batteries designed to serve the single MSW node.

The RSU node constitutes a maximum load of 120W with an operating voltage of 12-48V. Now ? always connected a switch with power poe function that serves the network in F.O. fed according to the need? at 250V ac or 12V dc.

Where photovoltaic panel power systems are present, the set of batteries is sized for the delivery of the maximum power required in the absence of recharging for a period of 48 hours. The power component? made up of a single 280W monocrystalline panel.

As can be seen in figure 2, the fiber optic network is built according to long-distance network standards. In particular, with monomedia optical fibers equipped with an SC connector, connected to a bridge router equipped with a Gbit interface, the distribution and architecture of the connecting fibers ? specific for each route taken into consideration. The net ? it is also connected to a switch router complex in the section management buildings for interconnection to higher-level WAN networks, to the local service delivery servers and to the Cloud Internet through a special firewall.

The services and messages conveyed by the fixed fiber network are:

USW Nodes ? USW Nodes:

- significant CAM and DENM messages;

- Terminal identifiers connected to the WIFI network in Motion;

USW Nodes ? LAN SERVICES SERVER:

- DENM messages in push format;

- SNMP diagnostics;

- Terminal identifiers connected to the WIFI network in Motion;

LAN SERVICES SERVER ? USW Nodes:

- DENM messages from external servers in push format;

- significant CAM messages from External servers in push format;

- SNMP diagnostics;

- configuration data.

The RSU nodes are equipped with specific hardware for each communication subnet, all the information referred to in the previous paragraph is then conveyed over the optical fiber LAN IP network.

In particular the RSU ? a complex hardware software and device capable of acquiring information from connected stations with different communication standards, recording them, processing them, comparing them with the information transmitted by other RSU nodes, determining the significant warning and danger conditions, and retransmitting them to vehicular and mobile terminals under its direct radio coverage field and to adjacent RSUs, as well as the services server on the LAN.

The RSU ? consisting of a set of 5 hardware modules enclosed in a container 100 (figures 6A-8), of the type, IP67 shielded from radio interference. There are 4 specialized modules for the management of the individual communication systems, powered by a fifth power supply module which is used to supply the power required for each of them.

In particular they are:

- A 12-48V POE/12v power supply/injector (called ALI-1);

- A POE router/firewall (TIK-1);

- A WIFI 802.11 a/b/g/n/ax 2.4 GHz/5.8Gz communication management card for WIFI in motion (called WIFIM-1);

- An 802.11.p communications management card for ETSI standard ITS-G5 DSRC communication equipped with CPU and SSD disk (called ITS-G5-1);

- A C-V2X communications management card for DSRC 3GPP communication equipped with CPU and SSD disk and LTE 5G cellular predisposition (called 3GPP-1); - A LoRa Wan Gateway module that can equip indifferently one of the DSRC cards, (called LoRa-1)

The enclosure 100, IP67 ? equipped for connection to the power supply and to the radiating modules (antennas and coaxials).

Furthermore, the container 100 ? made, in preferred but non-limiting embodiments, in die-cast aluminium, with plates preferably 3 mm thick and 200x200x300 mm in size. Furthermore, the container 100 comprises 8mm cooling fins, at its height.

Outside the container 100, as visible in figure 6A, there are the outputs which connect the antennas 10 indicated from top to bottom and from left to right, as in the following list:

N?1 Mini coaxial for antenna connection 5.9 GHz Horizontal (H);

N?1 Mini coaxial for 5.9 GHz antenna connection Vertical (V);

N?1 USB for PC Engine APU 2D2 data IN/OUT - DSRC (ITS-G5-1);

N?1 Mini coaxial for LORA antenna connection;

N?1 Mini coaxial for connecting SAT1 antennas (GPS); N?1 Mini coaxial for connecting SAT2 antennas (GPS); N?1 Mini coaxial for antenna connection 5.9 GHz Horizontal (H);

N?1 Mini coaxial for 5.9 GHz antenna connection Vertical (V);

N?1 USB for data IN/OUT PC Engine APU 2D2- C-V2x (3GPP-1); N?1 Mini coaxial for connecting 5 GHz antennas Horizontal (H);

N?1 Mini coaxial for 5 GHz antenna connection Vertical (V);

N?1 Mini coaxial for connecting 2.4 GHz antennas Horizontal (H);

N?1 Mini coaxial for connecting 2.4 GHz antennas Vertical (V);

N?4 Outputs ?N? for connection of micro-perforated cables (optional only for tunnels).

On the front of the container 100, visible on the left in figure 6A, ? there is a lid, fixed with screws, for access to the contents of the same and for hermetic closure of the same.

Furthermore, fixed inside the walls of the container 100, there are also of the sliding rails, designed to house the insertion/extraction system of the 200 cards.

Inside the container 100, as visible in figure 6B, there are housed the electronic cards 200 for processing and conveying the data, arranged for connection to the cable antennas, by means of the outputs indicated above.

The aforementioned electronic boards 200 are fixed on metal supports by means of spacers of about 20mm, as shown in Figure 6B

The set of 200 cards and supports ? positioned so that the cable connections are oriented on the same input/output side. The aforementioned metal supports, which support the cards, also have the function of passing through and housing all the connection cables, by means of a slot in correspondence with the outputs of each card.

Advantageously, these supports are suitably sized to be able to slide inside the tracks fixed inside the container, making the cards 200 mounted therein easily removable, in order to allow a quick solution in case of replacement due to fault, directly on site.

In addition, the container 100 includes the following equipment:

- ALI-1: connected with data cable pi? External POE from node router

- TIK-1: No external connection

- WIFIM-1: connected with two antennas each in single enclosures radiating one at 2.4 Ghz and one at 5.8 Ghz, in diversity technology with horizontal and vertical polarization having an antenna gain equal to or greater than 10 dBm. In the ?gallery? ? connected with a slotted coaxial cable through a special connector. It has an external USB connection for local firmware loading.

- ITS-G5-1: connected with an antenna in a single enclosure radiating at 5.9 Ghz, in diversity technology with horizontal and vertical polarization having an antenna gain equal to or greater than 10 dBm. Also connected with a GPS Glonass antenna. In the ?gallery? ? connected with a slotted coaxial cable through a special connector.

- 3GPP-1: connected with a single enclosure antenna radiating at 5.9 Ghz in diversity technology, with horizontal and vertical polarization, having an antenna gain equal to or greater than 10 dBm, also connected with a GPS Glonass antenna. In the ?gallery? ? connected with a slotted coaxial cable through a special connector. It has an external USB connection for local firmware loading.

- LoRa-1: connected with a single enclosure antenna radiating at 860-930 Mhz, having an antenna gain equal to or greater than 5 dBm.

The complex of cables and antennas 10 radians ? assembled in the aforementioned IP67 permeable outdoor radio container 100 equipped with a structure, plates and collars used for its placement at the head or along a road pole of different dimensions depending on the type required.

Advantageously, the transmissive/receptive apparatus 101, as seen in figure 5A-5D, is consisting of a set of antennas 10, suitably oriented and constrained to a supporting structure 20 in ABS, in turn mounted on a circular metal support plate 30 which forms the joining element with the support pole. Advantageously, the metal support plate 30, made of round steel, max diameter 320 mm, suitably perforated to allow the fixing of the antenna supports, has the compartment 31 in the center for the passage of cables. Furthermore, at the base it ? equipped with bolts suitably sized to allow coupling with the support post of the metal plate 30 and the flange of the post, which ? equipped with fixing holes suitably placed to allow a rotation of 30? each step, able to obtain the exact final orientation of the antennas 10. Advantageously, the structure ? suitable for being mounted on a pole, at an average height of about nine meters, at an average interdistance of about three hundred and fifty meters, necessarily with full visibility? between one site and another.

Such a solution? was designed to easily allow the lateral housing of the cables coming from the antennas and their connection to the outputs of the container 100.

The weight of the whole assembly? estimated with a fair approximation around 25-30 kg.

From the RJ45 DATA/POE input, located at the base of the container 100, it will be possible to access the cable coming from the external source DATA/POE, and the same from here will come? distributed to the various DATA/POE components, through the Microtik Router Board.

On the mini ?Mother board?, there are Mini PCI cards for interfacing the antennas:

Mini PCI DSRC connected to ?Diversity? 5GHz; Mini PCI C-V2X Connect to ?Diversity? 5GHz, and SAT1-SAT2 (GPS);

Mini PCI LORA Connect to LORA antenna.

From the ?Access Point? DR6018 below in fig.10, the 5GHz and 2.44GHz antennas will be connected.

In particular, as visible in figure 5B, the transmissive/receptive apparatus 101 comprises, a Top 1 in shaped PVC able to cover the apparatus, a tubular support 2 in grooved PVC for fixing antennas 10.

Advantageously, the antennas 10 mounted above the apparatus are a first 3 WiFi 5GHz Diversity antenna, having a gain of 13 dB with polarity? H-V directional; a second 4 WiFi 2.4 GHz antenna, always of the Diversity type with 13 dB gain with polarity? H-V directional; a third 5 LORA omnidirectional Stylus antenna 860-900 Mhz 5-8 dB; of the fourth Antennas 6 of the GPS Glonass Monoconnector type.

The same set? mechanically protected by a suitably sized cylinder 40, also preferably in ABS.

Advantageously, the cylinder 40 externally has a cylindrical shape with a total height, preferably of 1220 x 310 mm (Fig.5C). Advantageously, in some configurations, the assembly could contain a lower number of antennas according to the needs. coverage, the geographical location and the layout of the site.

With reference to figure 3, the RSU node ? responsible for carrying out the functions of communication, recording, processing and dispatching of CAM messages, as well as? the creation and dispatching of DENM messages. Since the system covered by this patent is a distributed processing network, all USW nodes must be able to process the data received within the stations connected to each node, but also to acquire significant data from other sources of information supply, adjacent or relevant to the area controlled by a specific RSU. This means that it is necessary to delimit a geographical area of interest for the stations that will have to receive the alarm messages, such that this satisfies the following primary objective requirement:

The alarm messages sent by the RSU to the stations, whether vehicular or personal mobile terminals, are sent in a sufficiently short time to let s? that the intended user has the time to take effective action to deal with the content of the DENM message where it is of imminent danger.

Once this primary requirement has been satisfied, are all the other alarm information to be considered a priority? more low, in practice as the distance from the place of potential danger increases, the minimum processing and transmission time of the significant danger message also increases, allowing for greater latency in its reception and in undertaking the necessary actions.

To date, it is assumed that the actions necessary to deal with the danger are taken by humans and not by future capabilities? autonomous vehicles. However, it must be taken into account that autonomous driving systems are evolving rapidly, despite the fact that today there is not enough reliability. The DENM messages are still sent to the vehicular driving systems, but will the manufacturers and the regulations in force decide the modality? use of such messages.

To date, vehicular terminals and applications on personal terminals related to the security system, according to the present invention, are designed to generate visual and audio information capable of making the user take actions, whether driver, pedestrian or road user within the coverage of the network.

Advantageously, the MSWs are designed to be positioned in full visibility? directly on the road structure at an average distance of about 350 meters from each other. The distance can vary according to the orography of the terrain and the presence of physical obstacles in the development of the road network, but this distance ensures that the broadcasting parameters guarantee stable communication from all the stations and users insistent on the road.

The parameter taken into consideration therefore to comply with the above objective requirement? the time necessary to cover the distance from the place of danger, and the human reaction time upon receipt of the information. Such weather? speed function? to cover that distance.

It appears quite evident that among the receiving stations it is the vehicular one that has capacity? greater than moving quickly. The system covered by this patent ? dimensioned to communicate preferably with stations that move at a speed? maximum speed of 200 km/h.

The human reaction time varies from 0.5 to one second: in case of low attention to stimuli the reaction time expands to two seconds. Considering the processing of visual and acoustic information, this time limit is fixed with the patented system in 5 seconds.

Advantageously, at 200 km/h and 5 seconds of latency they are equal to approximately 278 meters travelled. If you add the time for the primary action carried out while driving a vehicle in the event of danger (braking), according to the well-known formula. Braking distance (m) = the square of the speed? divided by 200km/h multiplied by the parameter of the state of the road surface (in the worst case equal to 2), we have that at 200 km/h the braking distance ? equal to 400 meters.

In practice, therefore, the area within which the DENM message ? effective, in such contexts it must not be less than 400m 278m = 678m.

To this distance it is necessary to add the necessary time so that? the danger occurs, transmit the event message from a station (CAM), receive it, process it, construct the DENM message, transmit it and have it received by the interested users.

Given the ETSI recommendations currently codified in the security system object of the patent, the CAM messages are sent by the stations with a maximum frequency of 100 ms, but in case of high traffic? considering this parameter equal to 500 ms, the total reception and processing time by the RSU ? fixed at 2.5s for a total time of 3 seconds, which represents, in relation to the vehicle approaching the danger at 200 km/h, equal to another 170 metres.

The minimum effective area useful for USW nodes on the high traffic road network? ? therefore equal to about 850 meters.

The system object of the patent considers the minimum action area equal to 1000 meters, also evaluating the approximation of the GPS parameters linked to the stations concerned, with an interest therefore of 2 RSU adjacent to the one that processes the event CAM message, geographically placed before or after the location of? event, since? even if the direction of the moving stations ? known, for security reasons ? it is advisable to consider both road carriageways with both directions of travel.

It follows that the DENM message generated by the RSU concerned must be retransmitted towards 4 other adjacent RSUs in both directions and contextually to the database of the LAN network services server for the broadcast notification to all the other RSUs.

All RSU will receive the DENM message even if with priority? and different latency times, retransmitting this message to the connected users according to the diffusion configuration of the message itself. Therefore, the transmission of the DENM Message by the RSU that generated it will be? carried out in BROADCAST towards the other RSUs and towards the server, the proper function of the ETSI stack which governs the distances of effectiveness of this message will be? used as a priority element? in conveying the message to users.

The functional modules shown all reside in ITS-G5-1 and 3GPP-1, these hardware modules being the same, but equipped with specialized Mini PCI modules for DSRC (ITS-G5-1) and C-V2x (3GPP-1) communication ).

In this way, advantageously, the functionalities? they are independent from the hardware that hosts them. The various functions differentiated between the two standards will be activated and managed by a single configuration package also resident on the cards, which will select? essentially the mode? of use of the various components of the stack. The WIFI MNG management module, also present, refers to the use of the functions with the aid of a different physical board; in particular, the WIFI MNG module has the task of receiving DENM and CAM from the mobile WIFI network, or from the WIFI terminals connected to the RSU, since? ? expected that the WIFI terminals are equipped with software compatible with DSRC messaging, its task? receive messages CAM and DENM already? correctly packaged and distribute them to the respective management modules.

Likewise, the DENM messages generated locally or received from the fixed network and taken from the LDM database will be retransmitted to the WIFI terminals managed by the module itself. The low-level management of the WIFI component? operated by the card WIFIM-1 that will operate? the Routing and connection function for fixed or Motion connected terminals.

The MNG WIFI management module constitutes the ITS-G5-1 messaging interface for the ?in motion? WIFI management hardware and software complex, created on the WIFIM-1 board which? dedicated to communication WIFI 802.11.a/b/g/n/ac/ax on the frequencies already? Note. And which has the task of managing the Routing and the appropriate communication in the RSU.

The OBD2 Management module ? present in the firmware mounted on board the ITS-G5-1 and 3GPP-1 cards, but not ? used in RSU configuration. Furthermore, since ? foreseen the use of the same card in RSU or OBU configuration, this last one makes use of the OBD2 functional module in connection with the CAN interface of the vehicle, in this way the same hardware and the same software, configured differently, can? be used as RSU or as OBU.

The LORA MNG module. itself uses a mini PCI on which a LORAWAN gateway resides. Since?, the communication of Lo.Ra. messages, ? carried out according to its own methods, timing, and packaging, the module must read the messages received from the antenna/gateway complex, evaluate them as non-critical status messages and/or alarm and anomaly messages, and package the equivalent CAM or DENM, as needed.

Subsequently, the messages cos? preparations will be forwarded to the respective management modules CAM MNG and DENM MNG.

The GPS module provides the tick for synchronizing the various modules and where necessary the GPS position to be used for ITS compliant message packaging The DCC (Decentralized Congestion Control) module assembly chipset management, and chip specific drivers DSRC or C-V2X management modules, they form the piloting of the antenna communications and ensure the transceiver of the vehicular systems, managing timing and error correction, then interacting with the information content management modules of the CAM MNG and DENM MNG massages.

The LDM module (Local Dynamic Map) ? essentially the system data management database, which contains all the CAM and DENM messages, the status of the system components and the configuration elements of the same.

All the functions available on LDM will then be made available by an HTTP server which will be? the external interface of the vehicle and LoRa components of the MSW.

The OBUs (On Board Units) constitute the vehicular communication component of the system covered by this patent. Naturally, the RSU components of the system in question transmit and receive communications from any OBU that is compatible with ITS-G5 systems and with the PCE protocol (a characterization of the DSRC protocol) under the consortium's C-V2X version 14 3GPP. Constituting what? l?UBU one of the main means of obtaining information, a device is supplied which, independently of those mounted on private vehicles by the manufacturers, can be mounted on road service and management vehicles.

These OBUs will make it possible to acquire the same information available on the vehicles and, together with WIFI mobile terminals, to exercise correct management control of pedestrian and vehicular users on the road section involved in the coverage of the MSW.

The OBU in particular sar? made using the same hardware and software described in the previous paragraph dedicated to MSW, with a vehicle-compliant enclosure and equipped with antennas with a maximum gain of 3 dB. The CAN interface with OBD2 protocol, will? made available for connection to vehicles where they are equipped with them, in the absence of connection, the functions of the OBUs will be limited to the transmission of the vehicle position, direction, speed? and identification of the same.

Advantageously, the MTU-VRU Mobile Terminals (Mobile Terminal Unit- Vulnerable Road Users) are made according to the indications and provisions relating to the ETSI ITS 103 300-1/2/3 standard connected to the system regardless of the vehicle equipment with OBU, and therefore they can also be used without the MMI interface of the manufacturer of the same, with an interface, only by way of example, ANDROID AUTO or APPLE CAR PLAY or generically WEB APP.

Still advantageously, the safety system object of the present invention introduces the concept of C-ITS extended to all road users, therefore also to any physical subject possessing a mobile WIFI terminal. The MTU-VRUs consist of an APP installed on board a portable terminal, for example ANDROID or APPLE, dedicated to WIFI communication according to the ETSI TS 103 300 (1-2-3) standard, which offers all the functions necessary for receiving and transmission of CAM and DENM within the coverage of the RSU. In detail, the application replaces, advantageously, the units? OBU of a vehicle against a physical subject that ? in WIFI coverage. Does the APP have the same functionality? for the transmission of DENM messages from the OBU, and sends the status, position, acceleration, and conditions of the terminal itself at regular intervals. All information is treated in the same way as that sent by an OBU.

The LoRaWAN?, or the Long Range Wide Area Network, ? a protocol developed by the LoRa Alliance.

The peculiarity of this new protocol? its efficiency: in fact LoRaWAN? it has low battery consumption, a high communication range (up to 15km in open field) and protected data transmission (thanks to AES-128 encryption).

The communication range? about 2km in high-density areas? of population, which extends to 15km in an open field, this is also influenced by the mutual position between the device and the gateway: if the gateway ? installed in an elevated position, the radius sar? greater than a gateway installed at street level.

LoRaWAN? ? part of a category of technologies called LPWAN, which stands for Low Power Wide Area Network. This technology? was developed to allow battery-powered sensors to send and receive messages, using the least amount of energy possible to save battery.

The LoRaWAN network architecture, as visible in figure 4, is based on a star-of-stars topology with gateway mode? transparent bridges that pass messages from end devices to a central network server in the backend. The gateways are connected to the network server via standard IP connections, while the end devices use single-hop wireless communication with one or more gateways.

All end-point communications are typically bi-directional, but they also support operations such as multicast, allowing over-the-air software updates or other mass-distribution messages to reduce communications transmission time.

Communication between terminal devices and gateways is distributed over channels with frequencies and speeds of different data transmissions. Speed selection? data ? a compromise between speed? of communication and duration of the message.

in virtue of the technology of division of the spectrum, the communications with speed? of different data transmission do not interfere with each other and create a series of "virtual" channels that increase the capacity? of the gateway. The speeds? LoRaWAN data ranges from 0.3 kbps to 50 kbps. To maximize both the battery life of the terminal devices and the capacity? overall network, the LoRaWAN network server manages the speed? of data and RF output individually for each terminal device via an ADR (adaptive data rate) scheme LoRaWAN? uses two types of symmetric keys for communication security, these are unique for each LoRa device. The NwkSkey ? used to ensure the? integrity? of the message from the device to the Network Server. The AppSkey ? used for end-to-end encryption in AES-128 from the device to the Application Server.

LoRaWAN devices? have two ways to join with the network. The first is called OTAA, Over-the-Air-Activation. This mode? requires that the device and the network exchange a 128-bit key called AppKey.

When the device sends the request to perform the join, the? AppKey is used to create a Message Integrity Code (MIC), after which? the server checks the MIC using the AppKey. If the check passes, the server creates two new 128-bit keys, the App Session Key (AppSkey) and the Network Session Key (NwkSkey). These keys are sent back to the device, encrypted using the AppKey as the encryption key. When the keys are received, the device decrypts and installs them. The second mode? to perform a join it is called ABP, Activation by Personalization. This mode? requires that the session keys be entered manually by the user. However this could cause security problems.

Also, the LoRaWAN? uses three different classes of devices: Class A, Class B, Class C.

Class A devices are battery powered. When an uplink ? sent to the server, the device opens two small windows for any commands, if the server is not ? able to send a down link in the two small windows, will have to? wait until next uplink.

Class B devices are battery powered. In addition to the two windows of Class A, Class B has an extra downlink window, which is opened at scheduled times. This window? synchronized with the server through a gateway Beacon and is used by the server to know when the device ? listening.

Class C devices are electrically powered; the reception windows for the down links are almost always open, the only moment in which they are closed ? during the broadcast.

The devices that will supply the information to the RSUs are essentially class A, B and C devices that are scattered along the road.

In particular, it is planned to use small class A devices that can be easily installed on mobile road signs for the delimitation of construction sites, class B devices for fixed construction sites and class C devices for all the command, control and supervision devices, systems and devices present in systems along the section, such as power supplies, lighting, weather, flood detection, traffic lights in tunnels and junctions, ventilation systems, gas detection, fire, structural detection of pillars, bridges and tunnels.

The RSUs will be equipped with a Lo.RaWAN IoT gateway/concentrator according to the optimal coverage of the road section, at a minimum distance of 2 km from each other.

An IoT gateway serves as a connection point between clouds, sensors, and smart devices. In detail, a gateway ? the place to pre-process data locally on the front before sending it to the cloud. When data is aggregated, summarized, and analyzed on-premises, it minimizes the volume to be forwarded to the cloud, which can have a large impact on network response times. A distinction is also made between gateways and routers. Gateways regulate traffic between two dissimilar networks, while routers regulate traffic between similar networks.

The LORA module in the RSU will have? the task of intercepting the messages of the Lo.Ra gateway, process them and transform them into CAM/DENM, and in any case carry out the re Routing towards the Network Server installed on the Network Services Server, who will manage them? information for external use in the cloud.

Advantageously, the services server ? consisting of an apparatus with the following minimum characteristics:

- 2x 6C/12T CPUs;

- RAM 64GB;

- 2TB SSD Storage;

- Hardware RAID;

- Redundant power supply;

- iDRAC card;

- Hardware monitoring.

The server ? connected to the Fiber Optic network, and through a switch, the main functions performed are:

- Web Agency for the external interface;

- CAM and DENM message management server from and to cloud; - Dispatching CAM and DENM messages to RSU;

- WIFI and MTU-VRU User Management;

- Data Base Events/messages/configurations.

- LoRa WAN servers;

- VOIP server (SIP) for MTU-VRU;

- Management of SNMP device diagnostics on the network.

From the description given, the characteristics of the safety system for road users, for example extra-urban ones, based on real-time information of the C-ITS (Cooperative Intelligent Transport System) type, object of the present invention, are clear. how clear are the advantages.

? Finally, is it possible to introduce further constructive variants to the system in question, without departing from the principles which are at the basis of the inventive idea, so? as described in the appended claims.

Claims (10)

1. Safety system for road users suitable for use along road axes or networks, such as motorways, roads, extra-urban roads, high-density? and viability, characterized by the fact that it includes: - A series of fixed and semi-fixed Lo.Ra communication stations; - A Services Server connected to a local network; - a unit? roadside Edge computing processor, which handles DSRC 802.11.p and C-V2X PC5 transmissions, and WIFI transmissions on the go with Wi-Fi 802.11 a/b/g/n/ax terminals for interfacing to pedestrians and mobile terminals, and the transmissions from said fixed and semi-fixed Lo.Ra. stations, wherein said Lo.Ra. stations function as a Lo.RA.WAN gateway for subsequent data processing by said server; - a plurality? of USW Road Side Unit nodes, placed along at least one of said axes or road networks and interconnected through optical fiber networks, which guarantee high-speed data exchange, Routing and generation of specific user services for the? axis or the road network concerned through additional dedicated servers, and access to an internet cloud for the exploitation of the services offered; - a plurality? of MTU-VRU road mobile stations, such as vehicles, fixed devices, personal mobile terminals for pedestrians, indicators and signs, road and infrastructural sensors, service, maintenance, emergency, work vehicles, weather stations, with specific software created according to indications and prescriptions contained in the ETSI ITS 103 300-1/2/3 standard. 2. Safety system for road users, as claimed in claim 1, characterized in that said mobile stations are made up of vehicles and said each of said vehicles comprises an OBU, On Board Unit, so as to be able to communicate in mode? wireless with the other vehicles and with said RSU nodes, in which said OBU ? equipped with a WIFI antenna and connected to a vehicle status acquisition socket, and ? capable of generating and receiving V2X compatible messages and redirecting them to an in-vehicle mobile terminal and to cellular terminals. 3. Security system as claimed in the preceding claim, characterized in that said cellular terminals are equipped with an application which behaves like an OBU, in particular like an MTU_VRU Mobile Terminal Unit-VULNERABLE ROAD USERS, and ? capable of automatically generating CAM status messages or receiving and transmitting DENM according to ETSI ITS TS 103 300 (1-2-3). 4. Security system as claimed in at least one of the preceding claims, characterized in that it is powered either by a low-voltage distribution network or by power supply to photovoltaic panels. 5. Safety system for road users as claimed in at least one of the preceding claims, characterized in that the RSU nodes are of the modular type and arranged to be equipped on the basis of need? of communication, having specific hardware for each communication subnet, and being capable of acquiring information from stations connected with different communication standards, recording them, processing them, comparing them with the information transmitted by other RSU nodes, determining the conditions of attention and danger significant, and retransmit them to vehicular and mobile terminals under its direct radio coverage field and to adjacent RSUs, as well as to a services server on the LAN. 6. Security system as per the previous claim, characterized in that said MSW nodes are powered by a 250V AC distribution network or, alternatively, by an independent complex of photovoltaic panel-NI-CD battery pack made to serve the single MSW node. 7. Security system according to at least one of the preceding claims, characterized in that said RSU nodes consist of a set of 5 hardware modules enclosed in a container (100), in which said modules are: - A 12-48V POE/12v power supply/injector; - A POE router/firewall (TIK-1); - A WIFI 802.11 a/b/g/n/ax 2.4 GHz/5.8Gz communication management card for WIFI in motion (called WIFIM-1); - An 802.11.p communications management card for ETSI standard ITS-G5 DSRC communication equipped with CPU and SSD disk (called ITS-G5-1); - A C-V2X communications management card for DSRC 3GPP communication equipped with CPU and SSD disk and LTE 5G cellular predisposition (called 3GPP-1); - A LoRa Wan Gateway module that can indifferently equip one of the DSRC cards, (called LoRa-1). 8. Security system as claimed in the preceding claim, characterized in that said container (100), ? of the type IP67 and ? capable of feeding a plurality? of antennas (10) and by the fact that said container (100) houses electronic data processing and conveying cards (200), arranged for connection to the antennas (10) via a cable. 9. Security system according to at least one of the preceding claims, characterized in that it comprises a transmissive-receptive apparatus (101) comprising an assembly of antennas (10), suitably oriented and constrained to a supporting structure (20), in turn mounted on a circular metal support plate (30) which constitutes the element of union with a support pole placed on said road network. 10. Security system according to at least one of the preceding claims, characterized in that said antennas (10) comprise a first WiFi 5GHz Diversity antenna 3, having a gain of 13 dB with polarity? H-V directional; a second 4 WiFi 2.4 GHz antenna, always of the Diversity type with 13 dB gain with polarity? H-V directional; a third 5 LORA omnidirectional Stylus antenna 860-900 Mhz 5-8 dB; of the fourth Antennas 6 of the GPS Glonass Monoconnector type.