WO2010043164A1 - 一种无线交通信息指示方法及系统 - Google Patents

一种无线交通信息指示方法及系统 Download PDF

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Publication number
WO2010043164A1
WO2010043164A1 PCT/CN2009/074388 CN2009074388W WO2010043164A1 WO 2010043164 A1 WO2010043164 A1 WO 2010043164A1 CN 2009074388 W CN2009074388 W CN 2009074388W WO 2010043164 A1 WO2010043164 A1 WO 2010043164A1
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WO
WIPO (PCT)
Prior art keywords
wireless signal
signal
vehicle
wireless
information
Prior art date
Application number
PCT/CN2009/074388
Other languages
English (en)
French (fr)
Inventor
徐菲
黄更
Original Assignee
Xu Fei
Huang Geng
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN2008102168340A external-priority patent/CN101393686B/zh
Priority claimed from CN2008102168355A external-priority patent/CN101398977B/zh
Priority claimed from CNA200810216836XA external-priority patent/CN101398978A/zh
Application filed by Xu Fei, Huang Geng filed Critical Xu Fei
Priority to EP09820240A priority Critical patent/EP2339562A4/en
Priority to US13/122,968 priority patent/US20110196580A1/en
Publication of WO2010043164A1 publication Critical patent/WO2010043164A1/zh

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S11/00—Systems for determining distance or velocity not using reflection or reradiation
    • G01S11/14—Systems for determining distance or velocity not using reflection or reradiation using ultrasonic, sonic, or infrasonic waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S11/00—Systems for determining distance or velocity not using reflection or reradiation
    • G01S11/16—Systems for determining distance or velocity not using reflection or reradiation using difference in transit time between electrical and acoustic signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
    • B60K2360/179—Distances to obstacles or vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04—Monitoring the functioning of the control system
    • B60W50/045—Monitoring control system parameters
    • B60W2050/046—Monitoring control system parameters involving external transmission of data to or from the vehicle, e.g. via telemetry, satellite, Global Positioning System [GPS]
    • B60W2050/048—Monitoring control system parameters involving external transmission of data to or from the vehicle, e.g. via telemetry, satellite, Global Positioning System [GPS] displaying data transmitted between vehicles, e.g. for platooning, control of inter-vehicle distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles

Definitions

  • the present invention relates to a traffic system, and in particular, to a wireless traffic information indicating method, system and device. Background technique
  • the traditional traffic information indicating system and device are mainly traffic lights (referred to as traffic lights) and traffic signs (referred to as street signs), providing information including traffic instructions, road indication information, target address information, and road traffic information, weather warning information, or Other traffic management information, etc.
  • the relevant information is immediately transmitted to the following vehicles, so that all vehicles can respond in a timely and consistent manner to effectively avoid the occurrence of tragedy.
  • the driver can give the driver a half-second pretreatment time, it can reduce 30% of the rear-end accident and 50% of the road-related accident, so an effective vehicle warning system will drive the vehicle safely. It will be very important.
  • the prior art mainly uses laser and radar (microwave), and devices using these technologies can emit laser or microwave signals in a traveling vehicle, and then According to these signals, the echoes reflected from the preceding vehicle are measured (measuring the time difference or frequency shift of the transmitted/received signals), and when a dangerous situation is found, a dangerous warning or automatic braking is performed to avoid collision with the vehicle in front.
  • the main disadvantage of this type of system is that the technology is complex and prone to interference, because the road is very complicated, when there are more vehicles, denser, or when overtaking, turning, or when there are special signs or billboards on the roadside.
  • the technical problem to be solved by the present invention is to provide a wireless traffic information indicating method and system for the deficiencies of the above-mentioned existing product technologies.
  • This wireless traffic information method technology, system is wireless, dynamic, real-time and all-weather, and does not depend on the human visual system, or even Emergency treatment is automatically performed to eliminate possible dangerous situations, and relevant danger information can be transmitted to the rear vehicle in time to prevent the occurrence of a serial collision on the highway.
  • an embodiment of the present invention provides a method for indicating a wireless traffic information, including the following steps:
  • the second vehicle directionally receives the first wireless signal and the second wireless signal, and calculates a distance from the first vehicle or from the front object based on the first wireless signal and the second wireless signal.
  • the invention also provides a wireless traffic information indicating system, comprising:
  • a wireless transmitting device which is installed on a traffic signal or a traffic sign or a vehicle in front, and is used for a first wireless signal and a second wireless signal that are different in direction-transmitted propagation speed and digitally encoded;
  • a wireless receiving device installed in the traveling vehicle, for directionally receiving the first wireless signal and the second wireless signal, and interpreting the encoded information from the first wireless signal and the second wireless signal received thereby, and simultaneously
  • the distance between the first wireless signal and the second wireless signal received by the phase difference is calculated from the distance between the traffic signal or the traffic sign or the vehicle traveling ahead.
  • the invention has the following beneficial effects: First, it is a system that does not depend on weather conditions and vision; Second, it can work in an all-weather environment; Third, it can display information of traffic lights and give signal conversion Countdown information; Fourth, it has the function of automatically preventing the red light; Fifth, it can display the distance and relative speed from the preceding vehicle; 6. In the dangerous situation, it can automatically control the driving state of the vehicle; The traffic signal information and danger information are transmitted to the rear vehicle; 8. It can display/prompt other road traffic information; 9. It is an environmentally friendly signal system without electronic pollution; 10. It has low cost and Easy to use for popularization. In summary, the implementation of the present invention can effectively improve the efficiency of road traffic and make the safety of motorists more secure. DRAWINGS
  • FIG. 1 is a schematic diagram of signal transmission of an electronic wireless traffic signal lamp and a road vehicle according to an embodiment of the present invention
  • FIG. 2 is a schematic diagram of wireless signal transmission between traveling vehicles according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram of wireless signal transmission when a vehicle is switched/overtaked according to an embodiment of the present invention
  • FIG. 4 is a schematic diagram of a waveform of a wireless digital coded signal according to an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a traffic/vehicle information indication/prompt according to an embodiment of the present invention
  • FIG. 6 is a schematic diagram of display/indication of traffic sign information according to an embodiment of the present invention
  • FIG. 7 is a schematic diagram of angle correction regarding a distance according to an embodiment of the present invention.
  • FIG. 8 is a schematic diagram of wireless signal relay between traveling vehicles according to an embodiment of the present invention.
  • FIG. 9 is a schematic diagram of wireless signal relay between a traffic signal and a vehicle according to an embodiment of the present invention.
  • FIG. 10 is a block diagram showing the overall structure of an embodiment of the present invention.
  • Fig. 11 is a flow chart showing a method of realizing dynamic distance detection and information transmission in a traveling vehicle according to an embodiment of the present invention. detailed description
  • FIG. 1 is a schematic diagram of signal transmission of an electronic wireless traffic signal and a road vehicle according to an embodiment of the present invention.
  • 10 is a three-color traffic signal lamp, including red, green and blue three-color lamps 11 , which are internally equipped with a wireless transmitting device 12, and 12 includes two sets of transmitters, one of which emits a first wireless coded signal (preferred) Infrared) 13 and another set of second wireless coded signals (preferably ultrasonic waves) 15 , 13 and 15 are simultaneously transmitted and received by the vehicle 16 opposite the traffic light, wherein 17 is a wireless receiving device mounted to the front of the vehicle.
  • first wireless coded signal preferred
  • Infrared Infrared
  • second wireless coded signals preferably ultrasonic waves
  • the infrared signal 13 and the ultrasonic signal 15 can be received, and at least one of the signals of 13 and 15 includes digital coded information related to the state of the traffic light, and the information is received and decoded by the wireless receiving device 17 to restore red, yellow, and The green tri-color traffic light signal is displayed in the display device 18 in the vehicle.
  • the display device 18 further includes an audio prompting device and is mounted on the driver's platform or the dashboard of the vehicle for the convenience of the motorist to view or make relevant information to the driver. prompt.
  • the key to the realization of the all-weather dynamic traffic information receiving and indicating by the present invention is that the wireless signal with the all-weather oriented working capability can be used for information transmission.
  • Infrared (especially 8 to 14 micron wavelength infrared) and ultrasonic waves (especially ultrasonic waves of around 20 kHz) are very strong in the atmosphere, and are almost free of light, fog, dust, rain, wind in the air. Under the influence of snow and electromagnetic interference, both signals are more adaptable to the harsh weather than human vision, and even at night, they are completely unaffected, which is the key to achieving all-weather work.
  • wireless signals capable of transmitting directional signals include microwaves and lasers.
  • the present invention does not exclude the use of the above signals for information transmission, but since infrared rays and ultrasonic waves are currently the two most inexpensive and safe signals, neither It is a preferred (preferred) signal source for the present invention, which causes harm to the human body and vision, and does not cause electromagnetic wave pollution in the space. It is a green environmental signal source.
  • the reason why the two sets of wireless signals are simultaneously transmitted by the present invention is that the vehicle can calculate the distance and speed between the vehicle and the traffic light based on the two sets of wireless signals, so as to alert the driver of the attention when needed.
  • the two wireless signals of the present invention have different propagation speeds in the air, and the infrared signals propagate at the speed of light (300,000 kilometers per second), so there is no need to consider the delay of transmission, and the propagation speed of the ultrasonic signals in the air is 340 meters (15 degrees Celsius), this speed is much slower than infrared, so the receiver 17 is based on the time difference between the two different wireless signals received (because the wireless signal will be encoded and modulated, so also called this The time difference is the phase time difference or the phase difference) to determine the distance between the vehicle and the traffic light (actually the wireless signal can be modulated as the distance between the vehicle and the parking line).
  • S V * AT, where S is the receiver and The distance between the transmitters, V is the propagation speed of the ultrasonic waves in the air, and ⁇ is the phase time difference between the infrared rays and the ultrasonic waves.
  • the system of the present invention also has the ability to dynamically measure the vehicle speed, and the real-time calculation of the vehicle can be calculated by continuously measuring the distance of the fixed transmitting flag (for example, the above-mentioned signal lamp).
  • the speed of the vehicle which helps to prompt or adjust the driving state of the vehicle.
  • the system shown in Fig. 1 further includes an anti-shock red light device 19, 19 which is actually a vehicle running control device. When necessary, the driver can make the necessary prompts according to the speed of the vehicle and the distance from the red light stop line, and automatically implement the brake when necessary, so that the vehicle can safely stop in front of the parking line.
  • FIG. 2 this is a schematic diagram of wireless signal transmission between traveling vehicles according to an embodiment of the present invention.
  • 20 is the vehicle traveling ahead, and 24 is the vehicle following the rear.
  • the front vehicle 20 can pass through the wireless transmitting device 21 installed at the rear of the vehicle.
  • the wireless signal is transmitted backwards, wherein 22 is an infrared encoded signal (first wireless signal), 23 is an ultrasonic encoded signal (second wireless signal), and the infrared encoded signal 22 and the ultrasonic encoded signal 23 are simultaneously transmitted and have the same phase.
  • the rear vehicle 24 is mounted with a wireless receiving device 25 at a front portion of the vehicle, and can simultaneously receive and decode the infrared encoded signal 22 and the ultrasonic encoded signal 23 described above, and then calculate the relationship between the front and rear vehicles based on the phase time difference between the two. The distance and the relative speed are obtained, and the driving state information of the preceding vehicle is acquired from the decoding information to be displayed and presented by the information display device and the voice prompting device 26 in the vehicle.
  • the rear vehicle can also control the driving of the vehicle through the automatic driving control device 28 installed in the vehicle, such as stopping the fuel supply or performing emergency braking, etc., to avoid or eliminate the danger, so 28 is also available Referring to FIG.
  • FIG. 3 again, this is a schematic diagram of wireless signal transmission when the vehicle is transiting/overtaking according to the embodiment of the present invention.
  • 30 is the vehicle in the front left lane
  • 35 is the vehicle in the rear right lane
  • the current vehicle 30 is ready to overtake into the right lane, it can be directed to the right by the wireless transmitting device 31 mounted on the right side of the tail.
  • the wireless signal (synchronized with the right turn signal), 32 is the infrared coded signal, 33 is the ultrasonic coded signal, and 32 and 33 are simultaneously transmitted and have the same phase.
  • the wireless receiving device 36 installed in the left front portion of the rear right lane vehicle 35 simultaneously receives and decodes the above wireless signal, and then calculates the distance and relative speed between the front and rear vehicles based on the phase time difference between the two, and decodes the information from the decoding information.
  • the right turn information of the preceding vehicle is known, and the information display device and the voice prompt device 38 are displayed and presented in the vehicle.
  • the position and number of transmitting and receiving devices can be determined according to the structure of the vehicle and the angle, sensitivity and coverage of the signal transmission/reception, so that the rear and rear left and right rear of the vehicle have the signal transmitting capability, so as to brake In the state, dangerous state, left turn and right turn states, the wireless coded signal containing the state information can be sent in the correct direction and has appropriate coverage, and can receive wireless signals from the front and left front, right front and upward.
  • this is a schematic diagram of the waveform of the wireless digitally encoded signal of the present invention used in the systems shown in Figs. 1, 2, and 3 above.
  • 40 is the received infrared coded signal waveform
  • 41 is the received ultrasonic coded signal waveform.
  • the waveforms and phases of the two signals are the same at the transmitting end, since the transmission and reception have a certain distance, and the transmission speeds of the two signals are different, the waveform seen by the receiver at the receiving side There is a time difference, and we also call this time difference the phase difference or phase time difference.
  • T1 and T2 show the phase time difference between the two signals
  • ⁇ 3 is also the phase time difference between the two signals, except that the position of the measurement is different.
  • Different coding methods can be used for the signal. The most common ones are digital codes of "0" and "1", and are defined by the length of the signal pulse. In the figure, a pulse with a relatively narrow interval represents the number "0", and a pulse with a relatively wide interval represents the number "1". In the actual system, there are other different ways of defining codes and numbers. In order to recognize whether two waveforms (packets) are data transmitted in the same period, the identification code (ID) of the data packet is also included in the above waveform.
  • ID identification code
  • the ID of the previous wave is 0110, and the latter wave The ID is 0111, and the system will only compare the waveforms with the same (or related) ID, so that there will be no waveform misalignment, that is, the signal synchronization on the receiving device can be realized.
  • the driving control device described in Fig. 2 plays an important role in such a critical situation, because the electronic device reacts in a short time (for example, 0.1 second), and a traffic accident may occur. This will be avoided.
  • the system of the present invention can realize continuous detection of distance, speed and acceleration between two vehicles, thereby increasing the reliability of the system and avoiding errors caused by accidental factors or interference.
  • the distance information contained between the corresponding data packets (for example, between 42, 43 and 45, 46) is analyzed, and the acceleration between the two is further calculated.
  • it is also possible to detect at any one of the pulse positions of a data packet which will be further analyzed and explained in conjunction with FIG.
  • each data packet has a leading waveform portion 421/451 and a digital code region portion 422/452.
  • the figure also includes two ultrasonic packets 43 and 46, each of which also has a preamble waveform portion 431/461 and a digital code region portion 432/462.
  • T1 and T2 only compare the phase time difference of two different wireless signals in the same data packet (having the same ID) in the preamble waveform, because the time interval between data packets is relatively long (for example, one packet of 0.1 second), The present invention also provides a faster sampling method.
  • any of the data packets can be on the data packet.
  • Measurement and calculation are performed on a pulse signal, and this state is called a synchronous detection state. For example, T3 is measured on the rising edge of the first pulse of the digital code region. Similarly, the measurement can be performed on the rising or falling edge of each subsequent pulse, so that each time interval can be measured. It is greatly shortened, which not only increases the response speed of the system, but also analyzes multiple measurement data, which can improve the reliability of the system and eliminate the error of individual data sampling to affect the accuracy of the system measurement.
  • the front car can send the speed and acceleration information in addition to the information about the emergency braking, so that the identification and reaction of the rear vehicle can be foolproof.
  • FIG. 1 A schematic/tip diagram of the traffic/vehicle information of the present invention is shown in FIG.
  • the figure has a digital display area that displays various measured data such as distance, speed, acceleration, time between two cars (based on current vehicle speed), and so on.
  • the above speed may be the relative speed between the vehicle and the front vehicle, or may be the speed between the fixed speed limit sign (which can be installed directly above the lane or buried under the lane), since the speed limit sign is fixed. Therefore, the speed measured by the vehicle is its own vehicle speed; and since the speed limit flag also has the transmission/transfer function of the speed limit information, the system of the present invention can directly display the overspeed information and pass the travel control if necessary.
  • the device implements a deceleration operation, such as reducing the supply of oil, etc., to achieve a smooth deceleration to within the speed limit.
  • a deceleration operation such as reducing the supply of oil, etc.
  • the system makes a comparison analysis of various data, including the status information sent by the preceding vehicle, and the current vehicle speed, the distance between the two vehicles and the relative acceleration, etc., if a collision is found. When the time is less than a certain value, the prompt is given.
  • the system will start the driving control device to implement automatic braking, so as to control the dangerous situation.
  • the driving control device to implement automatic braking, so as to control the dangerous situation.
  • the vehicle speed is slow or has stopped (for example, when waiting for a red light signal at a traffic intersection), or if the preceding vehicle has a speed not less than the speed of the vehicle and has a positive acceleration, such as shown in Figure 3.
  • the prompting device of the system further includes an audio prompt function.
  • the corresponding prompt can be made, and different sounds can be issued according to different situations.
  • the prompt tone so that the driver can prepare different actions according to different prompts to increase the efficiency of road traffic and improve the safety of driving.
  • the system of the present invention further has an electronic street sign display/indication function as shown in FIG.
  • FIG. there are three driving arrows, left, front and right. Different display segments can be illuminated according to different situations to express the current signal situation.
  • Road The card information and traffic light information comes from the road signs and traffic lights set up on the road. Therefore, it can also be said to be a wireless electronic road sign and wireless electronic traffic light device.
  • the biggest advantage of electronic street signs and electronic traffic lights is that they are an all-weather signal system, so the system can normally receive and display/prompt related information in the car regardless of the weather. Make driving easier and safer. At the same time, it can display other additional information, such as the countdown information of the lamp number conversion, so that the red light can be decelerated before the arrival of the red light, and the start preparation can be done before the green light arrives to improve the efficiency of road traffic. It also displays speed limit information, roadblock information, slow line information, sidewalk information, traffic information ahead, weather information, and other traffic management information.
  • the distance data calculated by the system according to the present invention sometimes requires necessary compensation/correction to meet its accuracy requirements.
  • compensation/correction There are two main aspects of compensation/correction.
  • One is the effect of temperature on the speed of ultrasonic propagation. According to the experiment, there is a correspondence between the propagation speed of ultrasonic waves in the air and the temperature, in which the temperature unit is. C , the speed of sound is in meters per second:
  • FIG. 7 Schematic diagram of angle correction.
  • 70 is a wireless transmitting device of an electronic signal lamp/electronic street sign
  • 71 is a wireless receiving device mounted in front of the vehicle
  • the relative distance calculated according to the above-described embodiment is a linear distance S between 70 and 71.
  • the driver will only be interested in the distance D between the vehicle 71 and the parking line 72, so it is necessary to use the triangle side length formula (the Pythagorean theorem: the square of S is equal to the square of H plus the square of D) to receive
  • the linear distance S obtained by the device is corrected.
  • the wireless digitally encoded information received by the receiver must contain information of its height H.
  • FIG. 8 is a schematic diagram of wireless signal relay between traveling vehicles in accordance with an embodiment of the present invention.
  • 80 in the picture.
  • 81, 82 are three vehicles driving on the road, 81 follows 80, 82 follows 81.
  • an infrared coded signal 801 and an ultrasonic coded signal 802 are sent backwards, containing wireless digital information related to the braking or danger signal, and the subsequent vehicle 81 receives After this message, the relevant information is forwarded through 811 (infrared coded signal) and 812 (ultrasonic coded signal) in a timely manner, so that the subsequent vehicle 82 receives the emergency brake information issued by 80 at the same time.
  • 811 infrared coded signal
  • 812 ultrasonic coded signal
  • 82 will also send the 80 information back, so that more vehicles will know the situation ahead, which can effectively avoid the occurrence of serial collisions on the highway.
  • the information of 80 is forwarded by 81, some information can be processed, for example, the emergency braking or dangerous light information of 80 is reserved, but the phase of the 81 signal is corrected, so that the rear 82 can be obtained according to the received signal. Its distance from 81 is not the distance between 80 and 80.
  • FIG. 9 is a schematic diagram of wireless signal relay between a traffic signal and a vehicle according to an embodiment of the present invention.
  • 90 is an electronic traffic light
  • the wireless coded signal (901 is an infrared coded signal
  • 902 is an ultrasonic coded signal
  • the relay device 91 on the parking line for convenience, both have the same reference numerals 91
  • receiving and forwarding the signal to the vehicle 92 infrared coded signal through 911, 912 is an ultrasonic coded signal
  • the signal is forwarded to the subsequent vehicle 93 (via the infrared coded signal) 921, ultrasonic coded signal 922), and can be transmitted to the last vehicle (can also be set to stop relaying after several relays).
  • the signals transmitted by the electronic traffic light 90 and the relay device 91 all contain information on the installation height thereof, so that the wireless receiving device can correct the relevant distance.
  • the information forwarded by the repeater 91 should use the parking line as the starting point for the distance calculation.
  • the wireless signal emitted by the electronic traffic light 90 may also be directly received by the vehicle 92, so the electronic traffic light 90 must pre-process the wireless signal it transmits (mainly adjusting the phase of the ultrasonic signal) to make the vehicle 92
  • the distance derived from the signal is the distance from the parking line 91 rather than the distance of the electronic traffic light 90.
  • the distance information for the traffic lights that the vehicle 92 forwards to the vehicle 93 should also be the distance from the parking line rather than the distance from the vehicle 92, i.e., how far the rear vehicle knows from the parking line (junction).
  • the relay device 91 can be connected by a dedicated cable 95 or other wireless channel (hereinafter simply referred to as a third signal path) in addition to receiving a wireless signal from the wireless transmitting device on the electronic traffic light 90 directly through the air.
  • the relay device 91 can be used with a metal structure and partially buried under the parking line, and only needs to expose the transmitting head for signal relay.
  • One advantage of this method is that pedestrians can be prevented from crossing the road on the sidewalk. When, or other lateral vehicles travel across the intersection, the signal of 90 is covered. Block, and because the relay device 91 is facing the vehicle in the lane, its transmitting and receiving effects are optimal.
  • the wireless transmitting device buried under the parking line can also transmit driving direction information including a specific traffic lane, as well as information on the forward destination and speed limit information.
  • the relay device of the embodiment of the invention has the capability of signal reduction, that is, the infrared signal and the ultrasonic signal which are the same as the original signal can be restored according to the signal of the third channel, and the phase and the original signal between the two are also in the middle.
  • the signal phases of the subsequent points are the same or related, or the encoded information of the infrared rays and the ultrasonic waves are restored according to the encoded information of a single infrared or ultrasonic wave and relayed.
  • FIG. 10 is a block diagram showing the overall structure of a traffic information indicating system according to an embodiment of the present invention, which is a summary of the embodiment shown in Figures 1 through 9.
  • 100 is an electronic traffic light or electronic street sign device according to the present invention, which mainly includes a wireless transmitting device 101, and the wireless transmitting device 101 includes an infrared emitter and an ultrasonic transmitter, and an associated encoding controller and data packet ID. unit.
  • the wireless transmitting device 101 Connected to the wireless transmitting device 101, there are traffic light information, traffic light turn-down countdown information, electronic street sign information and other related information units, and information including the installation height and air temperature information, etc., after receiving the receiving device Temperature compensation and angle correction can be performed on the derived distance parameters.
  • the infrared encoded signal 107 and the ultrasonic encoded signal 108 transmitted by the wireless transmitting device 101 are received by the wireless receiving device 112 mounted on the traveling vehicle 110.
  • the wireless receiving device 112 includes an infrared receiver and an ultrasonic receiver corresponding to the wireless transmitting device 101, and an associated decoding and packet synchronization unit, which can detect the received packet ID and have the same or associated ID.
  • the infrared coded signal and the ultrasonic coded signal are phase-compared to calculate a linear distance between the wireless transmitting device and the wireless receiving device.
  • the information received by the wireless receiving device 112 can be displayed and presented by the information display device and the audio prompting device.
  • the safe driving system 111 in the vehicle also includes a sensor input device, which can provide data such as the vehicle speed and the throttle of the vehicle, so that the system is found to have a dangerous situation (for example, the vehicle speed is too high).
  • a sensor input device which can provide data such as the vehicle speed and the throttle of the vehicle, so that the system is found to have a dangerous situation (for example, the vehicle speed is too high).
  • the vehicle's throttle and brake system can be controlled by the vehicle travel control device.
  • the safe driving system 111 also includes information on the installation height and other setting information.
  • the temperature compensation data the temperature value measured by the vehicle can be used, and the temperature value can also be used. Temperature information contained in the received signal.
  • the traveling vehicle 110 further includes a wireless transmitting device 116.
  • the wireless transmitting device 116 includes an infrared transmitter and an ultrasonic transmitter, and an associated encoding controller and a data packet ID unit, and can transmit the infrared encoded signal 118 and the ultrasonic encoded signal. 119. Connected to the wireless transmitting device 116 There are a vehicle travel state information unit 115, other related information units 117, and the aforementioned 111 system devices.
  • the wireless transmitting device 116 determines whether to transmit the infrared encoded signal 118 and the ultrasonic encoded signal 119 according to the information of the safe driving system 111, the driving state information unit 115 of the vehicle, and the related information unit 117, and determines the encoded information included in the transmitted signal, and the information may include
  • the driving status of the vehicle such as emergency braking, hazard lights, and turn signal information, may also include information such as the speed and acceleration of the vehicle, so that the following vehicles can prompt and implement safe driving based on the received information. Operation.
  • the wireless transmitting device 116 can also be used as a relay device, and can forward digitally encoded information transmitted by the electronic traffic light or the electronic street sign device 100 and received through the safe driving system 111, and the forwarded signal can maintain the encoding of the received signal. And phase, you can also change or add the information and phase of your own vehicle, depending on the actual situation and needs.
  • FIG. 11 is a schematic flowchart of a traffic information indication method according to an embodiment of the present invention, where: Step S1101: synchronously transmitting a first wireless signal for time synchronization and a distance measurement for distance measurement on a first vehicle or a front object. a wireless signal; the first wireless signal and the second wireless signal are digitally encoded;
  • Step S1102 The second vehicle is directionally receiving the first wireless digital coded signal and the second wireless digital coded signal.
  • the infrared light is the first wireless signal
  • the ultrasonic wave is the second wireless signal.
  • Step S1103, the second vehicle pair receives The signal is processed to find a data packet having the same data packet ID in the first wireless signal and the second wireless signal, and detecting a phase time difference between the two;
  • Step S1104 The second vehicle calculates a distance between the second vehicle and the first vehicle, or between the second vehicle and the front object according to the phase time difference between the detected first wireless signal and the second wireless signal; Step S1105, The second vehicle compensates and corrects the influence of the air temperature when the first wireless signal and the second wireless signal are received and the temperature of the corresponding wireless signal in the air; step S1106, the second vehicle pairs the received wireless signal The encoded information is decoded, and the original digital information can be restored therefrom, thereby realizing the transmission of relevant information;
  • Step S1107 The second vehicle acquires information about the installation height of the transmitting device from the restored digital information, and corrects the distance parameter according to the height information.
  • Step S1108 The second vehicle continuously detects and obtains the compensated and corrected distance parameters, and calculates a relative speed and acceleration between the two by changing the time distance;
  • Step S1109 The second vehicle needs to forward the received first wireless signal and the second wireless signal according to the situation, and can process the original first wireless signal and the second wireless signal to include the second vehicle. relevant information.
  • infrared or ultrasonic digitally encoded signals can be used to directionally transmit traffic lights and traffic sign information to achieve all-weather traffic information indication; it can also be used to convey vehicle status information to rear vehicles, such as emergency braking, danger, steering , as well as information such as speed and acceleration, so that the rear vehicle can get relevant tips to prevent collision and safe driving.
  • the vehicle receiving the signal can also calculate the relative speed between the transmitter and the receiver using the Doppler effect according to the change of its frequency.
  • the concepts and principles described herein are applicable regardless of whether one or both of the signals are transmitted.
  • the transmission distance problem of the infrared and ultrasonic waves of the present invention is related to factors such as the signal emission angle of the transmitter, the signal transmission power, and the like, and is also related to the signal frequency/wavelength and the format of the signal encoding.
  • an infrared carrier signal of 8 to 14 micrometers wavelength can achieve signal transmission of more than 1000 meters without relaying, and a transmission distance of 200 meters is sufficient in the system of the present invention.
  • the distance of transmission is usually shorter than that of infrared signals.
  • the range of the most commonly used ultrasonic range finder of 40KHZ frequency is generally about 15 meters, according to the attenuation of the ultrasonic signal absorption rate proportional to the square of the frequency.
  • the ultrasonic sound absorption rate of the frequency of 40 kHz is about 4 dB/m, and the ultrasonic sound absorption rate of the frequency of 20 kHz is only ldB/m, so the range of the ultrasonic wave can be increased to about 60 meters at 20 kHz.
  • the ranging range is more than one time more than the range finder, that is, the linear distance is about 120 meters, which is suitable for the system of the present invention. It is enough. In fact, even if the distance is shorter, it is feasible. In practical applications, the infrared signal with strong emission capability can be used for traffic information transmission and early warning of dangerous conditions.
  • the ultrasonic wave Part of it starts working and activates the safe travel control in an emergency, enabling effective collision avoidance and safe driving.

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Description

一种无线交通信息指示方法及系统 本申请要求于 2008 年 10 月 13 日提交中国专利局、 申请号为 200810216836.x ,发明名称为 "于行驶车辆中实现动态距离检测及信息传递的方 法"； 于 2008年 10月 13 日提交中国专利局、 申请号为 200810216835.5、 发明 名称为 "全天候电子无线交通信息指示系统及装置"； 于 2008年 10月 13 日提 交中国专利局、 申请号为 200810216834.0、 发明名称为 "全天候车辆行驶安全 指示及控制系统装置" 的中国专利申请的优先权， 其全部内容通过引用结合在 本申请中。 技术领域
本发明涉及一种交通系统， 特别涉及一种无线交通信息指示方法及系统及 装置。 背景技术
传统的交通信息指示系统及装置主要是交通信号灯（简称红绿灯）及交通 指示牌（简称路牌）， 提供包括交通指示的信息、 道路指示信息、 目标地址信息， 以及前方路况信息、 天气提示信息， 或其它交通管理信息等。
全世界第一个具有红、 黄、 绿三色灯的交通指示系于 1918年的美国纽约市 正式诞生， 距离目前已经有足足 90年的历史了。 三色交通指示灯的出现， 为城 市交通带来了革命性的变化， 其控制系统也从 50年代的电气控制， 发展到了当 今的到电子及计算机智能控制， 使城市交通逐步走向成熟。
然而包括这种红、 黄、 绿三色灯及常规交通路牌在内的现有的交通指示系 统一直存在着一个不足之处没有得到解决， 就是所有的指示都要依赖于视觉， 这在天气状况不好（例如大雨或浓雾） 的情况下， 或对于有色盲色弱的驾车人 士来说， 其效果显然并不理想。 另外在高速公路上， 依赖视觉有时也会出现问 题， 特别是在大雾天气情况下， 经常会出现汽车连环相撞的事故。 就车祸而言， 事实上已经成为人类的第一杀手。 100多年来，全世界葬身于车轮之下已达 4000 万人， 超过了第二次世界大战期间因战祸而死亡的人数。 进入二十一世纪以来， 全世界每年死于交通事故的人数约有 60万， 因此， 人们称交通事故是当今马路 上的战争。 操作也是一个重要的因素。 高速公路上的车速非常快， 在天气不好的情况下， 当意外突然发生时， 人的反应往往是来不及的， 这是为什么经常有几十辆或更 多辆车在高速公路上连环相撞的原因。 要实现安全驾驶， 除要保持适当的车速 和车距之外， 留意车辆之间的相对速度也非常重要， 当发现与前方车辆的相对 车速急剧变化时， 就要作出及时的反应， 同时还要将有关的信息即时传递给跟 随的车辆， 使所有的车辆能及时并作出一致的反应才能有效地避免悲剧的发生。 据统计， 危险境况时， 如果能给驾驶员半秒钟的预处理时间， 则可分别减少追 尾事故的 30 % , 路面相关事故的 50 % , 因此一个有效的车辆预警提示系统对车 辆的安全行驶将非常重要。
要实现车辆相撞的预警必须要有有效的动态测距装置， 目前现有技术中主 要是激光及雷达（微波）， 釆用这些技术的装置可以在行驶的车辆中发射激光或 微波信号， 然后根据这些信号于前方车辆反射的回波进行测距（测量发射 /接收 信号的时差或频移）， 当发现有危险情况时就进行危险提示或自动刹车以免与前 方的车辆发生碰撞。 这种系统的主要不足是技术比较复杂且容易出现干扰， 因 为道路行驶的情况非常复杂， 当车辆较多、 较密时， 或在超车、 拐弯时， 或在 路旁有特别标志或广告牌时， 其反射的波形有时会难以预测， 这种情况容易导 致误报警或误操作情况的出现； 同时由于这种系统无法检测现有的交通信号灯 系统或与其它车辆进行信息沟通， 因此也没有办法防止冲红灯或防止其它车辆 对本车的碰撞； 同时激光及雷达信号容易对环境造成电子污染， 因为在同一个 环境中如果有多辆车子安装了类似的系统， 则相互之间的干扰有时会难以避免； 最后这种技术的成本也相对较高， 要在所有车辆中进行普及化的应用存在着相 当大的难度。 发明内容
本发明所要解决的技术问题在于， 针对上述现有产品技术的不足， 提供的 一种无线交通信息指示方法及系统。 这种无线交通信息方法技术、 系统是无线 的、 动态的、 实时的及全天候工作的， 并且不依赖于人的视觉系统， 甚至不依 赖于人的反应而自动进行紧急状态处理以消除可能出现的危险情况， 并且还能 将有关危险信息及时传递给后方车辆， 以防止高速公路上连环相撞事故的发生。
为了解决上述技术问题， 本发明实施例提供一种无线交通信息指示方法， 包括以下步骤：
第一车辆或前方物体上同步定向发射用于时间同步的第一无线信号及用于 距离测量的第二无线信号；
第二车辆定向接收所述的第一无线信号及第二无线信号， 根据所述第一无 线信号和第二无线信号计算出与第一车辆之间， 或与前方物体之间的距离。
本发明还提供一种无线交通信息指示系统， 包括：
无线发射装置， 安装于交通信号灯或交通路牌或前方行驶车辆上， 用于定 向发射传播速度各不相同且经数字编码的第一无线信号及第二无线信号；
无线接收装置， 安装于行驶车辆之中， 用于定向接收所述的第一无线信号 及第二无线信号， 并从其接收的第一无线信号及第二无线信号中解读其中的编 码信息， 同时根据其接收的第一无线信号及第二无线信号的相位时间差计算出 其与前方交通信号灯或交通路牌或前方行驶车辆之间的距离。
本发明具有的有益效果在于： 一、 它是一个不依赖于天气状况及视觉的系 统； 二、 它可以在全天候环境下工作； 三、 它可以显示交通灯号的信息及给出 灯号转换的倒计时信息； 四、 它具有自动防止冲红灯的功能； 五、 它可以显示 与前车的距离及相对速度； 六、 在危险情况下它可以对车辆的行驶状态进行自 动控制； 七、 它可以将有关交通灯号信息及危险信息传递给后方车辆； 八、 它 可以进行其它道路交通信息的显示 /提示； 九、 它是一种无电子污染的环保信号 系统； 十、 它具有廉价的成本及易于作普及化的应用。 总而言之， 本发明的实 施可以有效提高道路交通的效能， 并使驾车人士的安全更有保障。 附图说明
图 1是本发明实施例的电子无线交通信号灯与路面车辆信号传输示意图； 图 2是本发明实施例的行驶车辆之间的无线信号传输示意图；
图 3是本发明实施例的车辆转线 /超车时的无线信号传输示意；
图 4是本发明实施例的无线数字编码信号波形示意图；
图 5是本发明实施例的交通 /车辆信息指示 /提示示意图； 图 6是本发明实施例的交通路牌信息显示 /指示示意图；
图 7是本发明实施例的关于距离的角度修正的示意图；
图 8是本发明实施例的行驶车辆之间的无线信号中继示意图；
图 9是本发明实施例的交通信号灯与车辆之间的无线信号中继示意图； 图 10是本发明实施例的总体结构框图；
图 11是本发明实施例的于行驶车辆中实现动态距离检测及信息传递方法的 流程图。 具体实施方式
下面结合附图对本发明作进一步的描述。 请参照图 1 所示， 这是本发明实 施例的电子无线交通信号灯与路面车辆信号传输示意图。 图中 10为三色交通信 号灯， 包括有红、 绿、 蓝三色灯 11 , 内部安装有无线发射装置 12, 在 12中包 括有两组发射器， 其中一组发射第一无线编码信号 （优选红外线） 13 , 而另一 组发射第二无线编码信号（优选超声波） 15 , 13及 15同时发射并被与交通灯相 对的车辆 16所接收， 其中 17为安装于车辆前部的无线接收装置， 可接收上述 的红外线信号 13及超声波信号 15 , 13及 15中最少有一组信号包含有与交通灯 号状态相关的数字编码信息，该信息被无线接收装置 17接收及解码，还原出红、 黄、 绿三色交通灯信号并在车内的显示装置 18中显示， 显示装置 18还包含有 音频提示装置并安装于车辆的驾驶台或仪表盘上， 以方便驾车人士查看， 或对 驾驶人士作出有关提示。
本发明能实现全天候动态交通信息的接收及指示的关键是釆用具有全天候 定向工作能力的无线信号进行信息的传输。 红外线 （特别是 8 ~ 14微米波长的 红外线）及超声波（特别是 20千赫兹左右的超声波）在大气中的传输能力都非 常强， 几乎不受空气中的光线、 浓雾、 尘埃、 雨水、 风雪及电磁干扰的影响， 两种信号都比人的视觉更能适应恶劣天气的情况， 即使是夜间也完全不受影响， 是实现全天候工作的关键。 另外， 能实现定向信号发射的无线信号还有微波和 激光等， 因此本发明并不排除使用上述信号进行信息的传递， 但由于红外线及 超声波是目前两种最为廉价及安全的信号， 既不会对人体及视觉产生伤害， 同 时也不会造成空间中的电磁波污染， 是一种绿色环保信号源， 因此是本发明的 首选（优选）信号源。 本发明釆用两组无线信号同时发射的原因是为了车辆能根据这两组无线信 号计算出车与交通灯之间的距离及速度， 以便在需要时提醒驾驶人士的注意。 本发明的两种无线信号在空气中的传播速度不同， 红外线信号是以光速进行传 播（每秒 30万公里）， 因此不需要考虑其传输的延迟， 而超声波信号在空气中 的传播速度为每秒 340米（15摄氏度时）， 这个速度相对红外线来说要慢很多， 因此接收器 17根据接收到的上述两种不同的无线信号的时间差（因为无线信号 会被编码及调制， 因此也称这个时间差为相位时间差或相位差） 来判别车辆与 交通灯（实际上无线信号可以调制为车辆与停车线之间的距离） 的距离， 具体 算法为： S = V * AT, 其中 S为接收器与发射器之间的距离， V为超声波于空气 中的传播速度， ΔΤ为红外线与超声波的相位时间差。
由于能够实时测量发射装置与接收装置之间的距离， 因此本发明的系统也 同时具有动态测量车速的能力， 通过对固定发射标志 （例如上述的信号灯）距 离的连续测量便可计算出车辆的实时车速， 这有助与对车辆的行驶状态作出提 示或调整， 为了实现这个功能， 在图 1 所示的系统中还进一步包含有防冲红灯 装置 19, 19实际上是一个车辆行驶控制装置， 在有需要时可以根据车速及离红 灯停车线的距离对驾驶员作出必要的提示， 在有需要时还可自动实施制动， 以 便车辆可以在停车线前安全停下。
下面再请参照图 2所示， 这是本发明实施例的行驶车辆之间的无线信号传 输示意图。 图中 20为前方行驶的车辆， 24为后方跟进的车辆， 当在某种特定情 况下 （例如紧急制动或亮危险信号灯时）， 前方车辆 20可通过安装于车辆尾部 的无线发射装置 21向后定向发射无线信号， 其中 22为红外线编码信号 （第一 无线信号）， 23为超声波编码信号（第二无线信号）， 红外线编码信号 22和超声 波编码信号 23 同时发射并具有相同的相位。 后方车辆 24在车辆前方部位安装 有无线接收装置 25 ,可以同时接收上述的红外线编码信号 22和超声波编码信号 23并对其进行解码， 然后根据两者之间的相位时间差计算出前后车辆之间的距 离及相对速度， 并从解码信息中获取前方车辆的行驶状态信息， 以在车内通过 信息显示装置和声音提示装置 26进行显示及提示。 当有危险情况出现时， 后方 车辆还可以通过安装在车内的自动行驶控制装置 28对车辆的行驶进行控制， 例 如停止燃油供应或进行紧急制动等， 以避免或消除所出现的危险， 因此 28也可 下面再请参照图 3所示， 这是本发明实施例的车辆转线 /超车时的无线信号 传输示意。图中 30为前方左车道行驶中的车辆，35为后方右车道行驶中的车辆， 当前方车辆 30准备超车进入右车道时， 可通过安装于尾部右侧的无线发射装置 31向右后定向发射无线信号 （与右转向灯同步）， 其中 32为红外线编码信号， 33为超声波编码信号， 32和 33 同时发射并具有相同的相位。 安装于后方右车 道车辆 35左前部的无线接收装置 36同时接收上述的无线信号并进行解码， 然 后根据两者之间的相位时间差计算出前后两车之间的距离及相对速度， 并从解 码信息中获知前方车辆的右转信息， 并在车内通过信息显示装置和声音提示装 置） 38进行显示及提示。 在实际情况中， 可根据车辆的结构及信号发射 /接收的 角度、 灵敏度及覆盖面决定发射及接收装置的位置和数量， 使车辆后方及左后 方、 右后方都具有信号的发射能力， 以便在刹车状态、 危险状态、 左转及右转 状态时都能向正确的方向发出包含有所述状态信息的无线编码信号并具有适当 的覆盖面， 以及可接收来自前方及左前、 右前方向上的无线信号。
下面再请参照图 4所示， 这是用于上述图 1、 图 2及图 3所示系统中的本发 明的无线数字编码信号波形示意图。 图中 40为接收到的红外线编码信号波形， 41 为接收到的超声波编码信号波形。 尽管这两个信号在发射端的波形和相位都 是一样的， 但由于发射和接收之间有一定的距离， 并且两种信号的的传输速度 各不相同， 因此信号在接收方所看到的波形便有一个时间差， 我们也将这种时 间差称为相位差或相位时间差。图中 T1、 T2便表现了这两个信号的相位时间差， Τ3也是这两个信号的相位时间差， 只不过其量度的位置不同而已。 对于信号可 以釆用不同的编码方式， 最常用的是釆用 "0" 和 "1" 的数字编码， 并用信号 脉冲的高低电平的时间长短来定义。 在图中， 一个脉冲与一个相对窄的间隔代 表数字 "0" , 而一个脉冲与一个相对宽的间隔代表数字 " 1" , 在实际系统中还 可以有其它不同的编码及数字的定义方式。 为了能识别两个波形 （数据包）是 否为同一个时段发射的数据， 在上述波形中还包含了数据包的识别代码 ( ID ), 在图 4中前一个波的 ID为 0110, 后一个波的 ID为 0111 , 系统只会将具有相同 (或相关） ID的波形进行比较， 这样就不会有波形错位的情况， 即可以实现接 收装置上的信号同步。
以下通过一些具体的数据为例并作出有关计算和分析， 假设上述波形来自 图 2所示的系统， 并且在 T1前， 两车以 100公里的时速作匀速行驶， 同时假设 所测的 Tl为 88.2毫秒， T2为 86.0毫秒， T1与 Τ2间的时间间隔为 0.1秒， 则 由此可根据上述 S=V*AT的公式计算出两车在 T1 及 T2时的两车间距分别约 30.00米及 29.24米 (假设气温为 15摄氏度，超声波的传播速度为 340米 /每秒）， 即在 0.1秒间两车的距离改变了 0.76米， 这个时间和距离的变化对于一般的驾 驶者来说是反应不过来的， 但对于本发明的系统来说不但能轻易做到， 同时还 可以根据上述距离的变化计算出两车之间存在一个负 7.6米 /秒平方的平均加速 度， 并根据上述加速度判断出前车正在进行紧急制动（急刹车）， 因为按 100公 里的时速及负 7.6米的平均加速度， 则前车会在 2.58秒及向前行驶 50.8米后停 止， 这时如果尾随的车辆没有同步进行紧急制动的话， 则追尾碰撞事故就可能 随时发生。
因此在图 2 中所述的行驶控制装置， 在上述这种关键情况下便会起到重要 的作用， 因为电子装置会在很短的时间 （例如 0.1秒） 内作出反应， 一场交通意 外可能就会因而得到避免。 本发明的系统可以实现两车之间对距离、 速度及加 速度的连续检测， 以增加系统的可靠性及避免因偶然因素或干扰带来的误差。 在上述例子中， 分析了对应的数据包之间 （例如 42、 43 间及 45、 46间） 包含 的距离信息， 并据此进一步计算出两者之间的加速度。 除此之外， 还可以在一 个数据包的任何一个脉冲位置进行检测， 下面将结合图 4对这一点作进一步的 分析和说明。 图中 42为红外线信号的第一数据包， 45为红外线信号的第二数据 包， 每个数据包都具有前导波形部分 421/451 , 数字编码区部分 422/452。 同样 地， 图中也包括有两个超声波数据包 43及 46, 每个数据包也都具有前导波形部 分 431/461 , 以及数字编码区部分 432/462。 T1及 T2只是在前导波形中对同一 个数据包（具有相同 ID ) 中的两种不同无线信号的相位时间差进行比较， 由于 数据包间的时间间隔相对较长 (例如 0.1秒一个数据包）， 因此本发明还提供了 一种更快的釆样方式， 当接收装置在有效识别了两个不同无线信号的同一个数 据包（具有相同的数据包 ID )后， 便可以在这个数据包上的任何一个脉冲信号 上进行测量和计算， 这种状态被称为同步检测状态。 例如 T3便是在数字编码区 的第一个脉冲的上升沿上进行测量， 同样地也可以在随后的每一个脉冲的上升 沿或下降沿上进行测量， 这样每次釆样的时间间隔便可大为缩短， 这不但增加 了系统的反应速度， 同时还可以对多个测量数据进行分析， 可以提高系统的可 靠性及消除个别数据釆样误差影响到系统测量的精确性。 如果系统从前车数字 编码无线信号中接收到紧急制动的信息， 并且从实际检测中也确认了这种情况 发生的话， 则对本车实施紧急制动便是必要的了， 是防止两车相撞的最有效的 方法。 为了使有关的判断更为准确可靠， 前车除发送有关紧急制动的信息之外， 还可以发送其速度及加速度信息， 以使后方车辆的判别及反应可以做到万无一 失。
至于本发明的交通 /车辆信息的指示 /提示示意图则见图 5所示。 图中有一个 数字显示区， 可以显示各种测量的数据， 例如距离、 速度、 加速度、 两车相距 的时间 （基于当前车速）等。 上述的速度可以是本车与前车的相对速度， 也可 以是与固定限速标志 （可安装于车道正上方或埋在车道下露出发射头）之间的 速度， 由于这个限速标志是固定的， 因此车辆所测定的速度便是自身的车速； 同时由于该限速标志还具有速度限制信息的发射 /传递功能， 因此本发明的系统 可以直接显示超速信息， 并且在有必要时通过行驶控制装置实施减速操作， 例 如减少油量供给等， 实现平稳减速至限速之内。 在数字显示区外， 则有红、 黄、 绿交通灯号的信息， 以及路障、 超速、 危险等提示信息。 至于危险提示信息， 是系统将各种数据进行比较分析之后作出， 这些信息包括前车发送过来的状态 信息， 以及本车当前的车速、 两车相隔的距离及相对加速度等参数， 如果发现 相撞时间少于某一数值时则进行提示， 如果危险情况进一步增加， 在不釆取行 动便会造成无法挽回的后果时， 系统便会启动行驶控制装置实施自动制动， 以 便将危险情况控制在可以掌握的尺度之内。 对于车速比较慢或已经是停止了的 情况（例如在交通路口等候红灯信号时），或是前方车辆具有不小于本车的速度， 并且具有正向加速度的情况， 例如在图 3 所示的前方左边车辆正常超车时， 则 无需发出提示信号， 以免打扰正常的驾驶。 在本系统的提示装置中还包括有音 频提示功能， 当有危险情况出现， 或信号灯状态变化时， 或有新的信息进入时， 都可以作出相应的提示， 还可以根据不同的情况发出不同的提示音， 以便驾驶 者可以根据不同的提示音准备不同的动作， 以增加路面交通行驶的效率及提高 驾驶的安全性。
本发明的系统还进一步具有电子路牌显示 /指示功能，这些功能见图 6所示。 图中可以看到有左、 前、 右三个行驶箭头， 可以根据不同情况点亮不同的显示 段， 以表达当前的信号情况。 在箭头区的前、 后、 左、 右都各有一个显示区， 可显示车辆当前的位置及不同方向的目的地信息及高速公路出口的信息等。 路 牌信息及交通灯信息来自道路上设立的路牌及交通灯， 因此也可以说是一个无 线电子路牌及无线电子交通灯装置。 与常规路牌及交通灯相比， 电子路牌及电 子交通灯最大的优点在于其为一个全天候的信号系统， 因此不管是何种天气， 系统均能于车内正常接收并显示 /提示相关的信息， 使驾驶更为方便， 也更为安 全。 同时它还能显示其它附加的信息， 例如显示灯号转换的倒计时信息， 使红 灯到来前可以先行减速， 而在绿灯到来前也可以先做起动准备， 以提高道路交 通的效率。 此外还可以显示速度限制信息、 路障信息、 慢行信息、 人行道信息、 前方路况信息、 天气信息， 以及其它交通管理信息等。
需要注意的是， 根据本发明的系统计算出来的距离数据有时候还需要作必 要的补偿 /修正才能满足其精度要求。 有关的补偿 /修正主要有两个方面， 一是温 度对超声波传播速度的影响。 根据实验所知， 超声波在空气中的传播速度与温 度之间有如下的对应关系， 其中温度单位为。 C , 声速单位为米 /秒：
温度 -30 -20 -10 0 10 15 20 30 声速 313 319 325 331 337 340 343 349 另一个需要修正的是无线信号发射角的影响， 有关情况请看图 7 所示的本 发明实施例关于测距角度修正的示意图。图中 70为电子信号灯 /电子路牌的无线 发射装置， 71 为安装于车辆前方的无线接收装置， 根据上述有关实施例计算的 相对距离为 70与 71之间的直线距离 S。 在实际使用中， 驾驶员只会对车辆 71 与停车线 72的距离 D感兴趣， 因此必须要利用三角形边长公式（勾股定理： S 的平方等于 H的平方加 D的平方） 来对接收装置所得的直线距离 S进行修正。 为了能够实现这个修正， 接收器所接收到的无线数字编码信息中必须要包含有 其高度 H的信息。
在上述的实施例中还没有提到有关无线信号的中继发射（转发） 问题， 实 际上这个问题也非常重要， 例如在上面提到的危险情况下， 可通过行驶控制装 置对车辆实施紧急制动 （急刹车） 以消除可能出现的车辆碰撞事故。 但在高速 公路上急刹车本身也是非常危险的操作， 因为随后的车辆也会面临同样的碰撞 问题， 如果处理不当还可能出现连环相撞的事故。 要解决这个问题， 必须要使 随后的车辆知道前方发生的事情并釆取一致的制动措施， 连环相撞的事故才可 以有效避免， 这便需要一个中继发射的功能。
图 8是本发明实施例的行驶车辆之间的无线信号中继示意图。 图中有 80、 81、 82为三辆于路面行驶的车辆， 81跟随 80行驶， 82跟随 81行驶。 当前方车 辆 80紧急制动（或发出危险灯信号） 时， 会向后发出红外线编码信号 801及超 声波编码信号 802, 内含与制动或危险信号相关的无线数字信息， 而随后的车辆 81接收到这个信息后， 会及时向后通过 811 (红外线编码信号）及 812 (超声波 编码信号）转发有关的信息， 令随后的车辆 82也在同一时间接收到 80发出的 紧急制动信息。 同样地， 82也会再向后发出所述 80的信息， 令后面更多的车辆 知道前方的情况， 这样便可有效地避免高速公路上连环相撞事故的发生。 在 81 转发 80的信息时， 可以对有关信息作一些处理， 例如保留 80的紧急制动或危 险灯号信息， 但对 81信号的相位作一些修正， 使后方 82根据接收到的信号可 得出其与 81之间的距离而非与 80之间的距离信息。
图 9则是本发明实施例的交通信号灯与车辆之间的无线信号中继示意图。 图中 90是电子交通灯， 其发出的无线编码信号 （901 为红外线编码信号， 902 为超声波编码信号）被安装于停车线上的中继装置 91 (为了方便， 两者具有相 同的附图标记 91 )所接收并将信号转发给车辆 92 (通过 911为红外线编码信号， 912为超声波编码信号），当 92接收到有关交通灯号信息后再将信号转发给随后 的车辆 93 (通过红外线编码信号 921 , 超声波编码信号 922 ), 并可一直传递到 最后的车辆 （也可以设定在数次中继后停止中继转发）。 电子交通灯 90及中继 装置 91发射的信号都包含有其安装高度的信息， 使无线接收装置能对有关距离 进行修正。 实际上对于车辆 92来说， 其关心的是与停车线之间的距离， 因此中 继器 91转发的信息应以停车线作为距离计算的起点。 事实上电子交通灯 90发 出的无线信号也可能会被车辆 92直接接收， 因此电子交通灯 90必须要对其发 射的无线信号进行预处理（主要是对超声波信号的相位进行调整）， 使车辆 92 根据信号得出的距离是相对于停车线 91 的距离而非电子交通灯 90的距离。 同 样地， 对于车辆 92转发给车辆 93的交通信号灯的距离信息也应该是离停车线 的距离而非离车辆 92的距离， 即是令后方车辆知道距停车线（路口）还有多远。
中继装置 91除了通过空气直接接收来自电子交通灯 90上无线发射装置的 无线信号外， 也可以通过专用的电缆线 95或其它无线通道（以下简称为第三信 号通道）进行连接。 在这种情况下， 中继装置 91可釆用金属结构并部分埋于停 车线下， 只需要露出发射头进行信号中继便可， 这种做法的一个优点是可以避 免行人于人行道横过马路时， 或其它横向车辆行驶过路口时对 90的信号产生遮 挡， 同时由于中继装置 91正向面对车道上的车辆， 其发射及接收效果是最理想 的。 这种埋藏于停车线下的无线发射装置还可以发射包含有特定行车道的行驶 方向信息， 以及前行目标地的信息及限速信息等。 本发明实施例的中继装置具 有信号还原的能力， 即能根据第三通道的信号还原出与原信号相同的红外线信 号及超声波信号， 同时还要使两者之间的相位与原信号于中继点的信号相位相 同或相关， 或者根据单一红外线或超声波的编码信息还原出红外线及超声波的 编码信息并进行中继发射。
图 10是本发明实施例的交通信息指示系统的总体结构框图， 是对图 1至图 9所述的实施例的一个总结。图中 100为本发明所述的电子交通灯或电子路牌装 置， 其主要包含有无线发射装置 101 , 无线发射装置 101包含有红外线发射器及 超声波发射器， 以及相关的编码控制器和数据包 ID单元。 与无线发射装置 101 相连接的有交通灯信息、 交通灯转灯倒计时信息、 电子路牌信息及其它相关信 息单元， 以及还包含有其安装高度的信息及空气温度的信息等， 使接收装置接 收之后可以对得出来的距离参数进行温度补偿及角度修正。
无线发射装置 101发射的红外线编码信号 107及超声波编码信号 108被安 装于行驶车辆 110上的无线接收装置 112所接收。无线接收装置 112中包含有与 无线发射装置 101 相对应的红外线接收器及超声波接收器， 以及相关的解码及 数据包同步单元， 可以检测所接收到的数据包 ID并将具有相同或相关 ID的红 外线编码信号及超声波编码信号进行相位比较以计算出无线发射装置与无线接 收装置之间的直线距离。 无线接收装置 112接收的信息可通过信息显示装置及 音频提示装置进行显示及提示。 为了能够对计算出来的数据进行有效的分析， 车内的安全驾驶系统 111 中还包括有传感器输入装置， 可以提供本车的车速、 油门等数据， 使系统在发现有危险情况出现（例如车速太快、 车距太近、 前车 紧急制动等）时， 可通过车辆行驶控制装置对车辆的油门及制动系统进行控制。 为了能对所接收的数据进行补偿和修正， 安全驾驶系统 111 中还包括有安装高 度的信息及其它设定的信息， 至于温度补偿的数据可以釆用本车测量的温度值， 也可以釆用所接收信号中包含的温度信息。
行驶车辆 110中还包含有一套无线发射装置 116,无线发射装置 116中包含 有红外线发射器及超声波发射器， 以及相关的编码控制器及数据包 ID单元， 可 以发射红外线编码信号 118及超声波编码信号 119。与无线发射装置 116相连的 有车辆行驶状态信息单元 115、 其它相关信息单元 117, 以及上述的 111系统装 置。 无线发射装置 116根据安全驾驶系统 111、 车辆行驶状态信息单元 115及相 关信息单元 117 的信息决定是否发射红外线编码信号 118 及超声波编码信号 119, 以及决定发射信号包含的编码信息， 这些信息可包含有本车的行驶状态， 例如紧急制动， 危险信号灯、 转向灯信息， 此外还可以包含车辆的速度及加速 度等信息， 以便令跟随其后的车辆可以根据接收到的信息进行提示及实施有关 安全行驶的操作。 除此之外， 无线发射装置 116还可以作为中继装置来使用， 可以转发电子交通灯或电子路牌装置 100发射并通过安全驾驶系统 111接收的 数字编码信息， 转发的信号可以保持接收信号的编码及相位， 也可以改变或添 加自身车辆的信息及相位， 这要似乎实际情况及需要而定。
最后请看图 11是本发明实施例的交通信息指示方法的流程示意图， 其中： 步骤 S1101 ,第一车辆或前方物体上同步定向发射用于时间同步的第一无线 信号及用于距离测量的第二无线信号； 所述第一无线信号和第二无线信号经过 数字编码；
步骤 S1102,第二车辆定向接收上述的第一无线数字编码信号及第二无线数 字编码信号， 本发明优选红外线为第一无线信号， 超声波为第二无线信号； 步骤 S1103 , 第二车辆对收到的信号进行处理， 找出第一无线信号及第二无 线信号中具有相同数据包 ID的数据包， 并检测两者之间的相位时间差；
步骤 S1104,第二车辆根据上述检测的第一无线信号及第二无线信号的相位 时间差计算出第二车辆与第一车辆之间， 或第二车辆与前方物体之间的距离； 步骤 S1105 ,第二车辆根据接收第一无线信号和第二无线信号时的空气温度 及该温度对相应的无线信号在空气中传播速度的影响进行补偿及数据修正； 步骤 S1106, 第二车辆对所接收的无线信号包含的编码信息进行解码， 并可 从中还原出原本的数字信息， 从而实现有关信息的传递；
步骤 S1107, 第二车辆从还原的数字信息中获取发射装置安装高度的信息， 并根据该高度信息对上述的距离参数进行修正；
步骤 S1108, 第二车辆连续检测并得到上述的经补偿及修正的距离参数， 并 通过对时间距离的变化计算出两者之间的相对速度及加速度；
步骤 S1109, 第二车辆根据情况需要转发所接收的第一无线信号、 第二无线 信号， 并可对原第一无线信号和第二无线信号进行处理， 使其包含有第二车辆 相关的信息。
在所有上述的实施例中， 基本上是以红外线信号及超声波信号同时发射及 接收作出有关描述的。 在实际系统中， 如果不需要作距离的测量， 则只需要发 射其中一种无线编码信号便可以了， 因此单一的无线信号发射可以看作为系统 的一个特例。 例如可以釆用红外线或超声波数字编码信号来定向传递交通信号 灯及交通路牌信息， 实现全天候的交通信息指示； 也可以用它来向后方车辆传 递车辆行驶的状态信息， 例如紧急制动、 危险、 转向， 以及速度及加速度等信 息， 使后方车辆可以得到有关的提示从而防止相撞及实现安全的驾驶。 对于釆 用频率固定的超声波信号， 接收到信号的车辆还可以根据其频率的变化利用多 普勒效应计算出发射器与接收器之间的相对速度。 不管釆用一种或两种信号发 射， 本发明所描述的概念及原理都是适用的。
关于本发明的红外线及超声波的传输距离问题， 这与发射器的信号发射角、 信号发射功率等因素有关， 同时还与信号频率 /波长及信号编码的格式有关。 一 般来说， 8 ~ 14微米波长的红外线载波信号在无中继情况下可实现超过 1000米 的信号传输， 而在本发明的系统中釆用 200米的发射距离则已足够。 对于超声 波信号， 其传输的距离通常比红外线信号要短一些， 目前最常用的 40KHZ频率 的超声波测距仪的测距范围一般在 15米左右， 根据超声波信号吸收率与频率的 平方成正比的衰减特性， 频率为 40kHz 的超声波声吸收率大约为 4dB/m , 而频 率为 20kHz的超声波声吸收率则只有 ldB/m, 因此在 20KHZ时超声波的测距范 围可增加到 60米左右。 由于本发明釆用了与测距仪的回波接收法不同的直接信 号接收法， 其测距范围要比测距仪远一倍以上， 即在直线距离 120米左右， 这 对于本发明的系统来说是足够的。 事实上即使距离再短一些也是可行的， 在实 际应用中可釆用发射能力较强的红外线信号进行交通信息的传递及危险情况的 预警， 而当距离进入超声波测距的范围之内时， 超声波部分便开始工作， 并在 紧急情况下启动安全行驶控制装置， 从而实现有效的防碰撞及安全的驾驶。
关于以上本文中提到的多普勒效应、 超声波及红外线的特性及发射 /接收等 内容， 均为相关领域中的公知技术， 本文在此不作详述。 同时以上本文所述的 仅是本发明的部分优选实施方式， 应当指出， 对于本领域的普通技术人员来说， 在不脱离本发明原理的前提下， 还可以作若干改进和润饰， 这些改进和润饰也 应视为本发明的保护范围。

Claims

权利 要求
1、 一种无线交通信息指示方法， 其特征在于， 包括以下步骤：
第一车辆或前方物体上同步定向发射用于时间同步的第一无线信号及用于 距离测量的第二无线信号；
第二车辆定向接收所述的第一无线信号及第二无线信号， 根据所述第一无 线信号和第二无线信号计算出与第一车辆之间， 或与前方物体之间的距离。
2、 如权利要求 1所述的方法， 其特征在于， 所述的第一无线信号为红外线 信号， 所述的第二无线信号为超声波信号。
3、 如权利要求 2所述的方法， 其特征在于， 第二车辆根据所述第一无线信 号和第二无线信号计算出与第一车辆之间， 或与前方物体之间的距离， 包括： 第二车辆根据其接收的红外线信号与超声波信号的相位时间差， 计算与第 一车辆之间， 或与前方物体之间的相对距离， 所述前方物体为电子交通信号灯 或电子交通路牌装置。
4、 如权利要求 3所述的方法， 其特征在于， 所述第二车辆对所述与第一车 辆之间的相对距离或与前方物体之间的相对距离进行连续的测量， 并根据测量 的数据计算出与第一车辆之间， 或与前方物体之间的相对速度。
5、 如权利要求 1所述的方法， 其特征在于， 所述的第一车辆或前方物体发 射的第一无线信号或第二无线信号中包含有数字编码信息； 第二车辆从其接收 的第一无线信号或第二无线信号中解读数字编码信息， 实现数字信息的传递。
6、 如权利要求 5所述的方法， 其特征在于， 所述的第一无线信号及第二无 线信号中包含有数据包 ID信息， 则所述第二车辆根据数据包 ID将其接收的第 一无线信号和第二无线信息同步。
7、 如权利要求 6所述的方法， 其特征在于， 所述数字编码信息中进一步包 含高度信息， 所述第二车辆根据该高度信息对其计算的相对距离和相对速度进 行角度修正。
8、 如权利要求 1所述的方法， 其特征在于， 所述的第一车辆向后定向发射 第一无线信号及第二无线信号， 则所述的第二车辆向前定向接收第一无线信号 及第二无线信号， 所述第二车辆向后定向发射其接收到的第一无线信号及第二 无线信号， 以使所述第一车辆发射的第一无线信号及第二无线信号向后中继发 射。
9、 一种无线交通信息指示系统， 其特征在于， 包括：
无线发射装置， 安装于交通信号灯或交通路牌或前方行驶车辆上， 用于定 向发射传播速度各不相同且经数字编码的第一无线信号及第二无线信号；
无线接收装置， 安装于行驶车辆之中， 用于定向接收所述的第一无线信号 及第二无线信号， 并从其接收的第一无线信号及第二无线信号中解读其中的编 码信息， 同时根据其接收的第一无线信号及第二无线信号的相位时间差计算出 其与前方交通信号灯或交通路牌或前方行驶车辆之间的距离。
10、 如权利要求 9所述的系统， 其特征在于，
所述无线发射装置包括：
红外线发射装置， 其用于定向发射第一无线信号， 即经编码的红外线信号； 超声波发射装置， 其用于定向发射第二无线信号， 即频率已知的及经编码 的超声波信号；
所述无线接收装置包括：
红外线接收装置， 用于定向接收所述的红外线发射装置发射的红外线信号， 并解读其中的编码信息；
超声波接收装置， 用于定向接收所述超声波发射装置发射的超声波信号， 并解读其中的编码信息， 并根据多普勒效应计算出与前方交通信号灯或交通路 牌或前方行驶车辆之间的相对速度。
11、 如权利要求 10所述的系统， 其特征在于， 所述的无线接收装置进一步 包括有信息显示装置， 用于通过画面对驾驶员进行相关交通信息的显示。
12、 如权利要求 10所述的系统， 其特征在于所述的无线接收装置进一步包 括有声音提示装置， 用于通过声音对驾驶员进行相关交通信息的提示。
1 3、 如权利要求 11或 12所述的系统， 其特征在于， 所述的无线接收装置 进一步包括有自动行驶控制装置， 当系统根据接收到的第一无线信号或第二无 线信号发现有潜在危险情况或停行信息时， 可通过行驶控制装置对车辆的行驶 状态进行控制， 以降低或消除所述的危险， 或在停车标志前停车。
14、 如权利要求 1 3所述的系统， 其特征在于， 所述的第一无线信号和第二 无线信号发射方向的交通设施上进一步包括有中继装置， 所述中继装置通过空 间接收及转发上述的第一无线信号或第二无线信号， 并且维持原第一无线信号 或第二无线信号的编码不变； 或
所述中继装置通过独立第三信号通道接收并于空间转发所述的第一无线信 号或第二无线信号， 并且维持原第一无限信号或第二无线信号的编码不变； 或 所述中继装置同时接收及转发第一无线信号和第二无线信号， 并使该第一、 无线信号和第二无线信号的编码及相位与原第一无线信号和第二无线信号于该 中继点的编码及相位相同； 或
所述中继装置接收第一无线信号或第二无线信号， 并根据所接收的第一无 线信号或第二无线信号还原出第一无线信号及第二无线信号， 并使该第一无线 信号、 第二无线信号的编码及相位与原第一无线信号、 第二无线信号于该中继 点的编码及相位相同， 然后再将还原的第一无线信号、 第二无线信号进行发射； 或
所述中继装置与第一无线信号及第二无线信号的发射装置之间具有独立第 三信号通道， 该中继装置根据所接收到的第三信号还原出第一无线信号及第二 无线信号， 并使该第一无线信号、 第二无线信号的编码及相位与原第一无线信 号、 第二无线信号于该中继点的编码及相位相同， 然后再将还原的第一无线信 号、 第二无线信号进行发射。
15、 如权利要求 1 3所述的系统， 其特征在于， 所述的行驶车辆进一步包括 有中继单元，
所述中继单元通过车辆前方接收装置接收所述的第一无线信号或第二无线 信号， 并根据实际情况对所述的信号进行处理， 使其即包含有前方交通指示信 息， 又包含有与当前车辆状态相关的信息， 然后将经处理的信号通过发射装置 向后定向发射； 或
所述中继单元通过车辆前方接收装置同时接收第一无线信号及第二无线信 号， 并根据实际情况对所述的信号进行处理， 使其即包含有前方交通指示信息， 又包含有与当前车辆状态相关的编码信息， 然后将经处理的信号通过发射装置 向后定向发射； 或
所述中继单元通过车辆前方接收装置接收第一无线信号或第二无线信号， 并根据所接收的第一无线信号或第二无线信号还原出第一无线信号及第二无线 信号， 并根据实际情况对所述的信号进行处理， 使其即包含有前方交通指示信 息， 又包含有与当前车辆状态相关的编码信息， 然后将经处理的信号通过发射
16、 如权利要求 13所述的系统， 其特征在于， 对所述的第一无线信号和第 二无线信号进行的数字编码中包含有数据包 ID及安装高度信息， 使无线接收装 置可以实现数据接收同步， 及对所测量的距离数据进行角度修正。
17、 如权利要求 16所述的系统， 其特征在于， 所述的数字编码信息为车辆 行驶灯号相关的信息， 包括刹车灯信息、 危险信号灯信息、 左转灯信息， 或右 转灯信息。
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