WO2020127268A1 - Vehicle proximity sensor for in-ground installation - Google Patents

Vehicle proximity sensor for in-ground installation Download PDF

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Publication number
WO2020127268A1
WO2020127268A1 PCT/EP2019/085654 EP2019085654W WO2020127268A1 WO 2020127268 A1 WO2020127268 A1 WO 2020127268A1 EP 2019085654 W EP2019085654 W EP 2019085654W WO 2020127268 A1 WO2020127268 A1 WO 2020127268A1
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WO
WIPO (PCT)
Prior art keywords
sensor
vehicle
vehicle sensor
clamping band
sensors
Prior art date
Application number
PCT/EP2019/085654
Other languages
French (fr)
Inventor
Brage Blekken
Audun Jan MYRHOL
Ola Martin Lykkja
Original Assignee
Q-Free Asa
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
Application filed by Q-Free Asa filed Critical Q-Free Asa
Publication of WO2020127268A1 publication Critical patent/WO2020127268A1/en

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Classifications

    • 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
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/91—Radar or analogous systems specially adapted for specific applications for traffic control
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F11/00—Road engineering aspects of Embedding pads or other sensitive devices in paving or other road surfaces, e.g. traffic detectors, vehicle-operated pressure-sensitive actuators, devices for monitoring atmospheric or road conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D11/00—Component parts of measuring arrangements not specially adapted for a specific variable
    • G01D11/24—Housings ; Casings for instruments
    • G01D11/245—Housings for sensors
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/02—Detecting movement of traffic to be counted or controlled using treadles built into the road
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/04—Detecting movement of traffic to be counted or controlled using optical or ultrasonic detectors
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/042—Detecting movement of traffic to be counted or controlled using inductive or magnetic detectors
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/94—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated
    • H03K17/941—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated using an optical detector
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/94—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated
    • H03K17/945—Proximity switches
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/94—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated
    • H03K17/945—Proximity switches
    • H03K17/95—Proximity switches using a magnetic detector
    • H03K17/9505—Constructional details
    • 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
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/04—Systems determining presence of a target
    • 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
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • 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
    • G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
    • G01S15/02—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems using reflection of acoustic waves
    • G01S15/04—Systems determining presence of a target
    • 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
    • G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
    • G01S15/86—Combinations of sonar systems with lidar systems; Combinations of sonar systems with systems not using wave reflection
    • 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
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/02—Systems using the reflection of electromagnetic waves other than radio waves
    • G01S17/04—Systems determining the presence of a target
    • 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
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/86—Combinations of lidar systems with systems other than lidar, radar or sonar, e.g. with direction finders
    • 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
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/52—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S15/00
    • G01S7/52004—Means for monitoring or calibrating
    • G01S2007/52009—Means for monitoring or calibrating of sensor obstruction, e.g. dirt- or ice-coating
    • G01S2007/52011—Means for monitoring or calibrating of sensor obstruction, e.g. dirt- or ice-coating including means to prevent or remove the obstruction
    • 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
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/027—Constructional details of housings, e.g. form, type, material or ruggedness
    • 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
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/48—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S17/00
    • G01S7/481—Constructional features, e.g. arrangements of optical elements
    • G01S7/4811—Constructional features, e.g. arrangements of optical elements common to transmitter and receiver
    • G01S7/4813—Housing arrangements
    • 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
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/52—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S15/00
    • G01S7/521—Constructional features
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/94—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated
    • H03K17/945—Proximity switches
    • H03K17/95—Proximity switches using a magnetic detector
    • H03K17/9505—Constructional details
    • H03K2017/9507—Constructional details with illumination
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/94005—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated activated by voice or sound
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/941—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated using an optical detector
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/945—Proximity switches
    • H03K2217/95—Proximity switches using a magnetic detector
    • H03K2217/952—Detection of ferromagnetic and non-magnetic conductive targets

Definitions

  • This invention relates to vehicle sensors particularly, but not exclusively, for installation in the ground.
  • Such sensors are often utilized in car parks and roads to sense vehicles parked or passing. In car parks such sensors allow a determination as to whether a certain space is occupied by a vehicle. This allows for more accurate alerts and directions for drivers to available spaces. Vehicle proximity sensors may also be installed within a road surface, utilized to detect the presence of vehicles on the road which can allow for more efficient toll systems and monitoring of traffic flow without the need for gantry
  • vehicle sensors are often subjected to a variety of extreme conditions. Owing to their typical outdoor installation, the sensors must be capable of withstanding a multitude of weather conditions, particularly snow, rain and ice. Moisture and dust infiltrating the housing of the sensor is likely to result in the failure of its electronic systems. Furthermore the sensor must be capable of withstanding the force of heavy vehicles without fracturing of the housing. In situations where sensors are installed in the road surface of a busy road, it may be difficult to replace a faulty sensor and therefore the sensor is required to have a long lifetime as well as resilience to extreme conditions.
  • the Applicant has appreciated it would be advantageous to provide a sensor with a housing capable of withstanding the aforementioned extreme conditions and large forces so as to minimize the need for re-installation of the sensors.
  • the invention When viewed from a first aspect the invention provides a vehicle sensor suitable for installation in the ground with a housing unit comprising:
  • a vehicle sensor has a housing unit which provides beneficial protection of electronic components of the sensor placed inside the housing by preventing the infiltration of moisture and dust.
  • the resilient, convex upper surface of the upper part increases the robustness of the housing as it allows the upper surface to deform under the force of a heavy vehicle which may help to reduce stress in the material and prevent fractures.
  • the convex upper surface advantageously discourages precipitation from pooling on the sensor which can affect functioning of the vehicle sensor. For example the pooling of water on top of the sensor might hinder the functionality of the sensor and so result in a less accurate measurement of whether a vehicle is above the sensor or not.
  • a clamping band may ensure a controlled pressure over the area of contact between the upper part and lower part. Furthermore, the use of the clamping band may obviate the requirement to use an adhesive or o-ring to seal the upper and lower parts together to produce a secure, watertight mating.
  • the clamping band is made from a metal and in a preferred set of embodiments from steel.
  • a suitable material for a clamping band such as aluminium, titanium, nylon etc.
  • the lower part comprises at least one ridge in an area of contact between the upper part and lower part.
  • the upper part comprises at least one groove in an area of contact between the upper and lower part.
  • the at least one ridge on the lower part corresponds to the at least one groove in the upper part. This allows for the ridge to mate with a corresponding groove to help produce a secure, watertight mating between the upper and lower parts without requiring an adhesive or o-ring.
  • the lower part comprises a ridge located at the base of the lower part. This ridge may allow for precise positioning of the of the upper part and lower part. This ridge may also aid the retention of the metal clamping band in the desired position.
  • the rigid part may be formed from a variety of materials as will be appreciated by a person skilled in the art.
  • the rigid part may be formed from a metal or plastic.
  • the term‘rigid’ implies the part is sufficiently stiff so that it is not deformed under a large force e.g. the weight of a large vehicle such as a lorry.
  • the rigid part is formed using a mould.
  • the upper part may also be formed from a variety of materials.
  • ‘resilient’ implies the upper surface of the upper part can be depressed inwards towards the rigid part under a large force e.g. the weight of a vehicle, and upon removal of the force returns to its initial shape.
  • the upper and lower parts may be manufactured from different materials, in a set of embodiments the upper and lower parts are made from the same material. In a set of embodiments the upper and lower parts are made from high density polyurethane.
  • the vehicle sensor comprises a magnetometer. Using a magnetometer allows changes in the local magnetic field caused by a vehicle to be detected.
  • the vehicle sensor comprises a radar sensor.
  • the radar sensor may comprise a radar transmitter and/or receiver.
  • the vehicle sensor comprises a ultra wideband radar sensor.
  • the ultra wideband radar sensor may comprise an ultra wideband radar transmitter and/or receiver. Ultra wideband radar is advantageous as it does not use much power and naturally has a short-range, therefore using an ultra wideband radar may allow a better operating lifetime.
  • the vehicle sensor could also comprise an ultrasound ranging sensor or an optical sensor. The use of an optical sensor may require a transparent window in the convex upper surface of the upper part.
  • Figure 1 a shows the external housing of a vehicle sensor in accordance with an embodiment of the invention
  • Figure 1 b shows a cross-section of the vehicle sensor
  • Figure 2 is a schematic block diagram of the electronic components of the vehicle sensor
  • Figure 3 is a flow chart of the installation process of the vehicle sensor in a road surface
  • Figure 4 is an exemplary application of the vehicle sensors as parking sensors.
  • Figure 1 a shows the external housing of a vehicle sensor 100 embodying the invention and Figure 1 b shows a cross-section through the sensor 100, which is formed primarily from an upper part 102 and a lower part 104 both made for example of a plastic material such as a high density polyurethane.
  • a downwardly open skirt portion of the upper part 102 of the housing fits tightly over the lower part 104 and is secured using a clamping band 106.
  • the upper part 102 of the housing has a convex surface 1 14 as seen in both Figures 1 a and 1 b. Precipitation on top of the sensor can be problematic as it affects the
  • precipitation such as rain is prevented from pooling on top of the sensor, with the water instead running off the convex surface.
  • the clamping band 106 ensures a controlled pressure over the area of contact between the upper part 102 and the lower part 104.
  • the clamping band 106 may, for example, be made of steel.
  • the clamping band 106 fits in a recess in the outer surface of the upper part 102. The recess helps the clamping band 106 to remain in a fixed position on the upper part 102.
  • the clamping band may be pulled tightly around the upper part and then crimped.
  • a ratchet mechanism may be
  • the skirt portion of the upper part 102 may be undersized to increase the tightness of the fit between it and the lower part 104.
  • One or more small ridges 108, 110 are present on the outer surface of the lower part 104 (e.g. 1 mm height from the outer surface) to engage in corresponding grooves in the upper part 102. These ridges act to deform the upper part 102 to further tighten the fit between the upper part 102 and lower part 104.
  • a further ridge 112 is located at the base of the lower part 104 for precise positioning of the upper part 102 and the lower part 104.
  • a combination of the clamping band 106 and ridges 108, 110, 112 helps to produce a secure, watertight mating of the upper 102 and lower parts 104 without the need for an adhesive or o-rings.
  • a circuit board 116 containing the electronics required for the vehicle sensor is located on top of the lower part 104.
  • the circuit board 116 contains all the electronic
  • the sensor includes an orientation sensing arrangement 202 which comprises an orientation sensor such as an accelerometer 204 and a microcontroller 206.
  • the accelerometer 204 provides an acceleration
  • the microcontroller 206 determines from the output of the accelerometer 204 whether the sensor has had its orientation changed from an initial to a subsequent orientation e.g. when the sensor has been taken from a storage box in which it is stored upside down and fitted in the ground. The microcontroller 206 further tracks the number of acceleration measurements the orientation has remained approximately constant for. This allows the microcontroller 206 to determine that the orientation has intentionally been changed from the initial to the subsequent orientation for installation in a road surface.
  • the microcontroller 206 can alter the power supplied by the battery to a proximity sensing circuit portion 208 and communication circuit portion 212 depending on whether the sensor is in the initial or subsequent orientation.
  • the accelerometer 204 and microcontroller 206 may be powered by a battery 214 also contained within the sensor. This allows the sensor to be powered only when it is ready to be installed and thus maximizes battery life.
  • the sensor further includes a proximity sensing circuit portion 208 which may comprise a magnetometer 210.
  • the proximity sensing circuit portion 208 is supplied with power from the battery 214. The power supplied is controlled by the orientation sensing arrangement 202.
  • the magnetometer 210 detects changes in the local magnetic field caused by a vehicle disturbing the magnetic field in the vicinity of the sensor. The magnetometer 210 may then provide an appropriate signal to the communication interface circuit portion 212 for transmission to a remote device.
  • the communication circuit portion 212 interface thus includes a transmitter 218, and potentially also a receiver 220. These may use the same aerial (not shown).
  • the proximity sensing circuit portion 208 may comprise a separate microcontroller for determining the presence of a vehicle in the vicinity of the sensor from the
  • the same microcontroller 106 as used in the orientation sensing arrangement may be utilized. Provision of a microcontroller allows for a binary signal to be transmitted from the communication circuit portion interface 212 corresponding to either the presence or absence of a vehicle. This can remove the requirement for a remote server to determine whether a vehicle is present from the magnetic field measurement. For example, the
  • communication circuit portion interface 212 may simply transmit a signal to a receiver connected to a light source, where a signal indicating a vehicle is present above the sensor triggers the receiver to switch off the light source. Additional information may also be included for the benefit of the user and/or operator of the road or car park.
  • the sensor unit may contain additional sensors 216.
  • Possible additional sensors may include ultrawide band radar, an ultrasound sensor, an infra-red laser or a visible light laser to increase the accuracy of the determination of the presence of a vehicle by the sensor.
  • Other additional sensors which may be installed provide additional information which may be beneficial to the user or operator of a road/car park include temperature and pressure sensors.
  • Figure 3 is a flow chart demonstrating the installation/ commissioning procedure for a vehicle sensor.
  • the sensor is stored in a storage box post manufacture in the initial orientation (i.e. upside down) in order to limit or prevent power from being supplied to the proximity sensing circuit portion 308 or other circuitry in standby mode.
  • step 304 the sensor is then removed from the storage box by an installer.
  • step 306 the installer rotates the sensor through 180 degrees from the initial orientation to the subsequent orientation (i.e. the right way up).
  • step 308 the sensor is then placed and sealed in a hole in the ground with the top surface of the upper part of the housing of the sensor flush with the surface of the ground.
  • the hole in which the sensor is placed is usually previous dug in the road surface and as roughly the shape of a cylinder with a slightly larger diameter than the sensor. Cement based adhesives or epoxy glue may then be used to secure the sensor within the hole.
  • the convex face of the upper part of the housing sits slightly above the level of the road surface, and should be left uncovered.
  • the senor is commissioned i.e. functions to detect proximity of a near-by vehicle and to transmit signals indicating this.
  • the sensor is then successful installed in the ground and can be used to detect the presence of vehicles above it.
  • FIG. 4 An example of the disclosed sensors’ implementation as parking sensors is shown in Figure 4.
  • a vehicle sensor 402 is installed in each of the parking spaces 404, 406, 408, 410.
  • the vehicle sensor 402 in parking space 404 does not detect the presence of a car, therefore transmits a signal to a remote server that there is no vehicle present in the space.
  • the vehicle sensor 402 in parking space 408 detects the presence of a vehicle 412, and therefore transmits a signal to the remote server that there is a vehicle present in the space.
  • the remote server may then, for example, provide a signal to light sources above an occupied space to be turned off whilst light sources above empty spaces are kept on.
  • vehicle presence information is only transmitted when the occupancy state changes.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Electromagnetism (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

A vehicle sensor (100) suitable for installation in the ground. The vehicle sensor (100) includes a housing unit comprising a rigid lower part (104) and an upper part (102). The upper part (102) has a resilient, convex upper surface (114). The upper part (102) is sealed onto the lower part (104) using a clamping band (106).

Description

VEHICLE PROXIMITY SENSOR FOR IN-GROUND INSTALLATION
This invention relates to vehicle sensors particularly, but not exclusively, for installation in the ground.
Such sensors are often utilized in car parks and roads to sense vehicles parked or passing. In car parks such sensors allow a determination as to whether a certain space is occupied by a vehicle. This allows for more accurate alerts and directions for drivers to available spaces. Vehicle proximity sensors may also be installed within a road surface, utilized to detect the presence of vehicles on the road which can allow for more efficient toll systems and monitoring of traffic flow without the need for gantry
architecture.
However, vehicle sensors are often subjected to a variety of extreme conditions. Owing to their typical outdoor installation, the sensors must be capable of withstanding a multitude of weather conditions, particularly snow, rain and ice. Moisture and dust infiltrating the housing of the sensor is likely to result in the failure of its electronic systems. Furthermore the sensor must be capable of withstanding the force of heavy vehicles without fracturing of the housing. In situations where sensors are installed in the road surface of a busy road, it may be difficult to replace a faulty sensor and therefore the sensor is required to have a long lifetime as well as resilience to extreme conditions.
The Applicant has appreciated it would be advantageous to provide a sensor with a housing capable of withstanding the aforementioned extreme conditions and large forces so as to minimize the need for re-installation of the sensors.
When viewed from a first aspect the invention provides a vehicle sensor suitable for installation in the ground with a housing unit comprising:
a rigid lower part;
an upper part with a resilient, convex upper surface; wherein the upper part is sealed onto the lower part using a clamping band.
Thus it will be seen by those skilled in the art that in accordance with at least embodiments of the invention, a vehicle sensor has a housing unit which provides beneficial protection of electronic components of the sensor placed inside the housing by preventing the infiltration of moisture and dust.
The resilient, convex upper surface of the upper part increases the robustness of the housing as it allows the upper surface to deform under the force of a heavy vehicle which may help to reduce stress in the material and prevent fractures. The convex upper surface advantageously discourages precipitation from pooling on the sensor which can affect functioning of the vehicle sensor. For example the pooling of water on top of the sensor might hinder the functionality of the sensor and so result in a less accurate measurement of whether a vehicle is above the sensor or not.
Implementing a clamping band may ensure a controlled pressure over the area of contact between the upper part and lower part. Furthermore, the use of the clamping band may obviate the requirement to use an adhesive or o-ring to seal the upper and lower parts together to produce a secure, watertight mating.
In a set of embodiments the clamping band is made from a metal and in a preferred set of embodiments from steel. Flowever, a skilled person will appreciate there are a variety of different materials that would be a suitable material for a clamping band such as aluminium, titanium, nylon etc.
In set of embodiments the lower part comprises at least one ridge in an area of contact between the upper part and lower part. Preferably, the upper part comprises at least one groove in an area of contact between the upper and lower part. In a subset of embodiments the at least one ridge on the lower part corresponds to the at least one groove in the upper part. This allows for the ridge to mate with a corresponding groove to help produce a secure, watertight mating between the upper and lower parts without requiring an adhesive or o-ring. In a set of embodiments the lower part comprises a ridge located at the base of the lower part. This ridge may allow for precise positioning of the of the upper part and lower part. This ridge may also aid the retention of the metal clamping band in the desired position.
The rigid part may be formed from a variety of materials as will be appreciated by a person skilled in the art. For example, the rigid part may be formed from a metal or plastic. In the context of the present invention, the term‘rigid’ implies the part is sufficiently stiff so that it is not deformed under a large force e.g. the weight of a large vehicle such as a lorry. In a set of embodiments the rigid part is formed using a mould.
The upper part may also be formed from a variety of materials. In the context of the present invention,‘resilient’ implies the upper surface of the upper part can be depressed inwards towards the rigid part under a large force e.g. the weight of a vehicle, and upon removal of the force returns to its initial shape.
Whilst the upper and lower parts may be manufactured from different materials, in a set of embodiments the upper and lower parts are made from the same material. In a set of embodiments the upper and lower parts are made from high density polyurethane.
In a set of embodiments, the vehicle sensor comprises a magnetometer. Using a magnetometer allows changes in the local magnetic field caused by a vehicle to be detected. In a set of embodiments, the vehicle sensor comprises a radar sensor. The radar sensor may comprise a radar transmitter and/or receiver. In a set of embodiments the vehicle sensor comprises a ultra wideband radar sensor. The ultra wideband radar sensor may comprise an ultra wideband radar transmitter and/or receiver. Ultra wideband radar is advantageous as it does not use much power and naturally has a short-range, therefore using an ultra wideband radar may allow a better operating lifetime. The vehicle sensor could also comprise an ultrasound ranging sensor or an optical sensor. The use of an optical sensor may require a transparent window in the convex upper surface of the upper part. Certain embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which:
Figure 1 a shows the external housing of a vehicle sensor in accordance with an embodiment of the invention;
Figure 1 b shows a cross-section of the vehicle sensor;
Figure 2 is a schematic block diagram of the electronic components of the vehicle sensor;
Figure 3 is a flow chart of the installation process of the vehicle sensor in a road surface; and
Figure 4 is an exemplary application of the vehicle sensors as parking sensors.
Figure 1 a shows the external housing of a vehicle sensor 100 embodying the invention and Figure 1 b shows a cross-section through the sensor 100, which is formed primarily from an upper part 102 and a lower part 104 both made for example of a plastic material such as a high density polyurethane. A downwardly open skirt portion of the upper part 102 of the housing fits tightly over the lower part 104 and is secured using a clamping band 106.
The upper part 102 of the housing has a convex surface 1 14 as seen in both Figures 1 a and 1 b. Precipitation on top of the sensor can be problematic as it affects the
propagation of signals used for vehicle detection (as explained below) and can result in an inaccurate reading as to whether a vehicle is above the sensor or not. By
implementing a convex surface, precipitation such as rain is prevented from pooling on top of the sensor, with the water instead running off the convex surface.
The clamping band 106 ensures a controlled pressure over the area of contact between the upper part 102 and the lower part 104. The clamping band 106 may, for example, be made of steel. The clamping band 106 fits in a recess in the outer surface of the upper part 102. The recess helps the clamping band 106 to remain in a fixed position on the upper part 102. To fit the clamping band 106 onto the upper part 102 to secure the upper 102 and lower 104 parts in place, the clamping band may be pulled tightly around the upper part and then crimped. Alternatively, a ratchet mechanism may be
implemented. The skirt portion of the upper part 102 may be undersized to increase the tightness of the fit between it and the lower part 104. One or more small ridges 108, 110 are present on the outer surface of the lower part 104 (e.g. 1 mm height from the outer surface) to engage in corresponding grooves in the upper part 102. These ridges act to deform the upper part 102 to further tighten the fit between the upper part 102 and lower part 104.
A further ridge 112 is located at the base of the lower part 104 for precise positioning of the upper part 102 and the lower part 104. A combination of the clamping band 106 and ridges 108, 110, 112 helps to produce a secure, watertight mating of the upper 102 and lower parts 104 without the need for an adhesive or o-rings. Those skilled in the art will of course appreciate that many other ways of providing a secure fit between the parts may be envisaged.
A circuit board 116 containing the electronics required for the vehicle sensor is located on top of the lower part 104. The circuit board 116 contains all the electronic
components of the sensor. A schematic block diagram of the electronic components of a vehicle sensor is seen in Figure 2. The sensor includes an orientation sensing arrangement 202 which comprises an orientation sensor such as an accelerometer 204 and a microcontroller 206. The accelerometer 204 provides an acceleration
measurement to the microcontroller 206 e.g. every 5 seconds. The microcontroller 206 determines from the output of the accelerometer 204 whether the sensor has had its orientation changed from an initial to a subsequent orientation e.g. when the sensor has been taken from a storage box in which it is stored upside down and fitted in the ground. The microcontroller 206 further tracks the number of acceleration measurements the orientation has remained approximately constant for. This allows the microcontroller 206 to determine that the orientation has intentionally been changed from the initial to the subsequent orientation for installation in a road surface. The microcontroller 206 can alter the power supplied by the battery to a proximity sensing circuit portion 208 and communication circuit portion 212 depending on whether the sensor is in the initial or subsequent orientation. The accelerometer 204 and microcontroller 206 may be powered by a battery 214 also contained within the sensor. This allows the sensor to be powered only when it is ready to be installed and thus maximizes battery life. As seen in Figure 2 the sensor further includes a proximity sensing circuit portion 208 which may comprise a magnetometer 210. The applicant appreciates in other exemplary embodiments the proximity sensing circuit portion may comprise an ultra wideband radar sensor. The proximity sensing circuit portion 208 is supplied with power from the battery 214. The power supplied is controlled by the orientation sensing arrangement 202. The magnetometer 210 detects changes in the local magnetic field caused by a vehicle disturbing the magnetic field in the vicinity of the sensor. The magnetometer 210 may then provide an appropriate signal to the communication interface circuit portion 212 for transmission to a remote device. The communication circuit portion 212 interface thus includes a transmitter 218, and potentially also a receiver 220. These may use the same aerial (not shown).
The proximity sensing circuit portion 208 may comprise a separate microcontroller for determining the presence of a vehicle in the vicinity of the sensor from the
measurements from the magnetometer 210. Alternatively, the same microcontroller 106 as used in the orientation sensing arrangement may be utilized. Provision of a microcontroller allows for a binary signal to be transmitted from the communication circuit portion interface 212 corresponding to either the presence or absence of a vehicle. This can remove the requirement for a remote server to determine whether a vehicle is present from the magnetic field measurement. For example, the
communication circuit portion interface 212 may simply transmit a signal to a receiver connected to a light source, where a signal indicating a vehicle is present above the sensor triggers the receiver to switch off the light source. Additional information may also be included for the benefit of the user and/or operator of the road or car park.
The sensor unit may contain additional sensors 216. Possible additional sensors may include ultrawide band radar, an ultrasound sensor, an infra-red laser or a visible light laser to increase the accuracy of the determination of the presence of a vehicle by the sensor. Other additional sensors which may be installed provide additional information which may be beneficial to the user or operator of a road/car park include temperature and pressure sensors. Figure 3 is a flow chart demonstrating the installation/ commissioning procedure for a vehicle sensor. In first step 302 the sensor is stored in a storage box post manufacture in the initial orientation (i.e. upside down) in order to limit or prevent power from being supplied to the proximity sensing circuit portion 308 or other circuitry in standby mode.
In step 304 the sensor is then removed from the storage box by an installer. In step 306 the installer rotates the sensor through 180 degrees from the initial orientation to the subsequent orientation (i.e. the right way up). In step 308 the sensor is then placed and sealed in a hole in the ground with the top surface of the upper part of the housing of the sensor flush with the surface of the ground. The hole in which the sensor is placed is usually previous dug in the road surface and as roughly the shape of a cylinder with a slightly larger diameter than the sensor. Cement based adhesives or epoxy glue may then be used to secure the sensor within the hole. The convex face of the upper part of the housing sits slightly above the level of the road surface, and should be left uncovered. After a predetermined interval of being in the subsequent orientation, in step 310, power is supplied to the proximity sensing circuit portion 308 and the
communication circuit portion 312, then the sensor is commissioned i.e. functions to detect proximity of a near-by vehicle and to transmit signals indicating this. The sensor is then successful installed in the ground and can be used to detect the presence of vehicles above it.
An example of the disclosed sensors’ implementation as parking sensors is shown in Figure 4. Within a car park 400, a vehicle sensor 402 is installed in each of the parking spaces 404, 406, 408, 410. The vehicle sensor 402 in parking space 404 does not detect the presence of a car, therefore transmits a signal to a remote server that there is no vehicle present in the space. The vehicle sensor 402 in parking space 408 detects the presence of a vehicle 412, and therefore transmits a signal to the remote server that there is a vehicle present in the space. The remote server may then, for example, provide a signal to light sources above an occupied space to be turned off whilst light sources above empty spaces are kept on. Typically to preserve battery life, vehicle presence information is only transmitted when the occupancy state changes.
Thus it will be appreciated by those skilled in the art that the specific embodiments of the inventive concepts described herein provide a reliable, long-life housing for a vehicle sensor. This may provide significant benefits over known systems. It will further be appreciated however that many variations of the specific arrangements described here are possible within the scope of the invention.

Claims

Claims:
1. A vehicle sensor suitable for installation in the ground with a housing unit comprising:
a rigid lower part and an upper part with a resilient, convex upper surface, wherein the upper part is sealed onto the lower part using a clamping band.
2. The vehicle sensor as claimed in claim 1 , wherein the clamping band is made from a metal.
3. The vehicle sensor as claimed in any preceding claim, wherein the lower part comprises at least one ridge and the upper part comprises at least one groove in an area of contact between the upper and lower parts.
4. The vehicle sensor as claimed in any preceding claim, wherein the lower part comprises a ridge located at a base thereof for aiding retention of the clamping band in a desired position.
5. The vehicle sensor as claimed in any preceding claim, wherein the upper and lower parts are made from the same material.
6. The vehicle sensor as claimed in claim 5, wherein the upper and lower parts are made from high density polyurethane.
7. The vehicle sensor as claimed in any preceding claim, comprising a
magnetometer.
8. The vehicle sensor as claimed in any preceding claim, comprising a radar transmitter and/or receiver.
9. The vehicle sensor as claimed in any preceding claim, comprising an ultra wideband radar transmitter and/or receiver.
10. The vehicle sensor as claimed in any preceding claim, comprising an ultrasound ranging sensor or an optical sensor.
PCT/EP2019/085654 2018-12-17 2019-12-17 Vehicle proximity sensor for in-ground installation WO2020127268A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB1820546.8A GB201820546D0 (en) 2018-12-17 2018-12-17 Vehicle Sensors
GB1820546.8 2018-12-17

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WO2020127268A1 true WO2020127268A1 (en) 2020-06-25

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