EP0035960A1 - Méthode et dispositif pour la distinction des véhicules de construction différente dans le trafic routier - Google Patents

Méthode et dispositif pour la distinction des véhicules de construction différente dans le trafic routier Download PDF

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Publication number
EP0035960A1
EP0035960A1 EP81730032A EP81730032A EP0035960A1 EP 0035960 A1 EP0035960 A1 EP 0035960A1 EP 81730032 A EP81730032 A EP 81730032A EP 81730032 A EP81730032 A EP 81730032A EP 0035960 A1 EP0035960 A1 EP 0035960A1
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EP
European Patent Office
Prior art keywords
loop
detuning
response value
time
predetermined response
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP81730032A
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German (de)
English (en)
Other versions
EP0035960B1 (fr
Inventor
Hans-Peter Drieschner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Elmeg Kommunikationstechnik GmbH
ELMEG Elektro Mechanik GmbH
Original Assignee
Elmeg Kommunikationstechnik GmbH
ELMEG Elektro Mechanik GmbH
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.)
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Publication date
Application filed by Elmeg Kommunikationstechnik GmbH, ELMEG Elektro Mechanik GmbH filed Critical Elmeg Kommunikationstechnik GmbH
Priority to AT81730032T priority Critical patent/ATE9621T1/de
Publication of EP0035960A1 publication Critical patent/EP0035960A1/fr
Application granted granted Critical
Publication of EP0035960B1 publication Critical patent/EP0035960B1/fr
Expired legal-status Critical Current

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    • 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
    • G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles

Definitions

  • the invention relates to a method for distinguishing vehicles of different types in road traffic by means of an induction loop embedded in the carriageway, and a device for carrying out the method.
  • a vehicle crossing the loop field generates detuning signals in succession in both detectors, which form an electrical measure for the distribution of the metal masses of the vehicle influenced by the ground clearance.
  • Each of the two detector circuits, each connected to a loop emits an output pulse corresponding to the dwell time of the vehicle above the loop, the two output pulses being staggered in time. The time offset depends on the distance with which the two loops are embedded in the lane one behind the other in the direction of travel.
  • the loop detuning is fed to a subsequent logical evaluation as a measure of the ground clearance (DE-B-19 44 031) in order to distinguish between cars and small trucks, which have approximately the same length can.
  • the disadvantage here is that two loops with the associated detector loops are required per lane. Because the cost of laying loops in the Lane is considerable because of the construction work involved, the arrangement of multiple loops per lane is quite expensive. Since the loop spacing at the installation locations can be different, additional means are required which enable adjustment when installing or replacing device parts in connection with maintenance work. In addition, an inadvertent incorrect adjustment can also lead to incorrect measurement results.
  • the object of the invention specified in claim 1 is to specify, while avoiding the disadvantages mentioned, a method for distinguishing between types of vehicles which requires only one loop.
  • the invention is based on the knowledge that the curves of the loop detuning have a different characteristic course depending on the type of vehicle, which can best be used to identify the type of vehicle by evaluating their symmetry properties - based on the first maximum of the amount of loop detuning. It is basically irrelevant for the evaluation whether the times between the start or end of the exceeding of a predetermined minimum loop detuning and the maximum value are mutually related or one of these times is related to the total time of exceeding a predefined loop detuning.
  • the time period t x (running-in time) between reaching a first minimum detuning and the amount of the first detuning maximum forms the time period that elapses until a vehicle after the First triggering of the detector loop connected downstream of the loop reaches the point at which essential parts of the vehicle metal masses cover the loop area. Since the vast majority of vehicle types used in road traffic today have a uniform construction (conformity of the car body shapes in the front half, trucks with front-link construction), the distribution of the vehicle masses according to the aforementioned maximum makes an excellent differentiating criterion.
  • the method according to the invention can also be used advantageously for measuring the speed of vehicles in road traffic, even independently of a device for distinguishing vehicles of different types.
  • Use is made of the fact that the time from the first response of the loop detector to the first maximum of the detuning for different vehicles - but at least for vehicles of the same category, i.e. Vehicles that have the same magnitude of asymmetry in the detuning curve - is relatively constant in relation to the vehicle dimensions.
  • This variable therefore represents a length reference variable, so that the time determined between the two values is inversely proportional to the driving speed of the vehicle and can serve as the basis for the speed measurement.
  • the degree of loop detuning is used as an additional evaluation variable, in particular in the passenger car / small truck sector, as an additional variable for vehicle differentiation.
  • memories can advantageously be used which, in the time t x, which elapses from the response until the first maximum is reached, are filled with a predetermined intensity (clock speed for counters, current for capacitors as storage elements, etc.) and are emptied after exceeding the maximum with an intensity that is in a predetermined target ratio to the storage intensity.
  • a predetermined intensity clock speed for counters, current for capacitors as storage elements, etc.
  • a decision is made as to whether a predetermined limit set for discrimination between two vehicle types is exceeded or undershot is.
  • a corresponding circuit in which the reloading of memories in connection with vehicle length criteria is used for differentiation is known from DE-B-19 42 160, an entirely different quotient here in connection with the known two-loop method, namely that Ratio of the presence time of the vehicle over one of the loops to the difference in response times between two loops laid one behind the other in the direction of travel is evaluated.
  • the formation of quotients in the method according to the invention can depend on the one used
  • the type of circuit can also advantageously be determined mathematically or in other ways that enable the formation of a quotient in analog or digital circuits, for example by using logic circuits in which, depending on a counter reading, a memory location in a read-only memory is addressed, which stores the respective calculation result contains. In the case of such logic circuits, which contain the results in the manner of "tables", other memory areas whose memory contents correspond to the changed input conditions can advantageously be addressed by further measurement results by changing individual bits of the address.
  • FIG. 1 shows the loop detuning A L as a function of the time t when passing a motor vehicle. (Since the metal mass of a vehicle causes a reduction in inductance as it passes, the detuning is shown in the negative area of the diagram.) Directly below this is the differentiated curve dL / dt of the detuning curve, which is zero in the maximum of the detuning curve.
  • a pulse shown below is formed from the negative region of the differentiated curve shape, the duration of which corresponds to the "run-in time" t x , ie the time which elapses from the response of the detector circuit connected downstream of the loop until the first maximum of the detuning is reached. Furthermore, a further pulse is shown in FIG. 1 below, which corresponds to the total duration (tp) of the time in which the detuning exceeds a predetermined threshold value.
  • FIG. 3 in a block diagram, the signal processing is shown in a schematic form.
  • a loop 1 laid in the carriageway is connected to a conventional detector circuit 2, which emits a signal a L proportional to the loop detuning.
  • a change in the frequency or phase position of an AC voltage signal that is fed in as a result of the change in the inductance of loop 1 is evaluated.
  • a signal is emitted by a first Schmitt trigger circuit 3 when the loop detuning exceeds a predetermined value (time tp in FIG. 1, below), while by a second Schmitt trigger circuit 5 connected downstream of a differential circuit 4 containing a capacitor C. a signal is emitted as long as the loop detuning increases after a vehicle enters the measuring range of the loop (time t x in FIG. 1).
  • the incoming signals are linked to one another via logic circuits 6 and 7 in such a way that a switch 8 charges the individual memory elements formed by capacitors in operational amplifier circuits in a memory unit 9 with a predetermined intensity (current) during the "running-in time" via resistors R1 to R3.
  • the resistors Rl to R3 are the same size in the illustrated embodiment. If the first maximum of the detuning is exceeded, the capacitors in the memory unit 9 are discharged via resistors Rl 'to R3' via a switch 10.
  • the values of the resistors Rl to Rl ', R2 to R2' and R3 to R3 ' correspond to the ratios of those asymmetries t x to tp- x which form the limit values between the vehicle types to be output in each case. (If the limits from t x to tp, for example 0.55 and 0.3, are chosen between three types of vehicle to be evaluated, as in the example shown in FIG.
  • the third memory unit with resistors R3 and R3 ' can be used to set a minimum or to define a maximum ratio of t x to tp of, for example, 0.1 or 0.7, which represents a limit for asymmetries in the detuning for which an evaluation is still being carried out.) In this way, incorrect measurements, for example during start-up or stopping processes in Traffic jams can be avoided.
  • the storage unit 9 is put into an initial state by additional means (not shown) when the presence of a vehicle in the detection area of the loop has ended, ie the loop detuning is below the response value.
  • the output signals of the memory unit 9 are fed to an impedance converter circuit 11, the outputs of which are connected to a digital memory 12, which records the states of the memories in the memory unit 9 when the loop detuning falls below the response level again. Any memory unloaded at this time means that by exceed the duration tp- x , the limit set between two vehicle categories was exceeded, i.e. it was not a car, but a truck or truck.
  • the digital memory 12 is reset at the end of the evaluation time specified by the delay circuit 17.
  • the absolute amount of the loop detuning is also compared with a differential voltage U ref , so that a measure of the ground clearance of the vehicles is obtained by means of a comparator circuit 13.
  • the outputs of the comparator circuit 13 are connected to a further digital memory 14, which records the respective comparison results for a vehicle.
  • the outputs of the memory units 12 and 14 are in turn connected to inputs of a further logic circuit 15, which outputs the respective vehicle type according to the predetermined differentiation criteria with regard to the symmetry of the loop detuning and the absolute value of the loop detuning achieved and feeds it to a display or storage unit 16.
  • the evaluation is delayed by a delay circuit 17 only after a predetermined time after the vehicle has left the detection area of the loop in order to ensure an evaluation that is independent of the measurement.
  • FIG. 4 shows a supplementary circuit for the arrangement shown in FIG. 3, which makes it possible to determine the speed of vehicles in road traffic with a single-loop arrangement.
  • an assumed reference length x is divided by a measured presence time t, here the output signal of the switch 8 in FIG. 3 representing a measure of the time period t x , from the first detection of the vehicle by the loop detector to the immersion of its maximum metal mass in the detection area passes.
  • the driving speed is determined in a simple embodiment on the condition that an average value for the " Entry length "x, which is traveled on average by the vehicles from the first response until the detector is detuned to the maximum.
  • the evaluation in unit 17 with the aid of AND gates 18, 19 or 20 is based on a different length reference value for these, depending on which type of vehicle was determined by the device for distinguishing vehicle types and accordingly in storage unit 12 is captured.
  • a delay unit 21 ensures that the determination of the speed v is only carried out when the type of vehicle has already been established.
  • the total presence time tp of a vehicle in the detection area of the loop can also be used to determine the speed, taking into account an average vehicle length for the respective vehicle category, the curve profiles in the unit 17 having to be adapted accordingly .
  • the output of switch 8 the output of Schmitt trigger 3 is to be connected to the input of delay circuit 21.
  • a traffic density analyzer 22 which contains, for example, a retriggerable mono-flop and emits a signal at its output as soon as the time interval between successive vehicles is so small that the mono-flop can no longer return to the initial state it is in, if no signal indicating a vehicle appears at the output of the Schmitt trigger 3.
  • the speed determined for a car which is also to be taken over for the vehicles following it at close spacing, which are not cars, is then transferred from the unit 17 to a memory 24 and recorded there.
  • a switch 27 is set via an OR gate 25 and an AND gate 26, the second input of which is controlled by the traffic density analyzer 22, such that the output of the memory 24 corresponds to the output of the Output for the speed is connected, so for the following non-cars, the previously determined speed of the car is used.
  • the time of the distance of successive vehicles from which the speed is assumed to be the same increases with increasing speed of the traffic flow in the illustrated embodiment .
  • a connection to the traffic density analyzer 22 is shown schematically from the output v in the arrangement shown, which changes the time constant of the mono-flop contained therein in the specified sense.
  • the limit interval times for the assumption of a traffic flow at constant speed are in turn a function of the speed of the traffic flow.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
EP81730032A 1980-03-11 1981-03-11 Méthode et dispositif pour la distinction des véhicules de construction différente dans le trafic routier Expired EP0035960B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81730032T ATE9621T1 (de) 1980-03-11 1981-03-11 Verfahren und vorrichtung zur unterscheidung von fahrzeugen unterschiedlicher bauart im strassenverkehr.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3009679 1980-03-11
DE19803009679 DE3009679A1 (de) 1980-03-11 1980-03-11 Verfahren zur unterscheidung von fahrzeugen unterschiedlicher bauart im strassenverkehr

Publications (2)

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EP0035960A1 true EP0035960A1 (fr) 1981-09-16
EP0035960B1 EP0035960B1 (fr) 1984-09-26

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EP (1) EP0035960B1 (fr)
AT (1) ATE9621T1 (fr)
DE (2) DE3009679A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3209377A1 (de) * 1982-03-15 1983-09-22 Siemens AG, 1000 Berlin und 8000 München Verfahren zur fahrzeugdetektion im strassenverkehr
EP0126958A3 (en) * 1983-05-28 1986-10-15 Robert Bosch Gmbh Moving objects data registering detector and analyzing method
FR2617315A1 (fr) * 1987-06-23 1988-12-30 Sfim Procede et dispositif de discrimination du type d'un vehicule automobile en circulation
EP0286057A3 (en) * 1987-04-03 1990-08-08 Omron Tateisi Electronics Co. Proximity switch having an oscillation circuit
FR2693301A1 (fr) * 1992-07-06 1994-01-07 Est Centre Etudes Tech Equip Dispositif pour détecter une ou plusieurs roues d'un engin mobile roulant.
US6337640B2 (en) 1999-03-31 2002-01-08 Diamond Consulting Services Limited Inductive loop sensor for traffic detection, and traffic monitoring apparatus and method using such a loop sensor
US6483443B1 (en) 1999-03-31 2002-11-19 Diamon Consulting Services Limited Loop sensing apparatus for traffic detection
DE19817008B4 (de) * 1997-04-22 2004-09-30 Nu-Metrics, Inc. Verfahren und Anordnung zur Analyse von Verkehr sowie ein Sensor hierfür

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2817672B1 (de) * 1978-04-19 1979-04-26 Elmeg Verfahren und Vorrichtung zur Ermittlung der Anwesenheit von Fahrzeugen ueber einer in der Fahrbahn angeordneten Messvorrichtung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2039916A1 (de) * 1968-09-06 1972-02-17 Siemens Ag Einrichtung zur Unterscheidung zwischen unterschiedlichen Fahrzeugkategorien im Strassenverkehr

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2817672B1 (de) * 1978-04-19 1979-04-26 Elmeg Verfahren und Vorrichtung zur Ermittlung der Anwesenheit von Fahrzeugen ueber einer in der Fahrbahn angeordneten Messvorrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Siemens-Zeitschrift, Band 44, Nr. 2, Februar 1970, seiten 61-65 Erlangen, DE, P. LINGENFELSER et al.: "Schleifendetektoren zum Messen des Strassenverkehrs" * seite 63, linke spalte, letzter absatz; seite 64, rechte spalte, absatz 2 * *

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3209377A1 (de) * 1982-03-15 1983-09-22 Siemens AG, 1000 Berlin und 8000 München Verfahren zur fahrzeugdetektion im strassenverkehr
EP0089030A3 (fr) * 1982-03-15 1987-01-28 Siemens Aktiengesellschaft Méthode de détection de véhicule pour trafic routier
EP0126958A3 (en) * 1983-05-28 1986-10-15 Robert Bosch Gmbh Moving objects data registering detector and analyzing method
EP0286057A3 (en) * 1987-04-03 1990-08-08 Omron Tateisi Electronics Co. Proximity switch having an oscillation circuit
FR2617315A1 (fr) * 1987-06-23 1988-12-30 Sfim Procede et dispositif de discrimination du type d'un vehicule automobile en circulation
FR2693301A1 (fr) * 1992-07-06 1994-01-07 Est Centre Etudes Tech Equip Dispositif pour détecter une ou plusieurs roues d'un engin mobile roulant.
WO1994001847A1 (fr) * 1992-07-06 1994-01-20 Centre D'etudes Techniques De L'equipement De L'est Dispositif et procede pour detecter une ou plusieurs roues d'un vehicule
DE19817008B4 (de) * 1997-04-22 2004-09-30 Nu-Metrics, Inc. Verfahren und Anordnung zur Analyse von Verkehr sowie ein Sensor hierfür
US6337640B2 (en) 1999-03-31 2002-01-08 Diamond Consulting Services Limited Inductive loop sensor for traffic detection, and traffic monitoring apparatus and method using such a loop sensor
US6483443B1 (en) 1999-03-31 2002-11-19 Diamon Consulting Services Limited Loop sensing apparatus for traffic detection

Also Published As

Publication number Publication date
DE3166250D1 (en) 1984-10-31
EP0035960B1 (fr) 1984-09-26
DE3009679A1 (de) 1981-09-24
ATE9621T1 (de) 1984-10-15

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