EP0089030A2 - Méthode de détection de véhicule pour trafic routier - Google Patents

Méthode de détection de véhicule pour trafic routier Download PDF

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Publication number
EP0089030A2
EP0089030A2 EP83102426A EP83102426A EP0089030A2 EP 0089030 A2 EP0089030 A2 EP 0089030A2 EP 83102426 A EP83102426 A EP 83102426A EP 83102426 A EP83102426 A EP 83102426A EP 0089030 A2 EP0089030 A2 EP 0089030A2
Authority
EP
European Patent Office
Prior art keywords
loop
detuning
vehicle
value
maximum
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.)
Ceased
Application number
EP83102426A
Other languages
German (de)
English (en)
Other versions
EP0089030A3 (fr
Inventor
Reinhard Dipl.-Ing. Weiss
Peter Dipl.-Ing. Drebinger
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP0089030A2 publication Critical patent/EP0089030A2/fr
Publication of EP0089030A3 publication Critical patent/EP0089030A3/fr
Ceased 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
    • G08G1/042—Detecting movement of traffic to be counted or controlled using inductive or magnetic 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
    • G08G1/015—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 vehicle detection in road traffic by means of an induction loop arranged so as to be able to be influenced by the vehicles to be detected, in which the inductance value of the induction loop is measured continuously at discrete points in time, which define time spans from one another, with the respectively previously measured value compared and a difference value determined is evaluated.
  • the loop to be driven over by a vehicle to be detected is part of an oscillator, the frequency of which is influenced by the loop inductance. If a vehicle enters the loop area, the inductance of the loop decreases. As a result, the frequency of the loop oscillator increases.
  • Another oscillator oscillates at a fixed frequency. At certain times, a fixed number of oscillations of the loop oscillator is counted. The oscillations of the fixed oscillator are fed to an accumulator for the period of the counting. The level of the accumulator at the end of such a counting interval is then compared with the content of a memory which contains the accumulator level reached during a previous counting. In such a comparison, if the difference found exceeds a certain threshold value, a signal is emitted which indicates that a vehicle has entered the loop area.
  • a method for differentiating vehicles of different types in road traffic is already known from the published European patent application 00 35 960, which for classifying the vehicles the temporal position of the first maximum of the loop detuning reached when a vehicle passes an induction loop within the total duration of exceeding predefined response values are used by the current loop detuning values and in which a fixed length reference variable is determined in relation to the time from the exceeding of the predefined response value to the first maximum of the loop detuning in order to determine the speed.
  • a fixed length reference variable is determined in relation to the time from the exceeding of the predefined response value to the first maximum of the loop detuning in order to determine the speed.
  • the object of the present invention is therefore to develop a method of the type mentioned at the outset in such a way that the determination of the speed and the classification of vehicles can be carried out with sufficient accuracy and using only one loop without the assignment of specific detuning values at specific times.
  • this object is achieved by determining from the difference values determined during a detuning course caused by a vehicle, the largest loop detuning occurring during the rising edge of the detuning curve and also the value of the / rising edge ending, and by these two values can be evaluated taking into account the period of time used to determine the speed of the detected vehicle.
  • L max the maximum loop detuning L max that occurs when a vehicle passes the loop
  • L O is the inductance of the loop at rest
  • L max is the lowest inductance that occurs when a vehicle passes over the loop (a vehicle entering the loop area lowers the inductance of the loop and increases the frequency of the loop oscillator)
  • L 1 , L 2 the values of the loop inductance at times t 1 and t 2 are and t 1 and t 2 are the sampling times between which the greatest change in the loop detuning is determined.
  • a proportionality factor K which can be determined with the help of an experiment, for example, and has different values for vehicles of different types (cars, trucks)
  • the speed of a vehicle traveling over the loop can be calculated with sufficient accuracy.
  • a microcomputer which may be connected to the loop oscillator using a suitable interface circuit (the reference oscillator can be part of the microcomputer) and determines the frequency deviation of the loop oscillator at certain, regularly recurring times.
  • no times are determined at which certain detuning values, for example what the maximum detuning value occurs, is / is not easy, since the detuning curve generally has no pronounced peaks having.
  • the determined detuning value is compared with the previous detuning value at regular times, the time interval of which is small compared to the total duration of a detuning curve that is caused when a vehicle crosses a loop, the difference value determined here is compared with an increase before compared in the same way and stored in a memory difference value, and newly stored the value that is larger of both.
  • the detuning value determined in each case can be compared in the same way (cf. US Pat. No. 4,131,848) with the loop idle value L.
  • a maximum value determined in this way and recorded in a further memory corresponds to the maximum loop detuning L max '
  • the inductance curve occurring when a vehicle passes over a loop is scanned with regard to the number of maxima and / or minima that occur and the number of maxima and / or minima determined Classification of the vehicle is evaluated.
  • the detuning curves of certain vehicle groups are each characteristic of these vehicle groups - and therefore give the possibility, for example, of the number of maxima present, to classify the vehicles and, according to this classification, the proportionality factors stored in the microcomputer, which correspond to the individual vehicle types are assigned to retrieve for speed calculation.
  • the number of maxima bumps is, for example, in a loop with a length of approximately two meters each and width for a car equal to 1, for a truck equal to 2, for a truck with a trailer ⁇ 3 and for a bus also ⁇ 3.
  • the amount of the maximum detuning is also used for the vehicle classification, so that e.g. trucks with trailers can also be distinguished from buses because e.g. the maximum loop detuning that occurs on a bus is greater.
  • Fig. 2 shows a detuning curve caused by a truck
  • 3 to 6 show the detuning curves caused by different types of vehicles (cars, trucks, trucks with trailers, buses).
  • Modern microcomputers are particularly suitable for carrying out the method according to the invention since they already contain an oscillator which emits a signal clock in the order of magnitude of a few MHz. It is therefore readily possible to use this oscillator as a reference oscillator, so that, for example, the clock pulses of the clock generator are counted during a certain number of oscillations of the loop oscillator.
  • the time difference between two points in time t (FIG. 1), in particular also the time difference between points in time t 1 and t 2 (this is, for example, 6 ms), then results in each case from the duration of such a count plus the evaluation time.
  • the number of clock pulses determined in this way at times t n is then proportional to the respective frequency of the loop oscillator and a measure of the inductance of the loop present at that time. If the loop is unaffected, then the loop has the inductance value L O. A certain quiescent frequency of the loop oscillator is assigned to this inductance value.
  • the frequency difference determined between two frequency determinations at successive points in time t n is recorded in a memory of the microcomputer, compared with the next determined frequency difference and the larger of the two values is fixed in the memory for further comparisons.
  • the maximum detuning change value occurring in the rising branch of the detuning curve is determined, since, in contrast, lower values are not recorded in the memory.
  • the loop rest frequency with a time t n available frequency storing the difference value thus determined and a comparison of the stored difference value with one to the next point in time t n determined difference value, followed by storing the greater of
  • the value corresponding to a maximum loop detuning can also be easily stored in a further memory and the end of the rising edge of the detuning curve can also be determined.
  • the microcomputer determines the maximum detuning change occurring in the rising branch of the detuning curve between two times t, the start and end of a detuning loop by a vehicle, and also determines the amount of the maximum detuning loop.
  • the invention makes use of the knowledge that the speed of the vehicle is proportional to the maximum differential loop detuning determined between two successive times t n [%] (in FIG. 1, the two times t n between which the maximum detuning occurs are designated as t 1 and t 2 ) and inversely proportional to the maximum loop detuning [%] is.
  • proportionality factors depend on the one hand on the type of loop, on the other hand on the respective vehicle type and can e.g. can be determined by an experiment, that is to say a test run over a built-in loop.
  • the microcomputer In order to be able to call them up for the speed calculation, the microcomputer needs a statement about the type of vehicle currently occurring in each current case.
  • the method according to the invention preferably determines the number of maxima occurring within a detuning curve.
  • Such a maximum determination can be accomplished by the microcomputer in a simple manner, for example, in that the detuning value is stored in a memory which is determined at a point in time t n , both that at a previous point in time t n and that at a subsequent point in time Time t determined detuning value is less than this.
  • the minimum values are also recorded in a corresponding manner and the first maximum counts, as well as all subsequent maxima that differ from a previous minimum detuning value by a minimum difference amount, then the number of maxima obtained in this way can be used to classify and call up a corresponding stored proportionality factor.
  • Fig. 3 shows, for example, that only a maximum occurs when a car crosses the loop.
  • Fig. 4 shows that two maxima are registered when a truck drives over the loop.
  • Fig. 5 shows that three maxima occur when driving over the loop by a truck with a trailer.
  • Fig. 6 shows that at least three maxima also occur when a bus crosses the loop.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
EP83102426A 1982-03-15 1983-03-11 Méthode de détection de véhicule pour trafic routier Ceased EP0089030A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3209377 1982-03-15
DE19823209377 DE3209377C2 (de) 1982-03-15 1982-03-15 Verfahren zur Geschwindigkeitsermittlung im Straßenverkehr

Publications (2)

Publication Number Publication Date
EP0089030A2 true EP0089030A2 (fr) 1983-09-21
EP0089030A3 EP0089030A3 (fr) 1987-01-28

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Family Applications (1)

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EP83102426A Ceased EP0089030A3 (fr) 1982-03-15 1983-03-11 Méthode de détection de véhicule pour trafic routier

Country Status (2)

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EP (1) EP0089030A3 (fr)
DE (1) DE3209377C2 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
EP0523844A1 (fr) * 1991-06-17 1993-01-20 Minnesota Mining And Manufacturing Company Capteur unique inductif pour détection de véhicules et mesure de vitesse
US5508698A (en) * 1991-06-17 1996-04-16 Minnesota Mining And Manufacturing Company Vehicle detector with environmental adaptation
US5523753A (en) * 1994-09-12 1996-06-04 Minnesota Mining And Manufacturing Company Vehicle detector system with periodic source filtering
US5751225A (en) * 1994-09-12 1998-05-12 Minnesota Mining And Manufacturing Company Vehicle detector system with presence mode counting
FR2811789A1 (fr) * 2000-07-13 2002-01-18 France Etat Ponts Chaussees Procede et dispositif pour classifier des vehicules en categories de silhouettes et pour determiner leur vitesse, a partir de leur signature electromagnetique
CN104821085A (zh) * 2015-05-19 2015-08-05 太原理工大学 一种基于矩形单线圈车速车长测量的方法

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3521655A1 (de) * 1985-06-18 1987-01-15 Mueller Ind Management Gmbh Einrichtung zum erfassen von fahrzeugverkehr mit magnetfelddetektoren
DE3830598A1 (de) * 1988-09-08 1990-03-22 Messerschmitt Boelkow Blohm Verfahren zum messen des verkehrsflusses auf strassen
DE102015204674B4 (de) * 2015-03-16 2018-04-19 Designa Verkehrsleittechnik Gmbh Fahrzeug-Detektionsvorrichtung
CN107293119A (zh) * 2017-07-24 2017-10-24 重庆大学 一种交通事件检测California算法模型改进方法

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4131848A (en) * 1976-12-03 1978-12-26 Gulf & Western Industries, Inc. Digital loop detector with automatic tuning
DE2810728C2 (de) * 1978-03-13 1982-08-12 Blaupunkt-Werke Gmbh, 3200 Hildesheim Einrichtung zur Ermittlung von der Fahrzeuggeschwindigkeit und -Länge proportionaler Signale in einem Zielführungssystem für Kraftfahrzeuge
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
DE3009679A1 (de) * 1980-03-11 1981-09-24 Elmeg Elektro-Mechanik Gmbh, 3150 Peine Verfahren zur unterscheidung von fahrzeugen unterschiedlicher bauart im strassenverkehr

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
EP0523844A1 (fr) * 1991-06-17 1993-01-20 Minnesota Mining And Manufacturing Company Capteur unique inductif pour détection de véhicules et mesure de vitesse
US5278555A (en) * 1991-06-17 1994-01-11 Minnesota Mining And Manufacturing Company Single inductive sensor vehicle detection and speed measurement
AU662532B2 (en) * 1991-06-17 1995-09-07 Minnesota Mining And Manufacturing Company Single inductive sensor vehicle detection and speed measurement
US5508698A (en) * 1991-06-17 1996-04-16 Minnesota Mining And Manufacturing Company Vehicle detector with environmental adaptation
US5523753A (en) * 1994-09-12 1996-06-04 Minnesota Mining And Manufacturing Company Vehicle detector system with periodic source filtering
US5751225A (en) * 1994-09-12 1998-05-12 Minnesota Mining And Manufacturing Company Vehicle detector system with presence mode counting
FR2811789A1 (fr) * 2000-07-13 2002-01-18 France Etat Ponts Chaussees Procede et dispositif pour classifier des vehicules en categories de silhouettes et pour determiner leur vitesse, a partir de leur signature electromagnetique
WO2002007126A1 (fr) * 2000-07-13 2002-01-24 Laboratoire Central Des Ponts Et Chaussees Procede et dispositif de classification de vehicules
US6865518B2 (en) 2000-07-13 2005-03-08 Laboratoire Central Des Ponts Et Chaussees Method and device for classifying vehicles
CN104821085A (zh) * 2015-05-19 2015-08-05 太原理工大学 一种基于矩形单线圈车速车长测量的方法

Also Published As

Publication number Publication date
EP0089030A3 (fr) 1987-01-28
DE3209377A1 (de) 1983-09-22
DE3209377C2 (de) 1990-08-02

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