• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A system and method for monitoring personal mobility vehicles in urban environments comprising a double magnetic loop (1) arranged in a personal mobility vehicle passage zone and connected with an oscillator circuit (2); a phase tracking loop (3); a signal conditioning circuit (4) and a signal processor (5); where the signal processor (5) is configured to calculate the temporal variation of the voltage (V (t), V'(t)) produced in the phase tracking loop (3) and due to a variation in the frequency of oscillation of the double magnetic loop (1) when at least one personal mobility vehicle passes said double magnetic loop (1); and establishing the type, speed, direction of movement and length of the personal mobility vehicle that has generated the variation in the frequency of oscillation of the double magnetic loop (1). (Machine-translation by Google Translate, not legally binding)
    公开号:ES2823373A1
    申请号:ES202031271
    申请日:2020-12-18
    公开日:2021-05-06
    发明作者:Salcedo Antonio Mocholí；Berenguer Ferran Mocholí；Millana Antonio Martinez；Fuster Clara Perez；Gomez Carlos Moyano
    申请人:Universidad Politecnica de Valencia；
    IPC主号:
    专利说明:

    [0004] Technical field
    [0006] The present invention refers to a system and a method for monitoring personal mobility vehicles in urban environments, including monitoring the presence, counting, type, speed, direction of movement and length of said vehicles.
    [0008] State of the art
    [0010] New technologies applied to the automotive industry, new forms of mobility and the sharing economy are changing the way in which the population approaches the world of transport in urban environments. In fact, in recent years electric personal mobility vehicles have proliferated massively in the main capitals of the world, which has forced the rapid drafting of various regulations to control and manage their use efficiently and guarantee a safe coexistence with the rest of the world. the users. Another current trend is to convert conventional cities into large smart cities ( "Smart Cities") in which the use of combustion vehicles has to be drastically reduced, replacing their use by that of electric vehicles and personal mobility vehicles. Furthermore, it is a declared objective for society to bet more and more on renewable energies, reducing pollution, offering a higher quality of life and making possible the existence of a large number of networked devices (the so-called "internet of things ») In such a way that cities are practically sensorized.
    [0012] In this specification, "personal mobility vehicles" shall be understood as those cataloged by the General Directorate of Traffic (DGT) in Instruction 16 / V-124: http://www.dgt.es/Galerias/seguridad-vial /normativa-legislacion/otrasnormas/modificaciones/2016/Instr_16_V_124_Vehiculos_Movilidad_Personal.pdf
    [0014] The proliferation of personal mobility vehicles has had a considerable impact on the modes of travel in major cities around the world, since they are cheap, light, environmentally friendly and, moreover, do not require administrative permits to be able to circulate with them. However, the hidden reality shows that their adaptation is proving problematic. In fact, the increase in the number of vehicles and their coexistence with the rest of the users and means of transport is already beginning to be reflected in the accident data. The number of accidents caused by personal mobility vehicles in recent years has been increasing gradually. Consequently, the efficient management and control of traffic in the main cities is becoming a great challenge for the bodies responsible for mobility and public order. In addition, the recent pedestrianization and traffic restriction ordinances have further complicated the situation, since they have decreed areas in which circulation by personal mobility vehicles is strictly prohibited, so access control systems would also be required. to manage and verify said imposition.
    [0016] Currently there are a large number of road sensors based on magnetic loop configurations and different electronic units for monitoring basic road data such as the number and type of vehicles that travel the roads, the speed at which the vehicles circulate or the direction in which they do. However, all these configurations, as well as their electronic measurement circuits, are specifically designed for the monitoring of classic combustion vehicles on urban and interurban roads and not for personal mobility vehicles, generally smaller and lighter.
    [0018] The classic loop configurations are made up of 2x2 meter magnetic loops, which are mostly installed in dual systems made up of two loops per lane, as this arrangement allows a greater amount of information to be obtained. In addition, due to its geometric and electromagnetic characteristics, the oscillation frequency of the sensor system is usually between 100 and 200 kHz, which is a low working frequency that facilitates sampling, capture and signal processing.
    [0020] In recent years, new models of loops with different configurations have been presented, the double loop being one of the newest arrangements, since it manages to eliminate the dual systems indicated in the previous paragraph by installing a single double loop. This innovation has the advantage of reducing the margin of error in speed calculation compared to previous systems. However, dual-turn models are still designed to monitor and extract road data from combustion vehicles. Also, dual systems cannot be used to monitor personal mobility vehicles due to their geometric and electromagnetic characteristics.
    [0022] Furthermore, the electronic signal processing units of the state of the art are also not valid for monitoring personal mobility vehicles. Current signal processing systems obtain frequency measurements directly through time windows and pulse counting, causing the measurements to be feasible only for loops used in urban roads and combustion vehicles, since the range of working frequencies is low, such as indicated, between 100 kHz and 200 kHz. On the other hand, when the double loops are moved to the bike lanes to monitor the personal mobility vehicles, a series of problems appear. Thus, reducing the size of the loop causes the working frequency to increase significantly - the oscillation frequency of the system is inversely proportional to the size of the loops, making existing commercial equipment for traffic monitoring through loops to be totally unusable.
    [0024] US6360163B1 describes a vehicle detector comprising: (a) a loop sensor having inductance and resonant frequencies that change according to changes in loop inductance caused by passing vehicles; (b) a PLL ( Phase-Locked Loop, literally "phase-locked loop") connected to said loop sensor that outputs vehicle detection signals upon detecting changes in the resonant frequencies of said loop sensor; (c) a frequency shift detector that is connected to said loop sensor in parallel to said PLL; (d) a microprocessor including a logic circuit whose output is generated using signals from said PLL and said frequency shift detector and which determines vehicle detection based on the output of said logic circuit.
    [0026] In US 2002175833 (A1) an apparatus and method for activating an inductance loop vehicle detection system is described, in which a magnet is attached to a vehicle. To activate the inductance loop vehicle detection system, the vehicle and attached magnet are moved relative to an induction loop embedded in a roadway. A reaction between the magnet and the induction loop causes the inductance loop's vehicle detection system to register the presence of a vehicle.
    [0028] Finally, document GB2138613A describes an inductive loop presence detector, which comprises an inductive loop to detect the presence of an object to be detected, a loop oscillator having said inductive loop connected to it as a element that determines the frequency of oscillation, detection circuits to detect changes in the frequency of the loop oscillator due to the movement of an object to be detected in the vicinity of said loop, and a filter network inserted between the output of the loop oscillator and the input of said detection circuit to attenuate crosstalk due to mutual interference between a plurality of inductive loop detectors.
    [0030] None of the previous documents describes the use of double loops with a high frequency range (between 400 kHz and 800 kHz) that allows the extraction of all types of road data corresponding exclusively to personal mobility vehicles.
    [0032] However, despite the previous problem, which derives directly from the proliferation of these new forms of transport together with the speed and safety restrictions of the new municipal ordinances, there are still no systems or methods specifically designed and tested to control, manage and verify the impact and correct compliance with traffic regulations by users of personal vehicles. As has been described, there are different road sensors in urban environments, but they do not make it possible to systematically discriminate the type of personal mobility vehicles or precisely determine the speed at which they move. In addition, it should be taken into account that the speeds established for each type of vehicle and / or each type of road may vary, complicating the measurement scenario.
    [0034] Explanation of the invention
    [0036] An object of the present invention is a system configured with a plurality of road sensors and intelligent sensors specifically intended for the monitoring of personal mobility vehicles that are capable of: (a) controlling and managing the use of said vehicles efficiently; (b) guarantee the correct coexistence of personal mobility vehicles with other users of public roads; (c) provide optimal levels of security; and (d) verify compliance with current regulations. These objects are achieved by the system of claim 1 and the method of claim 5. Other practical embodiments of the present invention are described in the dependent claims.
    [0038] More specifically, the monitoring system for personal mobility vehicles in urban environments that comprises a double magnetic loop arranged in a zone of passage of personal mobility vehicles and connected with an oscillator circuit; where the set double magnetic loop and oscillator circuit, in turn, is connected with a phase tracking loop; a signal conditioning circuit connected to the output of the phase tracking loop and a signal processor.
    [0040] The system is characterized in that the signal processor is configured to calculate the temporal variation of the voltage (V (t), V '(t)) produced in the phase tracking loop and due to a variation in the frequency of oscillation. of the double magnetic loop when at least one personal mobility vehicle passes said double magnetic loop; and establish based on the calculation of the temporary variation of the voltage (V (t), V '(t)), the type, speed, direction of movement and length of the personal mobility vehicle that has generated the variation in the oscillation frequency of the double magnetic loop.
    [0042] On the other hand, the method of monitoring personal mobility vehicles in urban environments that is implemented in an agreement system described above and that is characterized by comprising the stages of:
    [0043] detect whether or not there is a voltage variation in a double magnetic loop installed in an area where personal mobility vehicles pass through;
    [0044] detecting the presence of a vehicle when there is a voltage variation in the double magnetic loop;
    [0045] Obtain a magnetic profile of the vehicle that is a measure of voltage as a function of time V ( t) which allows calculating its derivative V ' ( t) to calculate the maximum and minimum of the function V ( t) and establish, at least:
    [0046] (a) the classification and typology of the personal mobility vehicle;
    [0047] (b) the speed and length of the personal mobility vehicle as it passes over the loop; (c) the direction of movement of the personal mobility vehicle; Y
    [0048] (d) density of vehicles in a certain area.
    [0050] The main novelty that the invention provides compared to the known state of the art consists of a new configuration of the information acquisition and processing system based on a double loop capable of monitoring personal mobility vehicles.
    [0052] The double loop is specific for cycle lanes, while the electronic unit is configured to discriminate the type of personal mobility vehicles and determine their speed and direction of movement thanks to the fact that it operates in a higher frequency range (between 400 kHz and 800 kHz). kHz) than those described in the state of the art (100-200 kHz).
    [0053] The operation of the system is based on the variation of the inductance that is registered in the turns during the passage of the vehicles on these. These detectors are buried in the pavement and connected to an electronic unit containing an oscillator circuit, which is usually located in a cabin on the nearest sidewalk. In this way, when a vehicle or any object built with ferromagnetic materials crosses the magnetic field generated around the turns, there is a decrease in the magnetic field due to the eddy currents induced in it, which cause, in turn, a decrease in the inductance of the loop.
    [0055] The starting point for the detection and extraction of information is based on observing the variation of the oscillation frequency of the system during the passage of the vehicles on the loops as a function of time. This achieves what is commonly known as the "magnetic vehicle profile". This magnetic footprint depends mainly on parameters related to the vehicle, such as its length, engine position or number of axles, among others. Therefore, what is really useful is that the magnetic profile is different for each type of vehicle, which makes it possible to count them, classify them, extract information, estimate traffic density and control vehicle access to certain regulated areas.
    [0057] Due to the increase in the working frequency due to the dimensions of the new configuration, the invention implements a phase tracking loop to detect the passage of vehicles on the loops and thus extract the magnetic profile of the vehicles. Thus, the present invention is optimized for use in cycle lanes and in personal mobility vehicles other than combustion vehicles. Furthermore, although the electronic units made up of PLL circuits described in the state of the art allow detecting the passage of a vehicle, under no circumstances does it allow us to discriminate their typology or find out the speed and direction of traffic, which is possible. allows the present invention thanks to the signal processing used.
    [0059] Throughout the description and the claims, the word "comprises" and its variants are not intended to exclude other technical characteristics, components or steps. For those skilled in the art, other objects, advantages and characteristics of the invention will emerge partly from the description and partly from the practice of the invention. The following usage examples and associated figures are provided by way of illustration and not limitation. Furthermore, the present invention covers all possible combinations of particular and preferred embodiments indicated herein.
    [0060] Brief explanation of the drawings
    [0062] A series of drawings that help to better understand the invention and that expressly relate to an embodiment of said invention, which is illustrated as a non-limiting example thereof, will now be described very briefly.
    [0064] FIG. 1 shows a diagram of the monitoring system for personal mobility vehicles in urban environments, object of the present invention.
    [0066] FIG.2 shows a diagram of the monitoring method implemented in the system of FIG1 and which is another object of the present invention.
    [0068] FIG. 3 shows a series of representative curves of a magnetic profile generated by a personal mobility vehicle in the system of fig. 1 when the method of fig. 2 is applied.
    [0070] Detailed explanation of an embodiment of the invention
    [0072] As explained throughout this specification, the purpose of the system and method of monitoring personal mobility vehicles (MVP) in urban environments is not only to detect the presence of an MVP (which we remember are those in accordance with instruction 16 / V-124 of the DGT) but also, obtain all kinds of information about this vehicle, such as speed, typology, direction of movement and length by means of a double loop (1) arranged under the pavement of an urban road connected to an electronic unit (2 to 5) configured to process the data from the loop.
    [0074] By personal mobility vehicles, as indicated, those described in instruction 16 / V-124 of the Spanish General Directorate of Traffic (DGT) and, in general, refer to any vehicle with electric, human or mixed traction. electric-human that cannot be classified as motor vehicles and are intended for use on specific urban roads (for example, bike lanes) or generic, including in some cases sidewalks. Therefore, the present invention aims to exclude from its use any vehicle classified as a motor vehicle, defined as mechanical traction vehicles with a combustion engine, hybrid engine or electric motor classified as motor vehicles (cars, large-displacement motorcycles, buses or trucks, all of them with and without a trailer).
    [0076] In the present invention, the double magnetic loop (1) has been geometrically modified, since in general it has maximum measurements of 0.5 x 0.4 meters, with a number of turns between 5 and 8, as well as an oscillation frequency between 400 kHz and 800 kHz. As the size of the turns has been reduced, they work at approximately 400 kHz in the absence of MVP, which increases by about 3% when the MVPs exceed the turn. However, these values are adjustable depending on the scenario and the specific application of the system.
    [0078] As can be seen in fig. 1, the system object of the present invention comprises a double magnetic loop (1) which in a particular non-limiting embodiment has measurements of 48x32 centimeters with 7 turns in the inner and outer loops. This double magnetic loop (1) is connected to an oscillator circuit (2) implemented with a NAND logic gate.
    [0080] The double magnetic loop assembly (1) and the oscillator (2) are connected with a phase-tracking loop or PLL circuit (3) designed with a Lead-Lap filter and a voltage or VCO controlled oscillator configured to provide variations of voltage as a function of the oscillation frequency of the system.
    [0082] Finally, the phase tracking loop (3) is connected to a signal conditioning circuit (4) specifically implemented with an instrumentation amplifier. The conditioned signal then passes to a signal processor (5) that digitizes and processes the signal using different algorithms, obtaining as a result the road parameters indicated above, that is, speed, typology, direction of movement and length of the vehicle.
    [0084] In general, the presence of at least one personal mobility vehicle on the double magnetic loop (1) causes a decrease in the inductance of the loop, which in turn produces a frequency modulation, that is, an increase in the oscillation frequency of the complete system. In the known systems of the state of the art, measurements are taken directly of the value of the oscillation frequency of the system and thus the characteristic magnetic footprint of each vehicle is obtained. In contrast, the system of the invention obtains the same magnetic profile by measuring the voltage, since as described above, the phase tracking loop (3) provides voltage levels equivalent to the frequency deviation caused by the passage of a personal mobility vehicle over the double magnetic loop (1).
    [0085] The signal processor (5) comprises a processing logic unit and a memory or memories that store a program or programs composed of a plurality of instructions that, when executed by the processing logic unit, cause the signal processor (5) run the method in figure 2, which is explained in more detail below.
    [0087] As can be seen in figure 2, first and from the resting point (2.1), the processor (5) detects whether or not there is a voltage variation (2.2). If there is no voltage variation, the processor (5) remains at rest (2.1). However, if there is a voltage variation (2.2) the presence of a vehicle (2.3) is detected and a magnetic profile of the vehicle (2.4) is obtained.
    [0089] This magnetic profile is a measure of voltage as a function of time V ( t) (2.5) which allows calculating its derivative V ' ( t) (2.6) to calculate the maximum and minimum (2.7) of the function V ( t) and establish, at least: (a) the classification and typology of the personal mobility vehicle; (b) the speed and length of the personal mobility vehicle as it passes over the loop (1); (c) the direction of movement of the personal mobility vehicle; and (d) density of vehicles in a certain area.
    [0091] Figure 3 shows different curves of a magnetic profile of a non-limiting example of a personal mobility vehicle. The curves represent two functions V (t) and V '(t) for two different speeds (the two upper curves are slower and the two lower curves faster). These curves are the graphic representation of the magnetic fingerprint detected by the signal processor (5) and correspond to the temporal function of the voltage (V (t)) and its derivative (V '(t)).
    [0093] Thus, in each graph the essential ABC parts of a non-limiting example of an electric personal mobility vehicle (specifically, an electric scooter) are indicated and that are the parts that cause the greatest variations in inductance in the double magnetic loop (1) and, therefore, to be reflected in the magnetic profiles shown in the curves of figure 2. These parts, referred to in this non-limiting example as ABC are the following: (A) motor integrated in the front wheel, stator with windings copper, ferrite rotor and aluminum housing; (B) aluminum compartment where lithium batteries and power electronics are housed; and (C) rear wheel with aluminum rim and brake disc.
    [0095] Figure 3, as indicated, represents four curves, where the first two (two upper) correspond to the magnetic profile generated by the personal mobility vehicle at low speed and its corresponding derivative and the following two (two lower curves) correspond to the profile generated by the same vehicle, but at a higher speed and its corresponding derivative.
    [0097] Thus, in the first place, it is observed how the first step obtained (A) corresponds to the motorized wheel. This wheel achieves a more abrupt variation in tension than the rear wheel (point C) because the front wheel (A) contains the motor, which contains copper windings and more ferromagnetic material than the rear wheel (C). In addition, it can be said that the motor creates a magnetic field that causes this change to be much more pronounced.
    [0099] On the other hand, it is observed how (B) forms a "plateau" in tension because it is located at the base of the personal mobility vehicle. In other words, the vehicle is fully on top of the double magnetic loop (1). Between the points (A) and (B) indicated in the graphs, you can see the moment in which the main wheel has crossed the last section of the loop (1), as well as between the points (B) and (C) It is observed how the rear wheel enters the double magnetic loop (1). These two slopes are also different due to the different amount of ferromagnetic material present on the two wheels. This can be better appreciated at point (C) where only the rear wheel remains inside the double magnetic loop (1).
    权利要求:
    Claims (5)
    [1]
    1. A monitoring system for personal mobility vehicles in urban environments comprising a double magnetic loop (1) arranged in an area where personal mobility vehicles pass through and connected to an oscillator circuit (2); where the set of double magnetic loop (1) and oscillator circuit (2), in turn, is connected with a phase tracking loop (3); a signal conditioning circuit (4) connected to the output of the phase tracking loop (3) and a signal processor (5);
    where the system is characterized by the signal processor (5)
    is configured to calculate the temporal variation of the voltage (V (t), V '(t)) produced in the phase tracking loop (3) and due to a variation in the oscillation frequency of the double magnetic loop (1 ) when at least one personal mobility vehicle passes said double magnetic loop (1); Y
    establish, based on the calculation of the temporary variation of the voltage (V (t), V '(t)), the type, speed, direction of movement and length of the personal mobility vehicle that has generated the variation in frequency oscillation of the double magnetic loop (1).
    [2]
    2. The system according to claim 1 wherein the double magnetic loop (1) has maximum measurements of 0.5 x 0.4 meters, with a number of turns between 5 and 8 and an oscillation frequency between 400 kHz and 800 kHz.
    [3]
    The system according to claims 1 or 2 wherein the phase tracking loop (3) comprises at least a Lead-Lap filter and a voltage or VCO controlled oscillator; and where the phase tracking loop (3) is configured to provide voltage variations as a function of the oscillation frequency of the assembly formed by the double magnetic loop (1) and the oscillator circuit (2).
    [4]
    4. The system according to any one of the preceding claims, wherein the signal processor (5) comprises a logical processing unit and a memory or memories that store a program or programs composed of a plurality of instructions that, when executed by the logic processing unit make the signal processor (5):
    Obtain a magnetic profile of the vehicle, which is a measure of voltage as a function of time V ( t) which allows calculating its derivative V ' ( t) to calculate the maximum and minimum of the function V ( t) and establish, in function of these maximums and minimums at least:
    (a) the classification and typology of the personal mobility vehicle;
    (b) the speed and length of the personal mobility vehicle as it passes over the loop (1);
    (c) the direction of movement of the personal mobility vehicle; Y
    (d) density of vehicles in a certain area.
    [5]
    5. A method of monitoring personal mobility vehicles in urban environments that is implemented in a system according to any one of claims 1 to 4 characterized in that it comprises the steps of:
    detecting whether or not there is a voltage variation (2.2) in a double magnetic loop (1) installed in a passage area for personal mobility vehicles;
    detect the presence of a vehicle (2.3) when there is a voltage variation (2.2) in the double magnetic loop (1)
    obtain a magnetic profile of the vehicle (2.4) which is a measure of voltage as a function of time V ( t) (2.5) which allows calculating its derivative V ' ( t) (2.6) to calculate the maximum and minimum (2.7) of the function V ( t) and set, at least:
    (a) the classification and typology of the personal mobility vehicle;
    (b) the speed and length of the personal mobility vehicle as it passes over the loop (1);
    (c) the direction of movement of the personal mobility vehicle; Y
    (d) density of vehicles in a certain area.
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    同族专利:
    公开号 | 公开日
    ES2823373B2|2022-01-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO1997029468A1|1996-02-06|1997-08-14|Diamond Consulting Services Limited|Road vehicle sensing apparatus and signal processing apparatus therefor|
    US6360163B1|1999-01-22|2002-03-19|Dong-Il Cho|Vehicle detector using a loop sensor|
    WO2004032089A1|2002-10-02|2004-04-15|Golden River Traffic Limited|Verification of loop sensing devices|
    WO2007014573A1|2005-08-01|2007-02-08|Pirelli & C. S.P.A.|Method and system for sensing the velocity of moving objects|
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    优先权:
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