72 results about "Highway system" patented technology

A system of mobile units are installed in multiple vehicles in traffic. These mobile units include both wireless communications devices and apparatus that determines the location of each vehicle. Monitoring a vehicle's position as a function of time also reveals the velocity of the vehicle. Position and speed information is periodically broadcast by the vehicles to a central monitoring station and to neighboring vehicles. At the central monitoring station, the collective input of a set of vehicles is processed to provide an instant chart of traffic conditions in the area. Warnings of delays or updates on traffic conditions on the road ahead are then automatically returned to subscribers of the information or are used as part of an Intelligent Vehicle Highway System (IVHS). Neighboring vehicles within a region communicating with one another form a network in which the broadcast information is processed locally on the respective vehicles to estimate possible problems ahead and consider computing an alternate road and / or checking with the central monitoring station for more information. If out of range of the central monitoring station, the vehicles in the network form a local area network for the exchange and update of information, and when any vehicle in the network is within range of the central monitoring station, the local area network data is uploaded to help update the overall traffic information.

A system of mobile units are installed in multiple vehicles in traffic, the vehicles with mobile units being a sample of all vehicles in traffic. These mobile units include both wireless communications devices and apparatus that determines the location of each vehicle. Monitoring a vehicle's position as a function of time also reveals the velocity of the vehicle. Position and speed information is periodically broadcast by the vehicles to a central monitoring station and to neighboring vehicles. At the central monitoring station, the collective input from the sample set of vehicles is processed using statistical analysis methods to provide an instant chart of traffic conditions in the area, the accuracy of said chart being within a range determined by the size of the sample. Warnings of delays or updates on traffic conditions on the road ahead are then automatically returned to subscribers of the information or are used as part of an Intelligent Vehicle Highway System (IVHS). Neighboring vehicles within a region communicating with one another form a network in which the broadcast information is processed locally on the respective vehicles to estimate possible problems ahead and consider computing an alternate road and / or checking with the central monitoring station for more information. If out of range of the central monitoring station, the vehicles in the network form a local area network for the exchange and update of information, and when any vehicle in the network is within range of the central monitoring station, the local area network data is uploaded to help update the overall traffic information.

An intelligent vehicle highway system collects and provides real-time traffic data to a vehicle traveling on a continental roadway network. A digitized continental roadway network has nodes interconnected by links that define a digitized representation of the continental roadway network. To enable intelligent data collection and navigation over large expanses of the continental network, which would otherwise be computationally onerous, the digitized continental roadway network is partitioned into a plurality of digitized roadway subnetworks. The onboard vehicle navigation device has a processor for executing an application that instantiates a subset of the digitized roadway subnetworks in a vicinity of a current position of the vehicle to collect and provide relevant real-time traffic data to the vehicle in a computationally efficient manner.

Methods, apparatus, and business techniques are disclosed for use in distributed communication systems comprising a plurality of communication protocols. In one embodiment a first air interface is used to initiate communication between a wireless client and a remote server at least partially using a first wireless access point. The server sends the wireless client a stub of a distributed object. The stub is used to instantiate an object class. The object class defines an interface that the remote client can use to communicate with the remote server using an upper layer interface. The distributed object stub also provides an implementation of a software radio configuration for a set of lower protocol layers in a second air interface. The wireless client can thereby communicate with a second wireless access point using said second air interface protocol. Exemplary embodiments of the present invention are disclosed that focus on toll-tag and electronic-commerce related highway systems, distributed federated wireless access systems, and wide area wireless system capacity augmentation.

A structure for sheltering and optimizing highway systems includes an arcuate structure extending over a highway and a cover over the structure to create an enclosure. The enclosure protects the highway and users of the highway from rain, snow and sun while the surrounding scenery remains visible to drivers. A number of different additions optimize use of the highway. For example, a plurality of solar panels are layered on the cover and wind turbines are used to create usable energy, an air current generation system reduces wind resistance on vehicles to increase gas mileage, and an elevated rail system transports many persons great distances along the highway.

Methods, apparatus, and business techniques are disclosed for use in distributed communication systems comprising a plurality of communication protocols. In one embodiment a first air interface is used to initiate communication between a wireless client and a remote server at least partially using a first wireless access point. The server sends the wireless client a stub of a distributed object. The stub is used to instantiate an object class. The object class defines an interface that the remote client can use to communicate with the remote server using an upper layer interface. The distributed object stub also provides an implementation of a software radio configuration for a set of lower protocol layers in a second air interface. The wireless client can thereby communicate with a second wireless access point using said second air interface protocol. Exemplary embodiments of the present invention are disclosed that focus on toll-tag and electronic-commerce related highway systems, distributed federated wireless access systems, and wide area wireless system capacity augmentation.

A method and system for providing travel guidance for transportation vehicles traveling on a highway system that comprises highway transceivers (HTs) with limited range placed at selected intervals along the highway. Each transportation vehicle has an automobile transceiver (AT) for receiving and transmitting information using a communication protocol. The HTs have a limited transmission range. The AT may be programmed to selectively present information received from the HTs to a passenger in an automobile. The ATs may also receive information from other transportation vehicles equipped with an AT. The HTs may receive information from all of the transceivers or other transmitters, for example, a GPS satellite transmitter. The HTs may also transmit information to traffic signal units about numbers of vehicles in its transmission pattern.

Methods, apparatus, and business techniques are disclosed for use in distributed communication systems comprising a plurality of communication protocols. In one embodiment a first air interface is used to initiate communication between a wireless client and a remote server at least partially using a first wireless access point. The server sends the wireless client a stub of a distributed object. The stub is used to instantiate an object class. The object class defines an interface that the remote client can use to communicate with the remote server using an upper layer interface. The distributed object stub also provides an implementation of a software radio configuration for a set of lower protocol layers in a second air interface. The wireless client can thereby communicate with a second wireless access point using said second air interface protocol. Exemplary embodiments of the present invention are disclosed that focus on toll-tag and electronic-commerce related highway systems, distributed federated wireless access systems, and wide area wireless system capacity augmentation.

The invention discloses a highway intelligent isolation system, which can make traffic ability on the road optimal and decrease traffic jam according to increase or decrease road numbers in special direction on the special road. The technology scheme is that isolation system comprises isolation fence, central control system and emergency control system. Isolation fence with driving equipment can move automatically and in arbitrary direction by the command received from central and emergency control systems with wireless communication. Emergency control system, with wireless communication can control isolation fence moving directly and obtain the status of isolation fence, and can communicate with central control system and obtain the command from central control system to move the isolation fence. Central control system control isolation fence moving and obtain the status of fence moving by communication net in wireless remote control method, or communicate with emergency control system and control isolation fence moving. The invention is applied in highway system.

Methods, apparatus, and business techniques are disclosed for use in distributed communication systems comprising a plurality of communication protocols. In one embodiment a first air interface is used to initiate communication between a wireless client and a remote server at least partially using a first wireless access point. The server sends the wireless client a stub of a distributed object. The stub is used to instantiate an object class. The object class defines an interface that the remote client can use to communicate with the remote server using an upper layer interface. The distributed object stub also provides an implementation of a software radio configuration for a set of lower protocol layers in a second air interface. The wireless client can thereby communicate with a second wireless access point using said second air interface protocol. Exemplary embodiments of the present invention are disclosed that focus on toll-tag and electronic-commerce related highway systems, distributed federated wireless access systems, and wide area wireless system capacity augmentation.

The electric highway includes at least one electrified lane that may be separated from other non-electrified lanes by a non-elevated strip of dividers, a roadside subsystem that includes a system operation monitoring center that monitors system operation; a plurality of roadside conductor assemblies, each of which includes at least one roadside conductor laid within a coaxial pipe made of a non-magnet field shielding material, and its / their housing in the traffic lane; a roadside part of an on-board part of a lateral location sensor; a plurality of roadside controller each of which includes a power supply assembly, at least one communication device housed in a roadside box, and a plurality of roadside posts with a camera affixed to it. The electric highway system is monitored continuously at the system operation monitoring center.

The invention relates to a wireless charging highway system and a wireless charging automobile. The wireless charging highway system comprises a wireless charging lane (10), and is characterized in that the wireless charging lane (10) is provided with a cable (12) connected to a power grid (11) or a large energy storage system (15) and an underground energy transmitting mechanism; the underground energy transmitting mechanism comprises transmitting coils (13), and the transmitting coils (13) are used for transferring energy. The wireless charging electric automobile comprises an energy pickup mechanism (23), a rectifying and voltage stabilizing module (21), a battery management system BMS (22) and a wireless charging battery pack (24), wherein the energy pickup mechanism (23) comprises a wireless receiving coil (23), the wireless receiving coil (23) is used for receiving induced voltage; the rectifying and voltage stabilizing module (21) is used for performing full-wave rectification, voltage reduction and voltage stabilization processing on the induced voltage, and outputting constant voltage to the battery management system BMS (22); and the wireless charging battery pack (24) is charged through the battery management system BMS (22).

Methods, apparatus, and business techniques are disclosed for use in distributed communication systems comprising a plurality of communication protocols. In one embodiment a first air interface is used to initiate communication between a wireless client and a remote server at least partially using a first wireless access point. The server sends the wireless client a stub of a distributed object. The stub is used to instantiate an object class. The object class defines an interface that the remote client can use to communicate with the remote server using an upper layer interface. The distributed object stub also provides an implementation of a software radio configuration for a set of lower protocol layers in a second air interface. The wireless client can thereby communicate with a second wireless access point using said second air interface protocol. Exemplary embodiments of the present invention are disclosed that focus on toll-tag and electronic-commerce related highway systems, distributed federated wireless access systems, and wide area wireless system capacity augmentation.

An autonomous moving highway system including an elevated guideway having a support pier with a pier cap having a first end, a second end, an upper portion and a lower portion, where the lower portion of the pier cap is attached to the top end of the support pier, a first girder located at the first end of the pier cap and a second girder located at the second end of the pier cap, a first magnetically levitated (maglev) transportation track mounted to a bottom of the first girder and a second maglev transportation track mounted to a bottom of the second girder, a plurality of individual transportation pods, each transportation pod is configured to enclose a vehicle and at least one passenger of the vehicle, a computer control system configured to control power, propulsion, direction and motion of the plurality of transportation pods.

The invention discloses a method and system for highway overcrowding control based on block chain technology, and relates to the technical field of highway overcrowding system. Including the microprocessor and blockchain management system, the microprocessor receives the weight, height, width, and length data information of the data acquisition module; the microprocessor receives the serial number information of the RFID module; the microprocessor and the APP perform data transmission; the microprocessor Data transmission between the processor and the blockchain management system; the traffic police law enforcement recorder and road administration law enforcement recorder output real-time video information to the microprocessor through the APP; the data recording module outputs data information to the microprocessor through the APP; blockchain management The system transmits data with the public security management system, traffic police management system, and local government management systems. Through the role of blockchain technology, the present invention solves the problems of difficult information sharing, untimely information, opaque information, difficult unified coordination, inconsistent standards, lack of continuity in execution, and difficult execution supervision.

A method of controlling a vehicle operating in an Automated Vehicle and Highway System (AVHS) includes: transmitting a driving assistance request to a server in response to satisfaction of a preset condition or in response to a user input; in response to the driving assistance request, receiving a connection request from a drone selected by the server; initiating data transmission and reception for autonomous driving by authenticating the connection request; and performing the autonomous driving using driving assistance data received from the drone. Implementations of the present disclosure may enable improved autonomous driving support for a vehicle having a problem in performing autonomous driving or a manually driven vehicle incapable of driving autonomously. One or more of an autonomous vehicle or a server may be linked to an Artificial Intelligence (AI) module, Unmanned Aerial Vehicle (UAV) robot, Augmented Reality (AR) device, Virtual Reality (VR) device, a 5G service-related device, etc.

The invention relates to a highway system with a vehicle position detection and telling device. Information such as the positions, the speed and the like of specific vehicles on the road surfaces can be detected in real time through various sensors arranged on the road surfaces, road sides or vehicles, and the relevant information of all vehicles are told to vehicles nearby in a broadcasting way after being gathered. On-vehicle computers of the vehicles can simulate vivid road conditions according to the information, and thus, drivers can drive safely in weather with insufficient visibility. Because various defects of detecting the road conditions by self equipment in the prior art are avoided, the fully practical full-automatic vehicle driving system becomes possible.

The invention discloses a highway coordination control method in foggy weather based on a cellular automaton model. According to the control method, a highway system composed of a multi-entrance ramp,a main line, an interchange overpass intersecting with other highways, visibility detection equipment, a wide-area radar, video acquisition and the like is used as an application object, the CAM of all road sections in foggy weather is established according to the technical characteristics of the highway, the maximum speed limit value and the maximum allowable flow of each road section under different visibility are determined, and the maximum speed limit value of each road section and the optimal vehicle release amount of each entrance ramp are determined according to the weather and the information acquired by a traffic flow detection sensing system during specific implementation. On the premise that the traffic safety of the highway is guaranteed, refined fusion management and controlmeasures are implemented, the requirement for quasi-all-weather highway passing is met, the traffic flow of the highway is increased, and unnecessary ramp queuing time is shortened.

An intelligent vehicle highway system collects and provides real-time traffic data to a vehicle traveling on a continental roadway network. A digitized continental roadway network has nodes interconnected by links that define a digitized representation of the continental roadway network. To enable intelligent data collection and navigation over large expanses of the continental network, which would otherwise be computationally onerous, the digitized continental roadway network is partitioned into a plurality of digitized roadway subnetworks. The onboard vehicle navigation device has a processor for executing an application that instantiates a subset of the digitized roadway subnetworks in a vicinity of a current position of the vehicle to collect and provide relevant real-time traffic data to the vehicle in a computationally efficient manner.

The weaving free two level cloverleaf type local interchange for a highway crossing over a street accommodates traffic from a plurality of traveled ways which include a first traveled way for traffic traveling in a first direction, a second traveled way for traffic traveling in a direction opposite to the first direction, a third traveled way for traffic traveling in a direction intersecting the first and second traveled ways, and a fourth traveled way for traffic traveling in a direction opposite to the traffic traveling on the third traveled way. The first and second traveled ways cross over the third and fourth traveled ways. Each of the first and second traveled ways has a design speed compatible to a highway or freeway design speed, or is designed according to highway or freeway design standards. Each of the third and fourth traveled ways has a design speed compatible to the design speed of a street, road, or a conventional highway, or is designed according to the design standards of a street, road, or a conventional highway. In the preferred embodiment, the first traveled way left turn ramp crosses over the third and fourth traveled ways, then crosses under the first and second traveled ways, and finally joins the fourth traveled way. The second traveled way left turn ramp crosses over the third and fourth traveled ways, then crosses under the first and second traveled ways, and finally joins the third traveled way. In the additional embodiment, the third traveled way left turn ramp crosses under the first and second traveled ways, then crosses over the third and fourth traveled ways, and finally joins the first traveled way. The fourth traveled way left turn ramp crosses under the first and second traveled ways, then crosses over the third and fourth traveled ways, and finally joins the second traveled way. The present invention eliminated the highway and street weaving sections. Each fly over or under ramp achieves minimal number of horizontal curve, slope, and sag and crest, which represents better alignment and profile than the one in the interchange in U.S. Pat. No. 4,861,184. Therefore, the present invention has higher efficiency and safety standard than a conventional cloverleaf type local interchange and the interchange in U.S. Pat. No. 4,861,184. The two level configuration, improved ramp geometric design, higher safety, and better efficiency make this interchange a better choice for congested urban highway system.

The weaving free two level cloverleaf type local interchange for a highway crossing under a street accommodates traffic from a plurality of traveled ways which include a first traveled way for traffic traveling in a first direction, a second traveled way for traffic traveling in a direction opposite to the first direction, a third traveled way for traffic traveling in a direction intersecting the first and second traveled ways, and a fourth traveled way for traffic traveling in a direction opposite to the traffic traveling on the third traveled way. The first and second traveled ways cross under the third and fourth traveled ways. Each of the first and second traveled ways has a design speed compatible to a highway or freeway design speed, or is designed according to highway or freeway design standards. Each of the third and fourth traveled ways has a design speed compatible to the design speed of a street, road, or a conventional highway, or is designed according to the design standards of a street, road, or a conventional highway. In the preferred embodiment, the first traveled way left turn ramp crosses under the third and fourth traveled ways, then crosses over the first and second traveled ways, and finally joins the fourth traveled way. The second traveled way left turn ramp crosses under the third and fourth traveled ways, then crosses over the first and second traveled ways, and finally joins the third traveled way. In the additional embodiment, the third traveled way left turn ramp crosses over the first and second traveled ways, then crosses under the third and fourth traveled ways, and finally joins the first traveled way. The fourth traveled way left turn ramp crosses over the first and second traveled ways, then crosses under the third and fourth traveled ways, and finally joins the second traveled way. The present invention eliminated the highway and street weaving sections. Each fly over or under ramp has a better horizontal curve and achieves minimum number of slope, sag and crest, which represents a better geometric design than the one in the interchange in U.S. Pat. No. 4,861,184. The present invention has higher efficiency and safety standard than a conventional cloverleaf type local interchange and the interchange in U.S. Pat. No. 4,861,184. The two level configuration, compact ramp geometric design, higher safety, and better efficiency make this interchange a better choice for congested urban highway system.

A motor vehicle road system with noise being completely isolated is prepared as setting sound proof shed above and along motor vehicle road, building garage on ground at a side of motor vehicle road, laying slow-traffic lane on roof of sound proof shed, setting sound proof plate or sound proof wall at sides of motor vehicle road, building overpass at junction of motor vehicle road and setting sound proof shed above overpass for isolation noise from motor vehicle road completely.

The invention discloses a method for optimizing the total power consumption for LQG (linear quadratic Gaussian) control and communication. The method aims to solve problems in the aspect of vehicle guiding control in an automatic road system. The method has the advantages that a simple amplification transmission strategy is adopted, the sum of power consumption for LQG control performance and power consumption for communication is minimized by the aid of the design for control signals and an offline design for amplification coefficients, and accordingly the total power consumption for LQG control and communication is optimized.

A computerized system onboard a vehicle for automatic radar-based vehicle guidance includes a front-looking radar sensing module. The front-looking radar sensing module comprises a pair of radar sensors. The pair of radar sensors are placed at front of vehicle. The pair of radar sensors emits radar waves at a specified radar frequency and senses reflected radar waves. The radar waves are reflected by a set of radar reflectors placed at the side of a roadway at a distance ahead of the vehicle on the roadway. The front-looking radar sensing module obtains a reflected-radar information from the pair of radar sensors and determines the distance between the vehicle and the radar reflectors ahead of the vehicle at a specified time.

The invention relates to the technical field of intelligent road traffic, in particular to an intelligent highway system based on photovoltaic energy storage and a wireless charging technology and a charging method. The intelligent highway system comprises an electric automobile receiving unit, and further comprises a pavement transmitting unit, wherein the pavement transmitting unit comprises a top tempered glass layer and a bottom foundation layer as well as an LED lighting layer, a solar photoelectric layer and a wireless charging layer which are successively arranged between the tempered glass layer and the foundation layer from top to bottom; the LED lighting layer, the solar photoelectric layer and the wireless charging layer are electrically connected; electric energy is transmitted between the wireless charging layer and the electric automobile receiving unit by resonant magnetic coupling. The intelligent highway system runs safely and reliably. Wireless charging is carried out by the surface of a highway. Compared with a ground facility, the intelligent highway system does not occupy ground space, and therefore, construction and maintenance costs can be reduced. An electric automobile does not require to be stopped when charged, and can be charged during running, and is speedy and convenient to charge, and charging at any time in any places is possible. Solar energy which serves as energy is environmentally friendly.

The invention discloses a smart highway system. The system comprises a fixed point monitoring unit and a mobile monitoring unit; the mobile monitoring unit comprises an unmanned aerial vehicle and a ground control unit, a photographing device is arranged on the unmanned aerial vehicle, the unmanned aerial vehicle comprises a control module and a wireless signal transmission unit, and the photographing device is connected with the control module; the invention further provides the mobile monitoring unit based on the smart highway. The mobile monitoring unit comprises a box and an unmanned aerial vehicle arranged inside the box, and the photographing device is arranged on the unmanned aerial vehicle. By adopting the technical scheme, the unmanned aerial vehicle is monitored, the unit is notlimited by ground conditions, navigation monitoring can be performed within the voyage of the unmanned aerial vehicle, the monitoring road section and the monitoring time are selected flexibly, and therefore overspeed, illegal parking, call receiving and calling and other illegal behaviors of vehicles within the non-fixed-point monitoring region can be controlled, and the road traffic safety is improved.

The invention discloses an entrance dynamic weighing road tolling system. In the system, a dynamic weighing device (7) is arranged behind an automatic tolling card acquirer or a manual card distribution window (4) at a highway entrance, and is separated from the tolling card acquirer or the card distribution window by an automatic rail (5) so as to avoid card number and weighing data pairing confusions caused by the continuous passage of vehicles. Card acquisition or card distribution and dynamic weighing are continuous related operations corresponding to each other one to one, so card numbers can correspond one to one to the dynamic weighing data of the vehicles at a toll gate of a highway exit by utilizing the conventional data networking function of a highway system to realize weighing tolling. The dynamic weighing device of the system only requires a relatively shorter guiding area so as to solve the problems of requirements of the conventional weighing tolling system on a relatively longer isolated island (2). The system realizes automatic weighing by utilizing the network communication function of the highway system so as to increase the passing speed of the vehicle.

The present invention relates to a mechanically steered articulating dolly transport system for transporting large structures such as a drilling mast over the federal highway system. Generally, the invention relates to an articulating dolly system that utilizes a unique mechanical system for steering a first dolly with a path generated by the movement of the load held by the second dolly. More particularly, the invention provides a front dolly steered by a non-rotatable front steering frame, a rear dolly having a pivotally mounted turntable and a pair of steering links connected between the respective sides of the front steering frame and the turntable. The left steering link and the right steering link are located in a first plane. One or both of the turntable and the steering frame being located on a second plane that is not the first plane. Moment forces generated between plane one and plane two elastically deform one or both of the steering frame and the turntable to permit the transport system to make a left-hand or right-hand turn.

The present invention relates to a mechanically steered articulating dolly transport system for transporting large structures such as a drilling mast over the federal highway system. Generally, the invention relates to an articulating dolly system that utilizes a unique mechanical system for steering a first dolly with a path generated by the movement of the load held by the second dolly. More particularly, the invention provides a front dolly steered by a non-rotatable front steering frame, a rear dolly having a pivotally mounted turntable and a pair of steering links connected between the respective sides of the front steering frame and the turntable. The left steering link and the right steering link are located in a first plane. One or both of the turntable and the steering frame being located on a second plane that is not the first plane. Moment forces generated between plane one and plane two elastically deform one or both of the steering frame and the turntable to permit the transport system to make a left-hand or right-hand turn.