WO2010134824A1

WO2010134824A1 - Driving assistance device and vehicle system

Info

Publication number: WO2010134824A1
Application number: PCT/NO2010/000183
Authority: WO
Inventors: Per Magnussen
Original assignee: Modulprodukter As
Priority date: 2009-05-20
Filing date: 2010-05-18
Publication date: 2010-11-25
Also published as: GB2472969B; GB2472969A; GB201100179D0

Abstract

A vehicle system (10) comprises a database (20) coupled by wireless communication to one or more vehicles (40) for assisting one or more respective drivers thereof in respect of vehicle navigation, vehicle frictional grip and vehicle speed. Each vehicle (40) includes a data processing arrangement (60), a sensor arrangement (70; 140- 165, 390-410) for sensing environmental physical conditions in a spatially neighbouring region to the vehicle (40) and/or in portions of the vehicle (40), a wireless communication arrangement (90, 100, 110) for exchanging data between vehicle (40) and the database (20) and/or directly between the vehicle (40) and other similarly equipped vehicles (40), a speed control and/or speed input arrangement (80; 1100) for receiving speed indications from a driver of the vehicle (40) and/or providing speed indications to the driver, and a satellite and/or mobile telephone network position determining arrangement (110) for determining a spatial location of the vehicle (40) on a surface region of the Earth.

Description

DRIVING ASSISTANCE DEVICE AND VEHICLE SYSTEM

Field of the invention

The present invention relates to driving assistance devices, for example known as "electronic driving partner", abbreviated to "EDP". Moreover, the invention concerns vehicle systems including one or more aforesaid driving assistance devices. Furthermore, the invention relates to methods of operating aforesaid vehicle systems.

Background to the invention

Global position system (GPS) units for mounting on dash-boards of vehicles are now well known. Manufacturers of such units include companies such as TomTom and Garmin, although there are numerous other manufacturers. Each of these GPS units typically includes a GPS receiver for receiving synchronized signals from a geostationary constellation of GPS satellites; the satellites transmit GPS signals at mutually different carrier frequencies in a temporally synchronized manner. An output signal of the GPS receiver is coupled to a microcontroller for enabling the microcontroller to compute a spatial position of the GPS receiver upon a surface of the Earth. Moreover, the microcontroller is coupled to an associated data memory in which map data is stored, and also to a graphical display which is operable to receive data from the microcontroller for presenting map information depending upon the spatial position computed by the microcontroller based on the signals received from the GPS receiver. Additionally, each GPS unit optionally allows planning of travel routes, and is capable of providing its vehicle driver with travelling directions in a dynamic manner during driving activities. However, such GPS units generally are not able to take into consideration driving conditions in a spatial region of their GPS receivers and are also not able to provide vehicle drivers with warnings of traffic conditions which are likely to be encountered along a route of travel, for example accidents which may spontaneously arise.

Summary of the invention

The present invention seeks to provide a driving assistance device which is capable of providing greater assistance-type functionality to users in comparison to contemporary GPS units adapted for mounting on dash-boards of vehicles or built into dash-boards of vehicles.

Additionally, the present invention seeks to provide a driving assistance device for requiring a driver of a vehicle to confirm by way of a physical response that a given suggestion of a speed limit in a given traffic zone is appropriate, for example to press "OK" in respect of a given speed indication, before being allowed by the system to start the vehicle. Such a functionality of the system is susceptible to being used as a form of intoxication hindrance, namely if the driver is severely intoxicated so that his/her cognitive abilities are significantly impaired, the system requires the driver to think cognitively in order to be able to activate his/her vehicle. Such operation prevents inebriated drivers who are totally cognitively impaired as a consequence of consumption of alcohol from driving their vehicles with potentially severely damaging consequences.

Additionally, the present invention seeks to provide a driving assistance device for computing under conditions of normal driving of a vehicle an optimal use of fuel and/or energy in relation to driving terrain and decreed speed limits.

According to a first aspect of the present invention, there is provided a vehicle system as defined in appended claim 1 : there is provided a vehicle system comprising a database coupled by wireless communication to one or more vehicles for assisting one or more respective drivers thereof in respect of vehicle navigation, vehicle frictional grip and vehicle speed, characterized in that each vehicle includes: (i) a data processing arrangement;

(ii) a sensor arrangement for sensing environmental physical conditions in a spatially neighbouring region to the vehicle and/or in portions of the vehicle, wherein the sensor arrangement is coupled to the data processing arrangement; (iii) a wireless communication arrangement for exchanging data between the data processing arrangement of the vehicle and the database and/or directly between the vehicle and other similarly equipped vehicles;

(iv) a speed control and/or speed input arrangement for receiving speed indications from a driver of the vehicle and/or providing speed indications to the driver, the speed control and/or speed input arrangement being coupled to the data processing arrangement;

(v) a satellite and/or mobile telephone network position determining arrangement for determining a spatial location of the vehicle on a surface region of the Earth, the position determining arrangement being coupled to the data processing arrangement; wherein the system is operable to perform one or more of following functions:

(i) generating sensor signals for generating electronic map data which associates sensor signals with corresponding vehicle positions as determined using the position determining arrangement, the electronic map data being usable for at least one of: for navigation purposes in the vehicle, for communicating to the database for database purposes and/or for communicating to other vehicles for navigation purposes, the electronic map data being useable for providing indications of at least one of: driving route, driving conditions, accidents, speed restrictions;

(ii) providing position data directly by wireless from the vehicle to other compatible vehicles to exchange spatial position information therebetween for assisting the vehicles to navigate and/or avoid road hazards;

(iii) providing speed recommendations to a driver of the vehicle dependent upon a navigated spatial position of the vehicle for assisting the driver to operate within recommended speed limits and/or speed limit ranges; and

(iv) generating speed recommendation data as a function of navigated position of the vehicle for generating electronic speed restriction data with corresponding vehicle positions as determined using the positions determining arrangement, the speed recommendation data being usable in at least one of: the vehicle for speed control purposes, communicated to the database for database purposes and/or for communicating to other vehicles for speed control purposes.

The invention is of advantage in that the system is capable of synergistically providing functionalities of vehicle navigation, vehicle speed control and vehicle friction monitoring/recommendation which is capable of rendering driving of vehicles easier, safer and more economical. The present invention is capable of assisting vehicle drivers, namely capable of function in a manner akin to a "personal electronic driving assistant".

Optionally, in the vehicle system, the vehicle is operable to navigate in one or more navigation modes:

(a) in a first mode by comparing signals generated by the sensor arrangement with map data, the map data including an indication of expected signals generated by a sensor arrangement in combination with position indications whereat the expected signals pertain; and (b) in a second mode by using at least one of: mobile telephone network wireless infrastructure (cell net), geostationary satellite position references. Optionally, the vehicle system is operable to provide recommended speed information to a driver of the vehicle by at least one of: visual feedback, audio feedback, tactile feedback. Optionally, in the vehicle system, the sensor arrangement includes optical sensors and/or microwave sensors for monitoring road surface friction conditions.

Optionally, in the vehicle system, the database is operable to function as a central portal for distribution of information including at least one of: (a) map information including expected sensor signals as a function of spatial position within one or more geographical maps for presentation in the vehicle;

(b) speed information as a function of spatial position within one or more geographical maps;

(c) road driving condition data as a function of spatial position within one or more geographical maps for presentation in the vehicle.

Optionally, the vehicle system includes one or more electric vehicle recharging service facilities operable to communicate with the database, and wherein the database is operable to receive messages from one or more vehicles regarding their energy charging state, and to return messages to the one or more vehicles regarding locations and/or routes to one or more service facilities which are capable of servicing the one or more vehicles concerning recharging with energy. Such an implementation of the invention is mutatis mutandis also applicable to fossil fuels. According to a second aspect of the invention, there is provided a portal database arrangement adapted to function as a database for use in a system pursuant to the first aspect of the invention.

According to a third aspect of the invention, there is provided an on-board driving assistance device for assisting a driver of a vehicle operating in cooperation with a database of a system pursuant to the first aspect of the invention, wherein the device includes:

(i) a data processing arrangement; (ii) a sensor arrangement for sensing environmental physical conditions in a spatially neighbouring region to the vehicle and/or portions of the vehicle, wherein the sensor arrangement is coupled to the data processing arrangement;

(iii) a wireless communication arrangement for exchanging data between the data processing arrangement of the vehicle and the database and/or directly between the vehicle and other similarly equipped vehicles;

(iv) a speed control and/or speed input arrangement for receiving speed indications from a driver of the vehicle and/or providing speed indications to the driver, the speed control and/or speed input arrangement being coupled to the data processing arrangement; and

(v) a satellite and/or mobile telephone network position determining arrangement for determining a spatial location of the vehicle on a surface region of the Earth, the position determining arrangement being coupled to the data processing arrangement.

According to a fourth aspect of the invention, there is provided a software product recorded on a machine-readable data storage medium, the software product being executable on computing hardware of a driving assistance device pursuant to the third aspect of the invention.

According to a fifth aspect of the invention, there is provided a method of operating a vehicle system comprising a database coupled by wireless communication to one or more vehicles for assisting one or more respective drivers thereof in respect of vehicle navigation, vehicle frictional grip and vehicle speed, characterized in that each vehicle includes:

(i) a data processing arrangement;

(ii) a sensor arrangement for sensing environmental physical conditions in a spatially neighbouring region to the vehicle and/or in portions of the vehicle, wherein the sensor arrangement is coupled to the data processing arrangement;

(iv) a speed control and/or speed input arrangement for receiving speed indications from a driver of the vehicle and/or providing speed indications to the driver, the speed control and/or speed input arrangement being coupled to the data processing arrangement; (v) a satellite and/or mobile telephone network position determining arrangement for determining a spatial location of the vehicle on a surface region of the Earth, the position determining arrangement being coupled to the data processing arrangement; wherein the method includes one or more of: (i) generating sensor signals for generating electronic map data which associates sensor signals with corresponding vehicle positions as determined using the position determining arrangement, the electronic map data being usable for at least one of: for navigation purposes in the vehicle, for communicating to the database for database purposes and/or for communicating to other vehicles for navigation purposes, the electronic map data being useable for providing indications of at least one of: driving route, driving conditions, accidents, speed restrictions;

(iii) providing speed recommendations to a driver of the vehicle dependent upon a navigated spatial position of the vehicle for assisting the driver to operate within recommended speed limits and/or speed limit ranges; and (iv) generating speed recommendation data as a function of navigated position of the vehicle for generating electronic speed restriction data with corresponding vehicle positions as determined using the positions determining arrangement, the speed recommendation data being usable in at least one of: the vehicle for speed control purposes, communicated to the database for database purposes and/or for communicating to other vehicles for speed control purposes.

It will be appreciated that features of the invention are susceptible to being combined in any combination without departing from the scope of the invention as defined by the appended claims.

Description of the diagrams

Embodiments of the invention will now be described, by way of example only, with reference to the following diagrams wherein: FIG. 1 is a general illustration of a vehicle system pursuant to the present invention;

FIG. 2 is an alternative representation of the vehicle system of FIG. 1 ; FIG. 3 is an illustration regarding measuring the angle of incline. The principle for measuring the angle of incline is shown. In the case shown, the angle of incline a for the vehicle is about +10° to +11°. The signal for momentary, exact angle of incline is sent to a vehicle computer;

FIG. 4 is an illustration regarding measuring angle of tilt. A corresponding typical angle measuring device 214 is shown for measuring tilting. Here, the angle measuring device shows the angle of tilt β which is -8°. The signal for momentary, exact angle of tilt is sent to the vehicle computer;

FIG. 5 is an illustration of placing the sensor for angle measurement. As shown in FIG. 4, a sensor is placed between the front wheels 216, 218. The sensor 217 is placed on a bar 220, which is fastened in the centre of the wheels to have a stable location and to avoid movements from the chassis influencing the measurements. Attention is also given to that sudden movements due to objects, bumps or holes in the road shall not influence the calculation with regard to angle measurement. A computer programme is set up to disregard by suitable data processing such sudden movement changes; FIG. 6 is an illustration of air pressure sensors 222, 224 for measuring the air pressure in the tires ("tyres") before starting a journey. The level forms the basic level and sets the standard for the measurements of the angles of incline and tilt. For deviations in the air pressure in one of the tires during driving, the system performs a correction to maintain the set standard for the vehicle 40 compared to the start;

FIG. 7 is an illustration of a vehicle 40 comprising a radar 226 placed at a highest point of the vehicle 40 and is an encapsulated unit which is adapted to the outer contours of the vehicle 40. The radar 226 preferably measures in a radial angle of 360°. The radar 226 seeks fixed points and ignores traffic related units. This is made by references to the pre-programmed road map. The function of the radar 226 is to recognise terrain and buildings that lie in the map. The radar 226 shall, similar to the other measuring units, recognise locations in the map. The calculation put together will then give vehicle position. Correspondingly, the radar unit 226 can comprise a camera 228 which continuously takes photographs of the surroundings which pass by when the vehicle 40 moves.

FIG. 8 is an illustration of two vehicles 40A, 4OB which mutually meet along a road 240 in a bend 250, whereat it is important for both vehicles 4OA, 40B that there is a safe grip on a road surface 260 of the road 240;

FIG. 9 is an illustration of the vehicle 40 which includes an instrument panel (dashboard) 270, wherein a driver is able to observe a road way 280 through a front windscreen 290 with a centre-line 300 shown in dotted form; FIG. 10 is an illustration of a sensor 340 which is mounted in operation in a vicinity of a front wheel with a tire 350 of the vehicle 40, wherein the sensor 340 is adapted to monitor continuously properties of the tire 350 on the front wheel, for example its tire tread pattern type and pattern depth. In association to each tire of the vehicle 10, there is optionally provided such a sensor 340, such that all tires of the vehicle 40 are continuously monitored in operation and thereby are evaluated by a system pursuant to the present invention mounted upon the vehicle 40;

FIG. 11 is an illustration of a sensor 360 which is mounted in a forward portion of the vehicle 40 for executing measurements of properties of the road surface 260; optionally, the sensors 340, 360 are integrated together, for example as an actuated scanning transducer assembly;

FIG. 12 is a schematic illustration of a sensor unit 370 for measuring properties of foundations of the road 260 which potentially have an influence on friction levels;

FIG. 13 is a schematic diagram of functional parts of a system 450 pursuant to the present invention, namely a driving assistance device;

FIG. 14 is a schematic diagram of a communication system operable to support one or more vehicle-mounted systems as illustrated in FIG. 7 to FIG. 13; FIG. 15 is an illustration of a system pursuant to the present invention;

FIG. 16 is a schematic illustration of a manual hand-operated speed regulator of the system of FIG. 15;

FIG. 17 is an example of a manual foot-operated speed regulator of the system of

FIG. 15; FIG. 18 is an example of an automatic gear transmission of a vehicle for use with a system of FIG. 15;

FIG. 19 is an illustration of a special electronic pedal of the system of FIG. 15, the special electronic pedal being pivotally mounted and susceptible to being configured in a step-wise manner in various speed regions in a speed range of 0 km/h to 100 km/h, namely pi to pβ;

FIG. 20 to FIG.23 are illustrations of various examples of generation of an opposing force which a system pursuant to the present invention applies to the special electronic pedal of FIG. 19; the illustration provides for an actual given speed and how an opposing force for the special electronic pedal is correspondingly generated;

FIG. 24 to FIG. 26 are illustrations of an implementation of the present invention with reference to FIG. 16;

FIG. 27 is an illustration of an example of information which can be given to a driver of a vehicle via a screen of the vehicle's dashboard; possibilities of choice for the driver are described later; and

FIG. 28 is a schematic diagram of a communication system pursuant to the present invention including a central database for distributing speed limit information collated by a driver to other drivers and vice versa, wherein the drivers are provided with systems as illustrated in FIG. 15. In the accompanying diagrams, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non- underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

Description of embodiments of the invention

Referring to FIG, 1 , there is shown a vehicle system pursuant to the present invention indicated generally by 10. The system 10 includes a database 20, for example implemented as a data portal, as a web-site or similar via the Internet 30. The database 20 is beneficially implemented using one or more servers operable to store data, retrieve data and to execute one or more software products designed to enable the system 10 to function. The system 10 further includes one or more vehicles 40 equipped with one or more corresponding driving assistance devices indicated generally by 50. Each driving assistance device 50 includes a data processing arrangement 60 which is coupled to one or more sensors 70 of its associated vehicle 40. The one or more sensors 70 are conveniently referred to as being a "sensor arrangement". Moreover, each driving assistance device 50 further includes following components coupled to the data processing arrangement 60: a driver interface 80 for enabling the data processing arrangement 60 to present results to the driver and/or for receiving instructions from the driver, a first wireless interface 90 for enabling the driving assistance device 50 to exchange data with the database 20, an optional second interface 100 for enabling the driving assistance device 50 to exchange data directly with other such devices 50 is close spatial proximity (for example two vehicles 40 passing one another along a road), and a GPS-type receiver 110 for receiving wireless signals from a constellation of GPS system satellites 120 in geostationary orbit around the Earth and/or cell-net position references.

The one or more sensors 70 for measuring such parameters as movement and orientation of the vehicle 40, wherein the parameters are registered and stored in real time and comprise at least one of:

- the vehicle's 40 compass direction (Kr); - the vehicle's 40 angle of incline (Sv);

- the vehicle's 40 angle of tilt (Kv);

- the vehicle's 40 height above sea level (hoh); and

- a radar picture of the road surface and the surrounding terrain and which changes as the vehicle 40 move forwards,

When the vehicle 40 is driven along a given route, signals from the one or more sensors 70 are measured in respect of a corresponding GPS position reference of the vehicle 40, the signals being registered and stored, thereby becoming added to the corresponding position coordinates for the route in an electronic roadmap. Moreover, the system 10 enables determination of the position of a vehicle 40 on a road in a geographic area, wherein the vehicle 40 is fitted with the driving assistance device 50 including a special electronic roadmap, a positioning system comprising the data processing arrangement 60 coupled to the driver interface 80.

In other words, the system 10 provides for a method of building up an electronic roadmap and also determining the position of a vehicle 40 on a road in a geographic area, where the vehicle 40 is fitted with a special electronic roadmap, a positioning system comprising a data processing arrangement 60 connected to a user interface 80 including a display, and to an internal memory connected to the data processing arrangement 50 such that:

(i) for a given amount of sensor measurements Si to S_a over a time interval U to tz for a given sensor, where a is a whole number, a correlation is performed by corresponding database data D₁ to D_m where m is a whole number and m > a, such as Equation 1 has a maximum value to show the best correlation:

∑[(D_k+l -S,)²] Eq. 1

as for a maximum value of Eq.1 which has an associated value for k, where k is a whole number, a corresponding position for D_m at time t₂ one indicates where the vehicle 40 will be, as the result of Equation 1 can be provided for one or more of the signals from the one or more sensors 70 and can be compared with corresponding sensor data in the database which contains corresponding true position data.

As illustrated in FIG. 2, the vehicle 40 thus beneficially comprises: a data unit in which an electronic roadmap is stored, the roadmap comprising a number of parameters for determining any position along any type of road, a display unit for showing the navigation; a number of sensors for measuring and registering parameters for determining position for registering of

• - compass direction - Kr, 140

• - angle of incline - Sv, 141

• - angle of tilt - Kv, 142

• - height above sea level - hoh, 143 and also • - a radar picture of the road surface and the surrounding terrain and which changes as the vehicle moves forward, 144. and optionally that it comprises sensors for measuring of

• - air pressure of the tyres 161

• - any electronic noise in the area through which the road runs 160 • - a camera 163 for optical photography of the surroundings that change as the vehicle moves forwards,

• - distance measuring device for registering distance travelled 162

• - acceleration meter 164, and

• - force of gravity measuring device 165, and also • Data unit with Internet connection

• Data unit with alternative communication system

• Radio link with the data unit also comprising a part unit which is set up to carry out comparisons between continuously registered position determining parameters and parameters installed in advance; and the part unit is set up to deliver an indication of the exact position of the vehicle along the route to the display unit which shows the position.

Relevant pre-programmed roadmaps for use in the system 10 will now be described in more detail. As a basis for the system 10, and as a basis for the method of its operation, a basic electronic roadmap is used which describes a road area very well. Such maps are contemporarily supplied by large map producers, for example, Blom, TeleAtlas and Navteq. Blom, for example, has made a special map by scanning with laser from airplanes, namely has generated maps with the help of photographs implemented immediately from above and diagonally, namely generated from photographs from various angles. This is a map that Blom offers to different suppliers of GPS units, for example TomTom and Garmin.

Embodiments of the present invention employ a special electronic map based upon such pre-programmed maps to which are added new parameters which are logged into the pre-programmed map. Such a special electronic map represents a foundation of the system 10 and, in developed form, the special map is referred in this context as a "special electronic map". The electronic map is built up area-for- area at ground level. This is implemented, such that an underlying map from a chosen map producer is used as a basis and all the measurements which the measuring and registering vehicle 40 perform are put into the underlying map.

It is imagined that when the relevant one or more sensors 70 are fitted on a vehicle 40, the vehicle 40 will form the basis for all measurements of reference points on the special electronic map. The system 10 comprises a dedicated data processing unit that performs its own calculations for the operating parameters of the vehicle 40 relative to a road along which the vehicle 40 moves in operation; the vehicle 40 in addition optionally employs its own navigation map which is stored and pre- programmed in the vehicle's 40 computer. The system 10 functions in that all the calculations the vehicle 40 performs are evaluated against the navigation map in the data unit and therefrom position of the vehicle 40 is determined. Additionally, this method can also be used during the construction of the map itself. Such evaluation can be carried out in many ways, for example:

(a) for a given number of sensor measurements Sr to S₃ over a time interval ti to k for a given sensor, where a is a whole number, to make a correlation of corresponding database data D₁ to D_m, where m is a whole number and m > a, as Eq. 2 has a maximum value to show the best correlation: a,m-k ∑[(A₊, - S₁ Ϋ] Eq. 2

For maximum value of Eq. 2 which has an associated value for k, where k is a whole number, the corresponding position for D_m at time t₂ one refers to where the car is situated. The result from Eq. 2 can be obtained for one or more of the signals from the sensors and be compared with corresponding sensor data from the database which has corresponding true position data; or

(b) for a given number of sensor measurements Si,i to S_a,_/, over a time interval ti to t₂ for sensor no. 1 to sensor no. h where a and h are whole numbers to generate a composite signal U₁ to U_a according to Eq. 3: U₁ = F(S₁^S_1J-S_1J1) Eq. 3 where F is a conversion function, and thereafter to implement a correlation of Uj with the corresponding database data Ei to E_m where m is a whole number and m > a and an E is composite database data, as Eq. 2 has a maximum value to show the best correlation: αjn-k

For a value of k wherein k is a whole number in Eq. 4, a maximum value corresponds to a position for composite data E_n, at time t₂ that shows where the vehicle 40 is situated. Alternatively, a combination of (a) and (b) for Eqs. 2 to 4 can be used to find a better solution between the need for computer calculating power and certainty that the indicated position of the vehicle 40 is correct. Alternatively, as an alternative or addition to correlation, a neural network can be used to perform the data processing and to find the position of the vehicle 40 from the measurements from the sensors. The navigation itself or the exact position of the vehicle is shown on a screen or a display which is fitted in connection to the dashboard of the vehicle 40. In addition, the contour of the road surface is beneficially stored over the whole distance for every carriageway, i.e. that one has measured, registered and stored the following parameters for the road surface: (i) its compass direction, Kr, (ii) its angle of incline, Sv; (iii) its tilt angle, Kv; and (iv) its height above sea level, hoh. Options (i) to (iv) can be implemented very cheaply by using silicon micro-fabricated sensors which are accurate, cheap and compact for the sensor arrangement 70. To implement this, the vehicle 40 is fitted with the following instrumentation: • A display for showing the navigation • Measuring device for angle of roll and angle of tilt

• Sensor for tire ("tyre") air pressure

• Measuring device for speed and distance travelled

• Compass • Radar

• Camera

• Electronic noise sensor

• A pre-programmed navigation map

• Data unit with internet connection • Data unit with alternative communication system

• The system also comprises a GPS unit and uses such signals as an additional reference

• Radio link

• Acceleration meter • Height meter

In operation, the system 10 measures and registers these parameters continuously as a function of distance travelled V, i.e. the installation registers changes in the compass direction of the road, the angle of incline, tilt and height above sea level all the time. With regard to the compass, it is preferred to use an electronic/digital compass that shows the geographic (Earth polar) direction and which transfers the direction of the vehicle to the database. All measured values that change over the distance travelled form a starting point for determination of the position, in that the change of the measured values as a consequence of distance travelled is compared with the corresponding data which is measured, registered and stored in the computer.

_ _{A τr} ASv AKv Ahoh ._ ,

P = fΔKr + + + Eq. 5

AV AV AV

In addition, alternative parameters such as the air pressure of the tires ("tyre"), speed and distance travelled, a radar picture of the road surface and the surrounding terrain, and any electronic noise in the area through which the road runs, are measured and registered. The electronic noise measuring device registers the level of electronic signals and magnetism and transfers these to the database where they are evaluated against permitted values. Alternatively, the system may also comprise an optical camera which continuously photographs the surroundings that change as the vehicle 40 moves forwards.

Furthermore, the tires of the vehicle 40 preferably comprise a measuring device which registers the tire pressure and transmits this information to the systems which can thereby carry out a compensation so that this tire pressure can change. More specifically, the vehicle 40 comprises a radio "Bluetooth" unit signal connection from the wheels of the vehicle 40. Bluetooth is an internationally known near-field radio

(NFR) communication system; other NFR solutions can alternatively, or in addition, be used to implement embodiments of the present invention.

The real values for these parameters for a given stretch of road are measured in advance and stored in the map storage of the computer. When such measurements are executed in advance, a method is used where the vehicle 40 drives a given distance, the measurement values are registered, a radar picture, terrain photograph and electronic noise are registered and the data system performs a comparison, for example a correlation and/or neural network comparison. When there is a complete, or approximately complete, agreement between measured and stored values for these parameters, this is shown on the display S in FIG. 2 as an accurate momentary position for the vehicle 40 on the actual stretch of road. The changes in position for the vehicle 40 along the road, are shown continuously on the map as is common on contemporary roadmaps. A database can thereby be established where one has map positions p and corresponding sensor signals s(p) which are expected for the positions p.

The big advantage of the system 10 is that all necessary instrumentation and data processing to determine a position are built into the vehicle 40 and one is therefore not dependent on external instrumentation or signals to determine the position of the vehicle 40; for example, GPS signals are not mandatory for operation. This enables higher position determining reliability to be achieved. Because all modem internal memory is very cheap, computer power is cheap, and sensors as mentioned above, for example, a compass and a silicon microfabricated acceleration meter are cheap, it is potentially possible to offer a system 10 which is cheaper and more reliable than today's GPS solutions to find positions of the vehicle 40 in a given terrain. The calculations that the data unit carries out from one or more of the following to generate sensor signals are:

• It measures the angle a (angle of incline) of the vehicle 40 to the road surface in the direction of travel. The angle a which then appears from measurement is in relation to the horizontal angle which is 0;

• It measures the angle β (angle of tilt) to the road surface in the direction of driving. The angle β which then appears is in relation to the horizontal angle which is 0. This angle is measured on an axis which is 90 degrees in relation to measurement of the angle of tilt;

• The speed and distance travelled measuring device provides information about speed by calculations of distance travelled;

• The compass provides information about geographic direction;

• The radar provides information about the distance to the terrain and buildings;

• The electronic noise sensor has a receiver for electronic signals and magnetism. If the sensor picks up higher signal values than expected and the values can influence some of the measuring units, these are recalculated in the data unit and used to correct the measured values; • With the camera, a picture is registered of the surrounding terrain;

• Comparison of values for height in relation to the sea level;

• Speed changes (acceleration/deceleration) are measured with an accelerometer;

• Measuring instrument for measuring changes in the force of gravity g along the road.

A digital navigation map is stored in the database which has stored the same measuring units and the data which this vehicle 40 uses. That means the vehicle 40 has, for example, driven through all the actual stretches of road of the navigation map and registered all the existing data in an internal memory. Embodiments of the present invention are capable of providing advantages of:

• navigating under all conditions and determining the position of the vehicle 40 more accurately; • By way of fewer deviations in the navigation, a driver of the vehicle 40 will more easily keep his/her eyes on road traffic and the use of the vehicle 40 is more pleasant; and

• contributing to fewer interruptions during deviations, thereby leading to safer driving and thus fewer traffic accidents

The system 10 beneficially operates such that, when one starts the vehicle 40 and has chosen a driving route, the vehicle 40 will carry out its own calculations which are then evaluated against the pre-programmed navigation map. The place/position in which one finds oneself will then be recognised by the vehicle 40 and/or the system 10. Thus, one has the position of the starting point and the navigation can begin.

For measuring speed and distance travelled, a sensor amongst the sensor arrangement 70 is utilized that collects such data from the vehicle speedometer. The measurements are then evaluated against the data in the pre-programmed navigation map and will give references/acknowledgements for the calculation of the position. The vehicle speedometer determines distance travelled as a function of number of wheel rotations for example.

Hardware unit: This unit contains a database with navigation map and functions as a computer with Internet connection. FIG. 2 illustrates schematically how the vehicle

40 is built up. A number of measuring sensors M of the sensor arrangement 70 in the vehicle 40 are operable transfer the results from the measuring Mr unit to a data unit

D for purposes of comparison. These data are compared with the data that lie in the map base Kb. When there is agreement between the measured parameters and the parameters from the map base, the actual geographic point of the position of the vehicle is established. This is shown on the screen S which, for example, is placed in the vehicle 40 dashboard. As an illustration, it is indicated on the actual map with an arrow P that the vehicle 40 is on its way into a roundabout R and where the arrow P shows the direction of travel. If there is no agreement, namely the computer does not recognise the set of parameters that comes from the sensor, this is also indicated on the screen S with a freely chosen symbol.

The vehicle 40 can also be fitted with a unit for alternative communication such as a wireless data link, a radio receiver, a radio transmitter, a mobile telephone and possibilities for other communication arrangements. If the Internet is optionally not employed, alternative communication systems shall be used, or both can be used simultaneously. For display of the navigation, the vehicle 40 comprises a display unit S which is placed centrally in the vehicle 40 dashboard. The display unit S is set up for operation and showing of the navigation. The screen of the display unit S is optionally a touch screen so that the driver can easily collect and display on the screen all the data that is considered necessary.

Software and function: For implementing the system 10, a software programme is used which collects registrations/data from all the measuring units as given above, namely from the sensor arrangement 70. Furthermore, this data is evaluated against information in the database where the pre-programmed navigation map is found. The programme then calculates the position of the vehicle 40. The position is transferred to be shown in the display S on the dashboard. The programme also handles updating of the map via the Internet. In addition, it will also receive updates if the

Internet becomes inaccessible, namely "drops out". This occurs via the unit for alternative communication.

The computing programme is stored in machine-readable data media and can be run on a computer to implement the comparison calculations, for example correlation calculations, related to at least Eq. 2 to Eq. 5 given above. The database in the vehicle 40 can be organised in many different ways:

(a) the database is a collection of data where the information about position is related to corresponding expected sensor signal information defined for every type of sensor individually and is prepared in advance. Later during driving, the sampling of each sensor signal is correlated with corresponding signal information in the database. For every sensor signal the best possible correct position of the car/vehicle is calculated via correlations; if the positions thus calculated with correlation correspond with each other within a given threshold of accuracy, it is then identified by the software product to indicate the most accurate position of the vehicle 40; or

(b) a collection of data where the information about position is related to corresponding, expected sensor signal information defined as an artificially composed signal derived from signals from several different types of sensors (i.e. " a composite signal"); sampling of each sensor signal during driving is revised to generate a form of a composite signal which thereafter is correlated with corresponding composite signal information from the database; and from the correlation of the measured composite signal with the composite database signal a position of the vehicle 40 is estimated;

(c) or a combination of methods (a) and (b) above.

The method (a) is potentially more accurate than the method (b), but the method (a) requires more computer power compared to the method (b). The method (c) can have advantages from both methods (a) and (b) and is an alternative implementation of the invention.

Database: the database is updated continuously with information about the existing vehicle 40 in the form of its width, height, length and construction details significant operation of the system 10, and information about electronic equipment that can disturb/affect the measuring units of the system 10. Additionally, the preprogrammed navigation map is installed in the database.

Updating: in operation of the system 10, much emphasis is placed on the navigation map containing the latest updates about changes in driving conditions at all times. This is because the driver beneficially has as much confidence as possible in the navigation unit, something which makes navigation simpler and thus the driving more comfortable and safe. Beneficially, the pre-programmed navigation map in the system is arranged to be updated from a traffic centre and/or from the database 20. It is beneficial if the data corresponding to the data map stored in the internal memory (database) in the vehicle 40 is updated via wireless transmissions, for example, via a mobile phone network or via wireless Internet, and so forth.

Transfer of updating: The vehicle 40 is connected to the Internet for transfer of updates. It has been found that this possibility does not always function today. Therefore, the vehicle 40 has an alternative communication unit. The speed of transfer via this is not as fast, but the structure of the pre-programmed navigation map has a form which takes this into account. This is because the divisions on the map are built-up in zones which contain different categories where one can change status. If any changes occur in the zone one is navigating in, it is only the change that is transferred via the alternative communication system. The transfer via the alternative communication system is coded, alternatively the communication system or Internet connection can lie and search after updates in the relevant zone. Such selective partial updating avoids having to update portions of data stored in the vehicle 40 corresponding to regions where the driver of the vehicle 40 seldom or never hitherto has driven the vehicle 40. Regions where the driver most frequently drives the vehicle 40 can be determined from a log maintained in the vehicle 40.

The system 10 according to the invention will function under all driving conditions and is independent of signals from transmitters or emitters outside the vehicle 40.

Navigation functionality provided by the system 10 gives a more precise indication concern the vehicle 40 position. The construction of the pre-programmed navigation map gives an identity to all positions. When the vehicle 40 executes its own calculations, these are summed up and an identity is built up which is recognised by the map in the database.

In relation to the present invention, friction measuring technology can be used for direct measurements of exact frictional relationship between tyres and associated bearing road surfaces under "ideal conditions", wherein associated data for "ideal conditions" can be recorded into the database 20 as standard values S1. Moreover, the camera-provided measurements under these "ideal conditions" are also logged into the database 20. Later camera-provided measurement data S2, which are derived from normal driving trips, are compared with these originally camera- provided measurements and their associated standard values S1 and a deviation ΔS between these is then an indication of frictional grip onto the road surface during the normal driving trips. Although camera-provided measurements are referred to here, it will be appreciated that other types of sensors can optionally be employed, for example microwave sensors.

The type of tire ("tyre"), its surface texture and pattern depth have relevance for the grip of the tyres and thereby a grip of their associated vehicle onto a road surface. The aforementioned sensor arrangement 70, namely measurement instruments, for measuring road friction and road surface state can also be used for measuring/registering, amongst others, tire surface pattern and tire pattern depth. Such measurement of tyre surface pattern and tire pattern depth is important on account of the pattern of the tire being progressively worn down during vehicle 40 driving, and frictional characteristics of the pattern will thus be changing continuously; over a longer term, such frictional characteristics are reduced in response to each of the tires becoming worn.

The present invention seeks to reduce a risk of accidents which can arise as a consequence of insufficient road surface (frictional) grip, namely when a friction level between tire outer surfaces and a road surface bearing the tires is too low such that the driver loses control over an associated vehicle onto which the tires are mounted. Moreover, the invention also seeks to give the driver an opportunity to monitor the friction level between tires and corresponding road surfaces onto which they grip, and/or to warn the driver regarding the friction level approaching a limit whereat grip of tires onto the road surface is lost or likely to be lost. The system 10 is thus is beneficially operable to execute an estimation of the aforementioned variable probable friction level, the system 10 being operable to warn the driver and/or to implement an active intervention, which involves commencement of a controlled braking of the vehicle 40, for example, under application of an ABS-braking system of the vehicle 40.

The system 10 is capable of evaluating risk in an event that the vehicle's 40 grip on the road surface 211 falls below a safety threshold, this risk being based upon an evaluation executed by a data system in the vehicle 40, wherein parameters which individual sensors of the sensor arrangement 70 register and send to the data processing unit 60 are compared against standard values for the same parameters, and wherein results of the comparison, in the form of a probable (frictional) grip of tires of the vehicle 40 onto the road, is presented as information to the driver of the vehicle 40.

Beneficially, central database apparatus arrangements 20 of the system 10 are operable to enable data from a vehicle-mounted system on a first vehicle 4OA to be conveyed via the central database apparatus arrangement 20 to a vehicle-mounted system mounted in a second vehicle 40B; such an arrangement enables a central database apparatus 20 to be updated together with enabling both vehicles 4OA, 40B to benefit from data acquired regarding a state of a section of road along which both vehicles 4OA, 4OB travel. Such updating is beneficially implemented automatically for reducing cost and ensuring that the vehicles 40A, 40B are maintained up-to-date, for example in response to changing hazards and local weather and road conditions. The database arrangement 20 is beneficially operable to communicate with the vehicle-mounted systems is real time using wireless communication, or periodically, for example via Internet connection through personal computers (PC). Such periodic communication can, for example, be achieved by the vehicle-mounted systems having a detachable data module which users can couple to the USB ports of their personal computers (PCs) for exchanging data via Internet with the database apparatus arrangement.

Beneficially, the present invention is also concerned with a central database apparatus arrangement 20, namely a central database apparatus arrangement for use with one or more vehicle-mounted systems, wherein the database apparatus arrangement is operable to maintain a database including geographical location information (P) and corresponding road frictional information, wherein the database apparatus arrangement is operable:

(a) to receive sensor data and associated positional data indicative of road surface friction conditions from the one or more systems for updating the database 20; and/or

(b) to download sensor data and associated positional data indicative of road surface friction conditions from said database to one or more systems for enabling the one or more systems to warn their users of potential loss of friction and/or implementing braking action to assist vehicles 40 equipped with the one or more systems.

Optionally, the apparatus arrangement 20 is operable such that communication between the one or more systems and the database apparatus arrangement is implemented via at least one of: mobile wireless communication, Internet connection. Moreover, the invention is also concerned with a method of operating a database apparatus 20, namely a method of operating a database apparatus arrangement, wherein the method includes:

(a) receiving sensor data and associated positional data indicative of road surface friction conditions from one or more systems for updating the database; and/or (b) downloading sensor data and associated positional data indicative of road surface friction conditions from the database to one or more systems for enabling the one or more systems to warn their users of potential loss of friction and/or implementing braking action to assist vehicles equipped with the one or more systems.

The present invention is thus concerned with a new system which is adapted to monitor a degree of friction, namely a friction level, between a vehicle 40, namely its tires, and a road surface 211 bearing the vehicle 40. In an event of a low friction level occurring, for example on account of ice being formed on the road surface, the system will automatically implement a safety procedure, namely provide a warning to a driver of the vehicle 40, and thereafter, if necessary, execute a controlled speed reduction (braking) as a consequence of the warning. There is beneficially additionally provided for the system a data unit furnished with a database wherefrom, for various speeds of the vehicle 40, it is feasible to calculate the vehicle's frictional coefficient against the road surface 211. Thereby, information in the database can define threshold levels for responsible driving. These threshold values can be transferred to a supervising unit of the system which can warn the driver and/or implement a controlled braking activity.

The system has a computing unit, namely a data processing device, which continuously computes a responsible estimated friction level for the vehicle 40 under all conditions and speeds. In a situation that the friction level of the tyres against the road surface 211 is reduced and that the level approaches a lower acceptable threshold, the system will warn the vehicle's driver with sound and text for assisting the vehicle's driver to reduce the speed of the vehicle to safe regimes. In an event that the tyres of the vehicle have a friction level which is reduced by road conditions below an acceptable level, the system will automatically implement a controlled braking to reduce the speed of the vehicle to a responsible level.

Function and manner of operation:

The friction level between tyres of the vehicle 40 and a road surface 211 supporting the vehicle 40 via its tyres is measured continuously by two units implemented as specially constructed friction sensors which are beneficially mounted before both front wheels of the vehicle 40. Tire pressure, for example, is an important parameter influencing tire friction. The sensors included in the sensor arrangement 70 are operable to measure properties of the road surface 211. The friction level is computed in a data unit 60 which has a database furnished with a set of reference parameters; such reference parameters can, for example, include external temperature and relative humidity which are taken into account in computations executed in the data unit 60, also referred to in the foregoing as the data processing unit 60.

The friction level on the road surface 211 is also evaluated in respect of the vehicle 40. Here there are several values which need to be taken into consideration, amongst others the vehicle's weight, speed and friction levels of all the tires of the vehicle 40. The friction level is measured continuously and is compared with a responsible level for the vehicle 40 for avoiding occurrence of accidents. In a situation where the friction level is lower than that required, the system warns the vehicle's driver and/or implements a braking action. Additionally, the data processing unit 60 is furnished with a database local thereto which enables, for each speed of the vehicle 40, friction coefficients and hence friction levels in respect of the road surface 211, to be computed. Information in the database can thereby establish threshold levels for responsible driving. These threshold levels can be transferred to a management unit which is operable to warn the driver of the vehicle and/or execute a controlled braking. As aforementioned, the system operates within two areas, namely early warning and avoidance braking. The vehicle-mounted system, also referred to as the driver assistance device 50, is implemented as an interconnected combination of several units including one or more of: (a) a display, for example dash-board display, for presenting warnings to the driver of the vehicle with sound and text;

(b) a control unit for regulating braking of the vehicle;

(c) an optical friction measuring apparatus for monitoring tire and road conditions;

(d) a weight sensor which is mounted to an outer surface of each of the vehicle's spring arrangement and/or shock-absorber arrangement, and on one or more wheels of one or more trailers when such are coupled to the vehicle;

(e) an external temperature sensor for measuring ambient external temperature in a vicinity of the vehicle, for example using an aspirated thermocouple thermometer and/or an infra-red imaging thermometer device; (f) a wind speed measuring device for monitoring ambient wind experienced by the vehicle, for example severe cross-winds which can cause sideways forces to be experienced by the vehicle which can cause the vehicle to swerve in operation; (g) an air humidity measuring device for measuring external relative in a vicinity of the vehicle; (h) a daylight sensor for measuring ambient light levels, for example indicative of sunlight which can dry a road surface and thereby improve its frictional characteristics; (i) a speed and distance measuring device, for example for use when computing expected centrifugal forces to be experienced by the vehicle when travelling around a bend; (j) a measuring unit for sensing a turning angle and a roll angle of the vehicle, for example for use in computing lateral forces being experienced or likely to be experienced by the vehicle which could cause it to slip on the road surface;

(k) a height measuring device, for example for measuring an altitude of the vehicle above sea level and/or for measuring a height of the vehicle in an event that a roof rack is added to the vehicle which renders the vehicle more top-heavy and which could cause the vehicle more easily to tip when travelling along bends in roads;

(I) a centrifugal force measuring device, for example implemented as a differential accelerometer arrangement and/or a configuration of solid-state gyroscopes;

(m) an accelerometer for measuring linear acceleration of the vehicle, for example for determining a risk of wheel slip during braking actions executed by the driver of the vehicle; (n) an electrical noise sensor, for example for measuring thunderstorm occurrence and/or man-made electrical signals such as electromagnetic radiation emitted from radio stations and microwave Doppler speed cameras along a road;

(o) a compass for measuring an orientation of the vehicle in respect of the Earth's magnetic poles; (p) a radar arrangement, for example a microwave short-distance radar for measuring properties of the road surface such as occurrence of an ice layer thereupon;

(q) an optical camera, for example for imaging road surface conditions for determining a presence of water, ice or snow on the road surface;

(r) a tire friction monitor for monitoring friction level provided by the tyres of the vehicle; (s) one or more air pressure sensors for tires of the vehicle, for example air pressure sensors implemented as RFID units with pressure sensors mounted onto tyre valves and/or hubs of one or more wheels of the vehicle;

(t) an ABS braking system; (u) an ESP stability control arrangement;

(v) a special map, for example as provided in a data memory of the system; (w) a GPS position measuring device for monitoring a spatial position of the vehicle in respect of a constellation of geostationary and/or orbiting GPS satellites; (x) a data processing unit provided with Internet coupling for communicating with the Internet;

(y) a data processing unit provided with an alternative type of communication link from the vehicle, for example an alternative wireless data link; and

(z) a wireless or radio link for exchanging data with the vehicle.

Regarding tyre friction measurement:

The tire ("tyre") friction monitor is beneficially a measuring instrument mounted in respect of all wheels of the vehicle, and also in respect of the wheels of any trailer coupled to the vehicle. The monitor is operable to measure, amongst other details, a depth in a tyre thread pattern on tyres of the vehicle, and also monitors properties of the outer surface of the tyres. The tyre friction monitor, as aforementioned for measuring road conditions and for evaluating frictional conditions and a state of the road surface, is utilized for measuring/registering tyre surface patterns and tyre pattern depth. The tyre pattern of a tyre is worn down during driving, and the frictional characteristics of the tyre are correspondingly changing continuously in use; over a longer term, frictional characteristics of the tyres deteriorate with use. The vehicle's data unit and associated database include information/data regarding different tyre types, and also information regarding winter tyre types with and without spikes and in addition can take into account use of chains for enhancing adhesion, for example in severe icy or snowy conditions. Moreover, the system includes means for manually registering into the database when tyres are changed or replaced, for example when exchanging between summer tyres and winter tyres which can include spikes, or a change from one type of tyre to another type of tyre such as changing between radial and cross-ply. The system is also capable of taking into account a designation of manufacture of tyres, for example "Viking", "Nokian", "Michelin" which are registered trade marks. All tyres from various different manufacturers have their special characteristics which are beneficially recorded in the aforementioned database. It is intended that the system itself optionally has an operational functionality to determine when a tyre is changed on the vehicle. Beneficially, tyres of the vehicle are equipped with radio frequency identification devices (RFID) modules or tags which transmit a code identifying a type and manufacturer of the tyres to the system; the system has beneficially corresponding data for the tyres in its database and is thereby able to compute likely frictional level expected from the tyres when in operation on the vehicle. Regarding tyre friction measurement, a unit is included in the system for measuring tyre thread depth. Such a unit can be implemented, for example, as a radar sensor, for example a short millimetric wavelength microwave radar system. Beneficially, the unit also comprises a heat-seeking camera, namely an infra-red camera, for sensing the temperature of the tyre which can have significance for a friction coefficient exhibited by the tyre when in use.

Moreover, the measured data is evaluated against information in a database, for example wherein a pre-generated navigational map is provided. In one embodiment of the invention, there is utilized in the system an especially constructed pre- generated map of an entire road network of a region, country or continent. This road map advantageously includes different physical data pertaining to given road sections, for example data concerning turning angle, roll angle, and height and spatial positions whereat the road surface has been scanned and characterized. Such road surfaces properties, for example road surface roughness, road surface type (asphalt, gravel, etc.) and similar, are examples of original registered data stored in the pre-generated road map under ideal dry weather conditions which thereby defines optimal driving conditions in respect of road surface grip. Properties of road sections provided and recorded in the database of the system have a major significance with regard to grip of the vehicle onto the road surface. Data regarding road surface friction recorded in the pre-generated road map is modified in response to measured road conditions to obtain an indication of anticipated friction of tyres on the road surface in compromised situations, for example in wet or icy weather conditions. One or more sensors mounted onto the vehicle enable such measured road conditions to be determined.

In connection with driving around curves/bends, centrifugal forces are also influential with regard to friction of the vehicle's tyres and thereby grip on the road; vehicles often lose grip when travelling around bends in compromised weather conditions on account of centrifugal forces experienced by the vehicle. The system is operable to determine a precise position of its vehicle along a road by navigation; when the position of the vehicle is known in respect of the aforementioned road map, the data unit can identify from the map where bends and turns in the trajectory of the vehicle occur and thereby anticipate likely forces which the vehicle will experience and which have to be handled by tyres of the vehicle. Thereby, the data unit will calculate instantaneous effects of centrifugal forces on the vehicle's friction on the road and thereby be able to anticipate dangerous sections of the road whereat enhanced driving care is required, suitably adjusted in respect of weather conditions and road conditions as monitored by aforementioned sensors included on the vehicle and coupled to provide measurement data to the data unit.

The program products executing upon a data processor of the data unit are operable to implement a computation of grip of the vehicle upon the road. By precise position measurement for the vehicle in the special pre-generated map, the data unit will be temporally ahead by computing a forthcoming turning curve's properties, namely something which affects grip on the road surface. This leads to the data unit computing ahead of trajectory which threshold values pertain to the vehicle's speed within the curve/turn, related to the grip on the road surface.

In a situation wherein the grip of tyres of the vehicle on the road surface passes a lower threshold level, namely that the grip on the road surface is reduced or compromised, the system is operable to warn the driver of the vehicle via warning signals, for example by presenting a visual warning on a dashboard screen of the vehicle or by generating an audible warning sound signal or by some other way of attracting attention of the driver of the vehicle.

In addition, the pre-generated navigation map is stored in the database; data from the map is employed actively as a point of reference for determination/measurement of grip of tyres of the vehicle onto the road surface as aforementioned. In the system pursuant to the present invention, there are beneficially used pre-generation maps with associated additional data, for example as described in Norwegian patent application no. 2008 2337 which belongs to Applicant. The foundation for such a map is, for example, generated by laser scanning from an aircraft, for example from one or more photographs derived from imaging vertically down towards ground, and one or more oblique photographs, for example imaged from different oblique angles.

The map which is used in the system pursuant to the present invention is based upon a map database wherein there are logged a range of parameters which can influence the frictional relationship between vehicle tyres and the road surface. Such a map database is fundamental to operation of the system and in developed form is conveniently referred in this connection as being a "special electronic map". The electronic map is constructed as region-upon-region with a basis that the selected map producer's road map is used as a foundation onto which all measurements taken from special equipped instruments via use of a registration vehicle are added to generate the electronic map.

The system comprises its own data unit which executes its own computations for determining operational parameters of the vehicle relative to a section of road along which the vehicle travels, in that the system in addition utilizes the system's navigation map which is pre-generated and stored into the vehicle's data apparatus. The system functions such that all the measurements undertaken by the vehicle's sensors are evaluated against data of the navigation map in the data unit and thereby a position of the vehicle on the map is determined; based upon the identified position, a most probable indication of grip on the road surface at the identified position is determined, where necessary modified in response to factors which can influence grip on the road at the identified position. Beneficially, the vehicle's exact position as identified by navigation is shown on a screen or display which is mounted in association with the vehicle's dashboard. The map, which is stored electronically in memory of the data unit, is beneficially based on a GPS-map showing streets, roads and all usual map details. Optionally, GPS position measurement can be used to determine a position of the vehicle within the special electronic map.

For every road, there are stored contours of the road over an entire length of the road, namely that one has measured, registered and stored following parameters for the road:

(i) its compass direction - Kr,

(ii) its climbing angle, namely angle of inclination - Sv;

(iii) its angle of roll - Kv; and

(iv) its height over sea level - hoh. In order to implement the aforementioned system, the vehicle is equipped with the following instrumentation:

(a) a display for showing navigational information;

(b) a measurement unit for sensing turning angle and angle of roll;

(c) air pressure sensors for tyres; (d) speed and distance measuring devices;

(e) a compass;

(f) a radar device;

(g) an optical camera;

(h) an electrical noise sensor; (i) a pre-generated navigation map; (j) a data unit with Internet coupling; (k) a data unit with alternative communication coupling; (m) the system also includes a GPS-unit and utilizes associated signals as an additional reference; (n) a radio link for communicating data;

(o) one or more accelerometers for sensing acceleration of the vehicle when in movement; and (p) a height measuring sensor, for example an altitude sensor, a sensor for measuring a height of the vehicle above a road surface supporting the vehicle. The system measures and registers these parameters continuously as a function of travelled section of road, namely that the apparatus continuously registers changes in a compass direction of the road, climbing angle of the road, tilt angle of the road surface and height over sea level (hoh). When it concerns compass direction, it is advantageous to employ an electronic/digital compass which senses geographical directions, and which transfers the vehicle's travelling direction in digital format to the database.

All the measured values, which change during the course of travelling along a section of road, form a reference data set for determination of an instantaneous position of the vehicle, by way of the measurement values changing as a consequence of the driven section of road being compared, for example by correlation, neural network or similar, with one or more corresponding pre-generated data sets which are measured and stored in the data unit of the system; reference is made to Equation 2 (Eq. 2) in this respect for executing position determination within the system:

_ .. „ ΔSv AKv Ahoh _ _

P = fΔKr + + + Eq. 2

AV AV AV

In addition, the parameters such as pressure within tyres of the vehicle, speed and travelled distance travelled by the vehicle, a radar image of the road section and surrounding terrain traversed by the vehicle, and electrical noise along the road in which the vehicle is travelling are measured and registered in data memory. The electrical noise measuring device registers the level of electrical signals and magnetism and transfers them to the database whereat they are evaluated up against allowed values; such registered electrical noise is beneficially employed in correlation or neural network analysis for determining a position of the vehicle in respect of the pre-generated map stored in the system. The system comprises also an optical camera which is continuously operable to photograph surroundings which change in response to movement of the vehicle along its section of road.

As aforementioned, tyres of the vehicle additionally comprise a measuring device which registers tyre pressure and conveys such measurement further to the system. Based upon tyre pressure measurements, the system is operable to implement a compensation on account of this tyre pressure being susceptible to changing with time and influencing friction grip of the vehicle to the road surface. More precisely, the system optionally comprises a radio "Bluetooth"-unit for signal communication between the system and wheels of the vehicle and their associated tyres.

The true value set for these parameters for a given section of road is measured beforehand, and stored in the data unit's map memory. When the vehicle travels along a given distance of road, all the measured values are registered, a radar image is registered, images of the terrain and electrical noise are registered, and the data unit then implements a comparison, for example a correlation and/or neural network analysis. When there is complete or partial correspondence between measured and stored value sets for these parameters, such correspondence is presented on a display of the vehicle which shows a precise instantaneous spatial position of the vehicle along the actual section of road. Changes in the vehicle's position along the road are shown continuously on the map presented in graphical form, to the driver, precisely in a manner akin to contemporary maps.

The major advantage of this system is that all necessary instruments and data processing for determining a position of the vehicle, are implemented within the vehicle, and one is therefore not dependent upon external instruments or signals in order to determine the position of the vehicle, for example in contradistinction to GPS systems which require external signals to geostationary satellites in order to function correctly. The present invention is capable of operating without GPS position measurement active or, alternatively, with such GPS measurement active depending on preferred implementation of the invention.

Computations which the data unit implements

The angle of inclination α is measured in respect of the road in a direction of travel. The angle a which is encountered is defined in relation to a horizontal angle which has a value 0. The angle of roll of the vehicle β is measured in respect of the road section in the driving direction. The angle β that is thereby derived is in relation to the horizontal angle, wherein this angle β is measured in respect of an axis which is orthogonal, namely 90°, in relation to a direction of measurement of angle of inclination a. Velocity- and distance-measurement devices of the vehicle provide insight regarding vehicle speed for use in computations, together with an indication of distances already travelled. Moreover, the compass provides information regarding distances of the vehicle from terrain and building constructions. In the vehicle, electrical noise sensors have associated therewith a receiver for electronic noise signals and magnetism. In a situation that the sensors receive higher signals than expected and values of the signals affect some of the other measuring instruments, these higher signals are utilized in the data unit and employed to correct measurement values; for example, higher signals than expected can either be indicative of unexpected road surface conditions. By using the camera, an image of the terrain in the surroundings of the vehicle is captured. Comparisons are made in respect of height of the vehicle in relation to sea level, namely altitude of the vehicle; it is to be borne in mind that temperature falls on average by 1⁰C for every 100 metres increase in height above sea level. By using the accelerometer, changes in speed are sensed, namely acceleration and/or deceleration of the vehicle are sensed for determining forces acting upon the vehicle and hence forces being resisted by tyres of the vehicle supported on the road surface. Measuring instruments are used for monitoring changes in gravitational force along the road; gravitation force can vary, for example, at various positions along the road and can, for example, be used for navigation purposes for determining a position of the vehicle along the road.

In database of the system, there is stored a digital navigation map which has saved in respect thereto details regarding the same measurement units and associated data as the system itself executes in operation. That is to say, a vehicle has earlier driven through all actual sections of road of the navigation map and registered all the relevant measurement data in a data memory for subsequent use by the data unit of the system. Advantages with this system are that:

(a) it is possible to navigate under all conditions and establish the position of the vehicle more accurately, for example the system is not dependent upon having available a GPS-satellite connection;

(b) fewer deviations in navigation arise in practice which allows the driver to more easily keep attention on the traffic situation and use of the vehicle will be more pleasant; (c) when the system assists to reduce deviations of the vehicle, there arises a benefit of more secure and safe driving and thereby fewer accidents, for example reduced injury and loss of life.

The system functions by way of when the driver starting the vehicle and selecting a route for travel, wherein during subsequent driving along the route involves the system executing its own measurements which are evaluated up against the pre- generated navigational map. The place/position at which the driver finds himself/herself will be recognized by the system. Thereby one has a position at a starting point and navigation can begin therefrom. However, when a start position is not known, the system can acquire sensor signals for a period of travel along a section of road and then correlate against the navigational map for recognizing a most likely location for the vehicle; such a situation can arise when the vehicle is transported by ferry between two locations and then is required to identify its geographical location when leaving the ferry. In such case, the system of the vehicle is in a disorientated state. A short period can arise after leaving the ferry during which the system is inactive whilst it collects sensor signals to find its spatial location; beneficially, the system informs its user of the short period of inactivity of the system so that the user can take extra care when driving his/her vehicle to try to avoid accidents.

Optionally, one or more first vehicles equipped with the system pursuant to the present invention and having earlier reliably determined their position with respect to their special electronic map are operable, for example via near field radio communication (NRC), to inform one or more second disorientated vehicles in their near proximity the determined positions of the one or more first vehicles. For example, vehicles equipped with systems pursuant to the present invention can be disorientated when transported by ferry from one harbour to another harbour. Such an arrangement is of advantage in that a given second vehicle equipped with the system and in a disorientated state having just arriving at a first location is informed by one or more of the one or more first vehicles at the first location regarding the map location of the first location. Optionally, such exchange of position data between vehicles equipped with the system and in mutually near proximity can be used in addition to vehicle positions being determined by comparing sensor signals over a period of time with the special electronic map. It is thereby feasible to improve position reliability of the system as well as enabling disorientated vehicles passing in near proximity to other orientated vehicles to rapidly identify their positions and thereby become orientated. Such an exchange of position information between vehicles equipped with systems pursuant to the present invention is of immense value when a significant proportion of vehicles are equipped with systems pursuant to the present invention. The present invention is therefore potentially capable of rendering GPS position-determination systems superfluous and providing a lower- cost solution than GPS navigation. Moreover, in an event of an emergency, for example martial law in the USA in an event suspension of the US Constitution, it is generally believed that US authorities would disable civil GPS services which would render many contemporary GPS-based position determination systems for vehicles instantly disabled. The present invention provides a great advantage that it is able to function independently of GPS services. Moreover, present conventional GPS position-measurement systems are not able to provide the safety warning and/or braking functionality of the present invention on account of such conventional GPS systems being devoid of sensors for inspecting road services and tyres of vehicles.

In addition to the sensors and instruments which are used in the navigation map, the vehicle is equipped with the following instrumentation: (a) a display which is operable to show friction/road-adhesion, with one or more warning that can come with sound and/or text;

(b) a steering unit which is operable to regulate braking of the vehicle;

(c) an optical friction measuring device for determining frictional characteristics of the one or more tyres and/or road surface; (d) a weight sensor which is coupled or otherwise mounted onto an external surface of each of the vehicle's springs and/or shock absorber construction, and on one or more wheels of any trailers of the vehicle, for example mounted in association with every wheel of the trailer;

(e) a centrifugal force measuring arrangement, for example implemented using an angular accelerometer and/or a gyroscopic device operable to measure gyroscopic Coreolis forces;

(f) a tyre friction monitor;

(g) a tyre pressure monitor; (h) ABS brakes; (i) an ESP stability control.

As aforementioned, it is not possible to measure exact values for the parameter "road grip". Pursuant to the present invention, one beneficially operates with an expectation that the road grip will be reduced, based upon measurements and the system's comparison between instantaneous values and standard values which are already stored in the database.

Software:

The present invention utilizes one or more prepared software program products which are executable to access registrations and data from measuring units of the vehicle. These data are evaluated in a database. The database includes many reference parameters. For a given vehicle equipped pursuant to the present invention, there are provided threshold values for responsible driving in relation to speed, weight, road surface covering, humidity, temperature and wind conditions. In an event that these threshold values are approached during driving, the one or more program products will warn the driver of the vehicle via sound and/or visual presentation on a screen of the vehicle to indicate that the speed of the vehicle must not exceed defined levels, namely threshold values. If the speed exceeds these threshold values, the one or more program products are optionally operable to send a message to a steering unit for braking and thereby implement an automatic speed reduction of the vehicle to a responsible and safe speed range. Beneficially, the program product places great emphasis on accurately registering friction level for the vehicle and road and uses many reference points for achieving such accuracy.

Database:

The vehicle 40 includes its own database for local computations. Moreover, the system 10 as a whole has a central database 20 for purposes of communicating data between vehicles 40, for generating special electronic maps for communication to vehicles 40, and so forth. The databases comprise information on specific types of vehicle, for example dependent upon vehicle model number and manufacturer; the information includes one or more of weight, tyre type, tyre condition, engine power and gear arrangement. Additionally, there is provided a special pre-generated road map which is operable to function as a reference for the position of the vehicle; this is necessary for accurately establishing the position of the vehicle within a road network when in operation. The database also includes data regarding all types of anticipated road surface, for example asphalt, gravel, sand, earth and stone. In combination with the various road surfaces, there is also provided friction levels as a function of humidity and temperature of the road surface.

In the database, there is also provided a calendar and a clock of the system. Such time reference is provided for quality controlling computations in respect of the relevant day and time at which the vehicle is employed for executing a journey. Optionally, it is also operationally possible for the system to receive weather reports which can also be a point of reference for the one or more program products.

Special map:

The purpose of the aforementioned pre-generated special map as reference is that the friction measuring device is operable to recognize its position and is capable of receiving a confirmation regarding a state of the road surface. Together with temperature, humidity, ambient light conditions, time instance and calendar, the system is operable to compute the friction level of the road surface. The friction level is then compared with a speed of the vehicle in operation, weight of the vehicle and friction level of its tyres. Thereby, the friction level between the vehicle and the road surface is determined for being subsequently compared against threshold levels recorded in the database. In an event of deviation, depending upon magnitude, the driver of the vehicle is warned and/or the system automatically implements a controlled braking to reduce speed of the vehicle.

Navigation system:

The vehicle's navigation system functions amongst other things as a unit which is not required to show or propose any particular driving route. Moreover, it is not an intention or necessity that the navigated position identified by the system in operation is shown on a screen for the driver. In such case, the navigation itself operates in real time and only processes data which has relevance for computations within the system. The present invention is thus radically different in comparison to a contemporary solely GPS-based position-determining system with map display. It is not a primary intention of the present invention to present the user with a visual indication of the geographically position of the user and his/her vehicle. A system pursuant to the present invention is shown in overview in FIG. 13 and indicated generally by 460. As illustrated in FIG. 12, a unit 370 of the system 450 is constructed from a housing or a cabinet fabricated with waterproof glass- or plastics- material on its underside for enabling inspection of a tyre thread pattern and/or a road surface. Optionally, there is provided a cleaning unit with associated sensor which is operable to clean the glass and/or plastics material of the underside of the housing or cabinet. In the housing or cabinet, there is mounted following units:

(a) a lamp 380 which is operable to illuminate the road surface 260 in dark ambient conditions;

(b) a heat-seeking (infra-red) camera 390;

(c) a camera 400, for example a laser-scanning camera, which can be used to image a depth cross-section, namely smoothness or roughness of the road surface 260. A microwave transmitter-and-receiver sensor may optionally be employed for monitoring road surface conditions. It is, amongst other things, such a camera which is utilized in the sensor 340 for measuring a pattern type for the tyres and also their pattern depth as aforementioned. As satisfactory, or potentially even more advantageous for determining properties of the road surface 260, microwave sensing is employed for measuring properties of the road surface 260. Moreover, such measurements enable an overview and determination of exact and indirect data relating to friction level and grip on the road surface 260; and

(d) a video camera 410 for imaging the road surface 260.

With reference to the scanning camera 400, similarly microwave sensing, which is operable to register the road surface 260 and its associated contours, the camera

400 can also be used to determine to what extent the road surface 260 is covered in a layer of snow, ice, oil or dust, gravel, sand and similar. Microwave energy, for example, is able to penetrate a distance into the road surface 260, thereby enabling characterization of whether or not asphalt is covered by ice with a snow layer formed upon the ice layer. A laser scanner and its associated data system are optionally taught to interpret occurrence of such layers upon the road surface 260, such that the driver can receive such information via a screen on the dashboard 270. In other words, the apparatus is additionally operable register occurrence of oil spills or films on an upper exposed surface of asphalt. In dark conditions with poor driver visibility, it is not certain that the driver is aware of such spills or films which can represent a hazard in respect of grip of the vehicle 40 upon the road surface 260. When other sensors are taken into consideration, optical and/or microwave friction sensing sensors are beneficially mounted into or adjacent to front lights of the vehicle. According to one embodiment of the invention, one or more of the sensors are mounted centrally at a front of the vehicle.

In FIG. 13, there is shown a block diagram which illustrates flow of information in the system 450 pursuant to the present invention; the system 450 is included in the vehicle 40, whereas the aforementioned system 10 is more general and includes both a database 20 and one or more vehicles 40. The system 450 comprises a special electronic map database 500, wherein measurement data for the mutually different parameters as aforementioned are temporarily stored, the measurements being representative for ideal driving conditions, and against which later measurements can be compared. There is also provided a data processing unit. Signals generated in operation from the mutually different sensors are transferred to the data processing unit 520 whereat they are processed and compared with previously recorded basic data.

A degree of similarity is shown on the screen which is an indication of actual (frictional) grip onto the road surface 200, and this is represented by way of boxes 540, 550. The result of the comparison is shown on the screen 560. This system 450 is also coupled to the vehicle's own driving computer system 570 which is operable to apply selectively controlled braking in an event that the driver himself/herself does not react with such braking action. The screen 560 presents, for example, a most probable grip on the road surface 260 with help of a pointer which moves relative to a graphical presentation scale.

The sensor types which are described in the foregoing are operable to measure parameters which can have a bearing in respect of friction level between a tyre and a corresponding road surface in contact with the tyre. When all these sensors are in operation, accumulative data from these sensors are stored in the database. For each measurement value for each parameter, the data processing unit 520 implements a comparison with the recorded measurement values which are stored beforehand. A comparison unit included in the data processing unit 520 collects in all these values for determining deviation from the previously recorded values, and the data processing unit 520 selects a manner in which a sum (SUMMEN) of all these values is to be interpreted when the vehicle's grip on the road surface 260 is to be evaluated.

Alternatives when the present invention is in operation can be sub-divided into three groups:

(A) the data processing unit 520 interprets SUMMEN such that the vehicle is being driven along the road in such a manner that the grip of the vehicle onto the road surface 260 is completely responsible, without there being any need for any form of warning to be sent to the driver; (B) the data processing unit 520 interprets SUMMEN such that the vehicle is being driven along the road in such a manner that lies within a dangerous range wherein frictional grip onto the road surface 260 can be potentially lost. On the display 560, there is then shown a warning to the driver in the form of text, flashing light signal or there is generated a sound signal that there is a danger in respect of grip onto the road surface 260; and

(C) the data processing unit 520 interprets SUMMEN such that the vehicle is being driven in such a manner that it is close to losing grip onto the road surface 260. The data processing unit 520 overrides the driver's will, and activates the braking system 570 of the vehicle, including ABS functionality, in order to implement necessary intervention and reduce a speed of the vehicle in a controlled manner.

Driving stop in a condition of slippery road surfaces:

Situations can arise that the road surface 260 is so super-slippery as a consequence of wet ice, or so-called "skating rink", or there is an oil slick or other "slippery" chemicals on the road. In such situations, it can even be dangerous to start up a vehicle from a parked condition. The system 450 controls simultaneously a driving state of the vehicle in relation to all the conditions which can influence its frictional grip onto the road. Optionally, the system 450 is operable to bar use of the vehicle, for example in a situation that frictional road grip is catastrophically bad, for example in a manner akin to an "alcohol lock" which presents a driver utilizing a vehicle when the driver is in a compromised state in consequence of consumption of alcoholic beverages. Such bar to use of the vehicle is beneficially implemented by selectively deactivating or disabling the ignition arrangement of the vehicle, such that the engine of the vehicle cannot be started. As aforementioned, such an implementation can be compared with an "alcohol-lock" which prevents a vehicle being started when the driver is under the influence of alcohol.

When measurement signals from one or more sensors of the sensor arrangement 70 are absent or become unavailable:

In an event that the system 450 in a given unexpected situation does not have satisfactory reference data, the system 450 desists from executing comparison computations. Such cessation of comparison computations is notified to the driver of the vehicle 40, namely that the system 450 is out of action. Such notification is beneficially conveyed via the display or screen 560.

Such cessation of the system 450 to execute computations relates both to the sum of the values (SUMMEN) and for signals from each sensors. In an event of a signal from one or more of the sensors being of low quality, for example in an event of approaching malfunction of one of the sensors due to contamination and/or damage, the system 450 can optionally elect to ignore the one or more signals, and rely on a reduced number of properly functioning sensors; thereby, operating reliability of the system can be enhanced by such selective use of sensors provided on the vehicle.

The system 450 pursuant to the present invention is well adapted for use in personal vehicles, for example small automobiles, motorcycles. Moreover, the system 400 is susceptible to being utilized in all types of vehicles for which road grip has a major importance for safe transportation of loads and people, for example: load-bearing vehicles such as trucks, busses, construction equipment, and even aircraft. An especially potentially important area for use of the present invention includes: snow clearance vehicles, snow ploughs, snow pulverising vehicles, for example as used on mountain roads which can have harsh terrain. The system 450 is beneficially provided with one or more arrangements 700 for enabling the system to communicate with other devices and communication networks remote from the vehicle 40 into which the system 450 is installed; for example, the one or more arrangements 700 are represented in FIG. 1 by components 90, 100, 110. Such one or more arrangements 700 can beneficially include at least one of:

(a) a BlueTooth or similar near field radio (NFR) communication link of a few milliWatts (mW) power for interfacing to a user's mobile telephone, wherein the user's mobile telephone has downloaded thereto a software application, for example a Java application, which enables the system 450 coupled by BlueTooth of similar NFR to the mobile telephone. The mobile telephone enables wireless access for the system 450 to a telephone network and one or more data servers coupled thereto for uploading data from the system 450 to the one or more data servers, and/or downloading data from the one or more servers to the system 450; (b) a wireless link for directly linking the system 450 to a wireless communication network; such communication can be spatially cellular in a similar manner to conventional mobile telephones; and

(c) by a part of the system 450 being dismounted and coupled to data apparatus coupled to a communication network linking one or more data servers; for example, use of a USB connector in a generally similar manner to a conventional USB memory stick for personal computers is beneficially employed in relation to the system 450.

By such an approach, valuable data collated by sensors of the system 450 can be used to update the one or more servers, for example providing a database of information, as well as data updates can be loaded to the system 450, for example hazardous sections of roads, road works, new speed restriction zones, changes in road layout, and so forth.

The system 450 is thus capable of conveying information generated by its sensors to the one or more servers, for example for use for warning other drivers via their systems 450, as well as ensure accuracy and quality of information stored at the one or more servers. It is thus possible to implement automatic low-cost updating of information progressively stored and conveyed from the one or more data servers. It will be appreciated that the system 450 is capable of being operated such that vehicles 4OA adapted pursuant to the present invention provide data from their sensors to a central network site (for example an Internet web-site) 800 including information regarding the geographical locations P1 of the vehicles 40A and sensed road conditions pertaining at these locations P1 ; such an arrangement is illustrated in FIG. 7. The network site 800 corresponds to the database 20 in FIG. 1. The central network site 800 is operable to update its database 810 as well as provide information concerning the road conditions at the locations P2, P3, P4 to other vehicles 40B, 4OC, 40D adapted pursuant to the present invention which travel concurrently or subsequently in the aforesaid geographical locations P1. For example, the vehicle 40A adapted pursuant to the present invention travels along a mountain road at the locations P1 whereat sensors of the vehicle 4OA identify poor tyre friction on the road surface 260 there, for example due to poor road surface 260; the information is conveyed to the central network site 800 as illustrated in FIG. 7, for example via a wireless data link 820 implemented using mobile telephone infrastructure. The database 810 is updated that poor road friction is to be expected along the mountain road at the locations P1 and the central network site 800 also updates the database of the other vehicles 4OB, 4OC, 4OD adapted pursuant to the present invention coupled to the network site 800 via one or more wireless data links 830. When these other vehicles 40B₁ 4OC, 4OD are subsequently driven along the mountain road at the locations P1 , their systems 450 from updated information from the network site 800 expect a low friction threshold along the mountain road and warn their drivers accordingly and/or implementing a braking operation as deemed necessary by the system 450.

Each vehicle 40 with its associated system 450 can provide sensor signal information and corresponding geographical location information to the central network site 800, as well as receiving updated information from the central network site 800. Thus, other drivers equipped with systems 450 in communication with the network site 800 can receive information from the central network site 800 regarding actual road friction conditions as a function of geographical map location. By such an arrangement, the system 450 with its associated sensors mounted on each vehicle 40 is capable of maintaining the central network site 800 automatically updated for the benefit of other vehicles 10 also equipped with the system 450 with its associated sensors and also periodically or continuously in communication with the central network site 800. A user of the system 450 is thus able to receive a pre-warning regarding driving conditions and frictional grip in respect of the given section of road. Such communication from systems 450 pursuant to the present invention installed into vehicles 40 to the central network site 800 is implemented either in real-time using wireless Internet or similar, or is implemented by users of the system 450 periodically demounting at least a part of the system 450 and coupling it via a personal computer (PC) or telephone connection point to the central network site 800 for purposes of exchanging data. For example, a portion of the system 450 is beneficially implemented as a detachable data module equipped with an inexpensive USB interface which users can remove from their vehicles 40 and couple via their personal computers (PC) through the Internet to the central network site 800 implemented as a cluster of one or more data servers; the modules are thereby capable of updating the central network site 800. The central network site 800 is to be considered equivalent to the aforementioned database arrangement 20. Other users coupling their corresponding modules into their personal computers (PC) can download updates regarding road friction conditions expected for various geographical locations P. Such updating via normal personal computer (PC) can be implemented on an occasional basis, for example daily or weekly. Moreover, new roads and routes with their associated contour information can be automatically downloaded by users driving around in their vehicles 40 to the central network site 800, thereby reducing a cost of providing service from the central network site 800, thereby providing a more economical service to users which can financially undermine contemporary GPS road navigation schemes as well as providing additional functionality relating to friction monitoring with associated low-of-friction warning and/or automatic braking of vehicles 40 to prevent occurrence of accidents.

It is important that the central network site 800, for example implemented as a cluster of servers, is provided with reliable data for updating its parameter information, road information and sensor data. In order to reduce a risk of deliberate falsification of data provided to the central network site 800, the central network site 800 is beneficially operable to update its records when N vehicles travelling along a same section of road indicate an specific unusual conditions, for example a dangerous ice patch, a slippery snow covering, loose gravel, sand and so forth. Beneficially several vehicles 40, namely N > 1 , via their respective systems 450 are required to download their sensor data relating to unusual road conditions at a given spatial section of road before the central network 800 updates its records pertaining to the section of road. For certain categories of dangerous hazard, for example black ice and oil spills which are especially dangerous, the central network site 800 has its database updated on a single communication, namely N=1, from a system 450 to the central network site 800 indicating poor tyre grip on a given section of road, the information being subsequently disseminated to other systems 450 to update their parameters relating to the section of road. Thus, in other words, the central network site 800 is operable to receive sensor information and corresponding processed data from one or more systems 450, and filter the data for taking a decision whether or not to update information in the central network site 800 for subsequent dissemination to other systems 450, wherein the filtering is dependent upon the nature of hazard or condition conveyed in the data provided to the central network site 800. Such filtration reduces a risk of deliberate damage or degrading of integrity of data at the central network site 800 by malicious third party activities which could have safety implications.

The system 450 is beneficially sold in kit form for retrofitting to vehicles, for example with installation executed by users and/or authorised automotive workshops and dealers. Alternatively, the system 450 is sold as a component part for integration into new vehicle designs, for example as component parts to an automotive assembly line. Communication to the central network site 800 and receiving updates therefrom is beneficially subject to payment of a regular subscription fee. Beneficially, each system 450 is provided with a unique identification code by which it can be recognized by the central network site 800. A degree to which a given system 450 is updated with information, for example with respect of frequency of updating, can be made dependent upon a magnitude of subscription fee paid and/or a degree to which the given system 450 is equipped with sensors and hence its use to the central network site 800 for providing it with useful information regarding road conditions, for example for the benefit of other users equipped with the system 450.

The system 450 functions by way of when the driver starting the vehicle and selecting a route for travel, wherein during subsequent driving along the route involves the system 450 executing its own measurements which are evaluated up against the pre-generated navigational map. The place/position at which the driver finds himself/herself will be recognized by the system 450. Thereby one has a position at a starting point and navigation can begin therefrom. However, when a start position is not known, the system can acquire sensor signals for a period of travel along a section of road and then correlate or otherwise comparing against the navigational map for recognizing a most likely location for the vehicle; such a situation can arise when the vehicle is transported by ferry between two locations and then is required to identify its geographical location when leaving the ferry. In such case, the system 450 of the vehicle is in a disorientated state. A short period can arise after leaving the ferry during which the system 450 is inactive whilst it collects sensor signals to find its spatial location; beneficially, the system 450 informs its user of the short period of inactivity of the system so that the user can take extra care when driving his/her vehicle to try to avoid accidents.

Optionally, one or more first vehicles 40 equipped with the system 450 pursuant to the present invention and having earlier reliably determined their position with respect to their special electronic map are operable, for example via near field radio communication (NRC), to inform one or more second disorientated vehicles in their near proximity the determined positions of the one or more first vehicles. Optionally, such near-field communication is beneficially provided via the one or more arrangements 700. For example, vehicles 40 equipped with systems 450 pursuant to the present invention can be disorientated when transported by ferry from one harbour to another harbour. Such an arrangement is of advantage in that a given second vehicle 40 equipped with the system 450 and in a disorientated state having just arriving at a first location is informed by one or more of the one or more first vehicles at the first location equipped with the system 450 regarding the map location of the first location. Optionally, such exchange of position data between vehicles equipped with the system 450 and in mutually near proximity can be used in addition to vehicle positions being determined by comparing sensor signals over a period of time with the special electronic map. It is thereby feasible to improve position reliability of the system 450 as well as enabling disorientated vehicles passing in near proximity to other orientated vehicles to rapidly identify their positions and thereby become orientated. Such an exchange of position information between vehicles equipped with systems 450 pursuant to the present invention is of immense value when a significant proportion of vehicles are equipped with systems 450 pursuant to the present invention. The present invention is therefore potentially capable of rendering GPS position-determination systems superfluous and providing a lower- cost solution than GPS navigation. Moreover, present conventional GPS position- measurement systems are not able to provide the safety warning and/or braking functionality of the present invention on account of such conventional GPS systems being devoid of sensors for inspecting road services and tyres of vehicles.

The aforementioned systems 10, 450 are also synergistically capable of being adapted to provide speed control and speed recommendation functions in addition to friction measurement and navigation functionalities. Such synergy greatly contrasts vehicle systems and associated driving assistance devices pursuant to the present invention from contemporary GPS navigation systems which, in practice, provide a relatively low degree of functionality. The present invention achieves this by combining on-vehicle sensor measurements with on-vehicle data processing and communication infrastructure. The vehicle system and driver assistance device can even be further provided with position-tracking antitheft functionality so that stolen vehicles can be tracked. The present invention is capable of providing a degree of navigation assistance, even if sensors on a vehicle 40 fail, or GPS on the vehicle 40 fails, or wireless communication on the vehicle 40 fails.

However, there will next be described examples of the present invention implementing speed control and speed recommendation. The present invention is concerned with a system for a motorized vehicle, including a foot-operated or hand- operated lever or pedal for manually regulating power developed by an engine and/or motor of the vehicle for propelling the vehicle, wherein the system includes an arrangement for operatively indicating to a driver of the vehicle states of speed limits (VO) along a route travelled by the vehicle, and the system is adapted to receive information regarding applicable speed limits (V3) entered, manually by the driver for modifying operation of the system in respect of its speed limits (VO).

The system is advantageously operable to encourage adherence to decreed speed limits (VO) which is potentially capable of reducing occurrence of road accidents and thereby increasing traffic safety. Optionally, the system is implemented such that the arrangement for operatively indicating to the driver includes a visual display and an arrangement operable to generate an opposing force representative of speed limits (VO). Optionally, the system is implemented such that the lever is adapted to generate an increased opposing force against a manual movement of the lever or pedal against a corresponding greater speed level, when the vehicle is travelling near or at the speed limit (VO). Optionally, the system is implemented such that the lever or pedal is coupled to an actuator which generates in operation a physical opposing force against the pedal or lever, the actuator being controlled by a control unit in which there is stored and/or downloaded information regarding applicable speed limits (V2). Optionally, the system is implemented such that information (V2) regarding applicable speed limits is retrieved for the system via use of a navigation system for determining a geographical position (x, y) of the vehicle. More optionally, the system is implemented such that the navigation system is: (a) a satellite-based position determining apparatus; and/or (b) a navigation apparatus built into the vehicle and operable to determine a position of the vehicle by sensing spatially in a vicinity of the vehicle. More optionally, the system is implemented to include a data processing arrangement for comparing the manually input applicable speed limit (V3) against a corresponding speed limit (V2) retrieved with assistance of a navigation system for determining a geographical position (x, y) of the vehicle for determining the indication of speed limit indicated to the driver.

Optionally, the system is implemented such that the actuator is a piston and cylinder arrangement, wherein one end of the piston and cylinder arrangement is coupled to a rear side of the pedal relative to a front side of the pedal for receiving a foot of the driver, and wherein the piston and cylinder arrangement is operable to be pushed forward and pulled back for regulating a range of opposing forces developed in operation against a foot force applied by the driver. Optionally, the system is implemented such that the pedal is moveable over its range of travel between maximum and minimum motive power, the range being subdivided into a plurality of segments at which an opposing force is selectively provided corresponding to various speed limit steps (VO) for the vehicle. More optionally, the system is implemented such that a region within each segment corresponds to a continuous pedal movement, apart from a selected speed limit setting (VO) for which the system is operable to selectively provide an increased opposing force to the pedal.

Optionally, the system is implemented such that configuration of the pedal for a given opposing force to movement is dependent upon an applicable speed limit. Optionally, the system is implemented such that the pedal between its maximum and minimum positions of movement is adapted so that an increased opposing force is susceptible to being selectively applied depending upon speed limit associated with sections between the maximum and minimum positions of the pedal.

Optionally, the system is implemented such that the lever or pedal is adapted to be adjusted, for example in a pivotal manner, between a minimum and a maximum motive power setting, wherein the pedal's or lever's adjustment in a range the minimum and maximum motive power is defined in a step-wise manner in response to a speed (V1 ) of the vehicle in operation.

Optionally, the system is implemented to include:

(a) a speed regulator mounted for actuation by a driver of the vehicle for defining manually adjusted speed limits (V3) for the system; (b) a display for providing a visual indication of speed limits (VO) to the driver;

(c) a data processing unit for performing computation for the system; and

(d) a speed-controlled pedal for adjusting a speed (V1 ) of the vehicle when in operation.

More optionally, the system is implemented such that the speed regulator is adapted for the driver to input to a data processing unit changes in speed limit (V3), wherein a manual deflection of a member in a first direction instructs the data processing unit that a speed limit has increased by a given number of km/h, and a deflection of the member in a second direction instructs the data processing unit that the speed limit has decreased by a given number of km/h. More optionally, the system is implemented such that sections of movement of the pedal or lever correspond to changes of 10, 20, 30 40 or 50 km/h.

Optionally, the system is implemented such that the speed regulator is operable in an analogue manner in an H-gear formation, with a moveable lever which is moveable in various directions in an H-form track of the formation. Optionally, the system is implemented to utilize:

(a) a fully automatic transmission;

(b) a cruise control; (c) a calibration system for monitoring that a speedometer of the vehicle measures a correct vehicle speed, and/or the system is operable to require control at various intervals for determining a speed of the vehicle; and (d) a navigation system for determining a position of the vehicle. Beneficially, the navigation system is provided with a wireless communication link for enabling the vehicle to send and/or receive data from a source external to the vehicle. Optionally, the wireless communication link is a bi-directional communication link. Optionally, the system is operable to require the driver to physically confirm a given speed limit in order to start the vehicle. Optionally, the system is adapted to compute an optimal time for acceleration in relation to traffic safety conditions where a speed limit (V2) is decreed. Optionally, the system is adapted to compute an optimal energy utilization in relation to a weight of the vehicle and incline of a road along which the vehicle travels in operation. Optionally, when implementing the system, the pedal or lever is operable to function as an accelerator pedal or as an electronic speed pedal, in that the pedal or lever is coupled to the actuator for generating an opposing force felt by the driver at the pedal or lever. Optionally, the system is implemented such that the pedal or lever functions as an electronic fuel control pedal or lever in vehicle transmission positions park = P and neutral = N. Optionally, the system is implemented such that the pedal or lever functions as a speed pedal or lever in vehicle transmission positions drive = D and reverse = R. Optionally, the system is adapted to be retrofitted to existing vehicles.

Moreover, the present invention is also concerned with a method of operating a system for a motorized vehicle, including a foot-operated or hand-operated lever or pedal for manually regulating power developed by an engine and/or motor of the vehicle for propelling the vehicle, wherein the method includes:

(a) employing an arrangement of the system to indicate to a driver of the vehicle states of speed limits (VO) along a route travelled by the vehicle; and

(b) receiving information regarding applicable speed limits (V3) entered manually by the driver, the information being used for modifying the speed limits (VO). The present invention is also concerned with a software product recorded on a machine-readable medium, the software product being executable on computing hardware for implementing the aforesaid method concerned with of operating a motorized vehicle in respect of speed control and speed recommendation. Moreover, the present invention is also concerned with a communication system for receiving, analysing and distributing speed limit information between a plurality of systems pursuant to the invention.

Systems pursuant to the present invention are intended for installation and use in vehicles including: automobiles, trucks, busses, motorcycles and similar but not limited thereto. The system installed to a vehicle utilizes, for example, a hand- operated lever or a foot-operated lever or finger-operated control for a driver of the vehicle to employ to input speed-limit data into the system. Moreover, the system includes an arrangement for indicating to the driver of the vehicle actual decreed speed limits along a road being travelled by the vehicle; the arrangement is, for example, implemented as a special electronic pedal which will be elucidated in greater detail later and/or a display screen.

Systems pursuant to the present invention provide many advantages in operation. In an event that a driver drives his/her vehicle in a traffic zone faster than a decreed speed limit for the zone as a consequence of the driver depressing the special electronic pedal or lever to an excessive extent, the driver receives a warning and must apply more force to the electronic pedal or lever above a first normal force which the driver must apply in normal driving to the special electronic pedal or lever. For example, a normal force is less than 5 Newtons for actuating the special electronic pedal, and increases when driving faster than the decreed speed limit.

The driver therefore consciously overrides the system for achieving a speed in an excess of the decreed speed limit. The present invention is beneficially implemented in a vehicle equipped with a fully automatic gear transmission wherein the driver regulates motive power of his/her vehicle by utilizing substantially only the aforementioned special electronic pedal.

A system pursuant to the present invention includes a fuel control arrangement whose operation is controlled by the driver adjusting the special electronic pedal or lever. The special electronic pedal or lever in cooperation with the system is operable to generate various opposing forces to those applied by the driver as a function of adjustment of the fuel control system and speed of the vehicle.

In the system pursuant to the present invention, a first opposing force is beneficially in an order of 5 Newtons, whereas a second opposing force is beneficially 7 Newtons. A driver depressing the special electronic pedal or lever is initially opposed by the first opposing force of 5 Newtons being applied to the pedal or lever which is felt by the driver; the driver will feel the second opposing force when the vehicle has attained a speed corresponding to a decreed speed limit. For example, a decreed speed limit of 60 km/h pertains to a given traffic zone, and the driver desires a maximum acceleration; the driver depresses his/her special electronic pedal past a position for 60 km/h and has already experienced the first 5 Newtons opposing force. The second 7 Newton force will be felt by the driver as soon as his/her vehicle has attained a speed of 60 km/h. When the driver experiences the second 7 Newton force, the driver can either allow his/her foot to be pushed back by the second 7 Newton force to maintain the 60 km/h speed for the vehicle, or maintain an applied force on the special electronic pedal in excess of 7 Newtons. In an event that the driver allows his/her foot to be pushed back by the second 7 Newton force, the vehicle will maintain a speed of 60 km/h. When the driver elects that his/her foot be pushed back with a reduction in opposing force of 2 Newtons to the first force of 5 Newtons, the driver can maintain a speed of 60 km/h with merely a reduced force, for example 2.7 Newtons applied, wherein the first force of 5 Newtons is only activated at 60 km/h. The aforementioned opposing force applied to the special electronic pedal is beneficially generated using a piston and cylinder arrangement, for example to generate a force in an order of 5 Newtons to 7 Newtons; however, alternative implementations are feasible based upon, for example, stepper motors, d.c. motors, solenoids, compressed air motors, compressed air actuators, hydraulic actuators and so forth.

Referring to FIG. 1, there is shown elements of a system pursuant to the present invention. The system is indicated generally by 50. In FIG. 15, mutually coupled elements of a system 50 have the following meanings:

The system 50 includes the hand-operated or foot-operated lever 1030 and the control unit 1040 with its associated special electronic pedal or lever. The hand- operated lever or foot-operated lever 1030 and the control unit 1040 mutually communicate via the central data processing unit 60. In FIG. 15, there are shown equivalence and non-equivalence functions 1070, 1080 respectively for determining to what extent there is correspondence between a decreed relevant speed limit (V2) for the vehicle in a given traffic zone in comparison to a speed limit perceived by the driver of the vehicle 40. The decreed relevant speed limit (V2) for the vehicle 40 is beneficially determined from GPS position (x, y) detection of the vehicle 40 in combination with a data set linking vehicle geographical position (x, y) to a relevant corresponding speed limit [V2(x, y)].

Operation of the system 50 will now be described. The system 50 is potentially capable of being operated in one or more of the following modes:

(a) Mode 1 : The speed of the vehicle is V1 as measured by a speedometer of the vehicle 40. The driver uses the speed regulator 1030 to the input speed limit V3 into the system 50 in response to driving the vehicle 40 through various traffic zones. The system 50 utilizes the speed limit V3 as the applicable speed VO for defining a position of increased opposing force at the special electronic pedal 1040. Optionally, when the navigation unit 110, 1090 of the vehicle 40 is available, the system 50 records a record of the speed limits V3 entered by the driver as a function of geographical location of the vehicle, namely V3(x, y) is recorded in memory, for example for future use by the driver and/or for downloading to a central database for use by other drivers.

(b) Mode 2: The system 50 uses its navigation unit 110, 1090 to identify its position (x, y) in real time. The system 50 finds a speed limit V3(x, y) stored in memory of the system 50 as entered by the driver at an earlier time. The system 50 then assumes this stored value V3(x, y) as the applicable speed limit VO which is used for generating the opposing force at the special electronic pedal 1040.

(c) Mode 3: The system 50 uses its navigation unit 110, 1090 to identify its position (x, y) in real time. The system 50 finds a speed limit V3(x, y) stored in memory of the system 50 as downloaded from the central database. The system 50 then assumes this stored value V3(x, y) as the applicable speed limit VO which is used for generating the opposing force at the special electronic pedal 1040.

(d) Mode 4: The system 50 functions as in any one of Mode 2 or Mode 3 except that during driving, the driver is able to use the speed regulator 1030 to input in real time deviations to the applicable speed limit VO. Optionally, these deviations are also recorded for future use by the driver and/or uploading to the central database for other drivers to utilize. For example, adverse weather conditions at a given location (x, y) requires that a deviation to the applicable speed V0(x, y) is necessary to avoid accident and is potentially useful to other drivers so that they are warned in advance of a need to reduce vehicle speed in a vicinity of the given location (x, y). Other modes of operation of the system 50 are possible within the scope of the present invention.

In the aforementioned Modes 1 to Mode, the screen 1020 optionally indicated to the driver when there is a significant difference between a speed of the vehicle V1 within a given traffic zone and an applicable speed limit VO defined for the vehicle within the traffic zone; the defined applicable speed limit VO can be, for example, a decreed speed limit V2 for the traffic zone (i.e. VO = V2) and/or a speed limit V3 entered by the driver of the vehicle (i.e. VO = V3). Optionally, the speed V3 is derived from the speed V2 subject to deviations manually input by the driver using the hand-operated or foot-operated lever 1030, namely input via the speed regulator. Optionally, the vehicle is equipped with the navigation unit 110, 1090 to assist with providing data to the central data processing unit 50 and also obtaining data indicative of a decreed speed limit V2 for the traffic zone; such a navigation unit 110, 1090 is, for example, described in Applicant's Norwegian patent application no. 2008 2337 which is hereby incorporated by reference in respect of the present invention. In the system 50, the vehicle determines its geographical position (x, y), wherein the position is also defined in data in the system 50 together with corresponding speed limits V2(x, y), for example in a manner of a database stored in data memory. Optionally, after the vehicle has determined its position (x, y) via its navigation system 110, 1090, the vehicle 40 can receive by wireless communication message exchange information from an external source regarding allowable speed limit V2(x, y) decreed for the determined position (X, y) of the vehicle and/or speed limits V3 entered for the position by other drivers, for example by way of recommended speed limits from other drivers. Use is beneficially made of satellite communication and/or wireless telephony for example for this purpose.

A most important new element utilized in a system 50 is the control unit 1040 coupled to the special electronic pedal 1150 together with the aforementioned hand-operated lever or foot-operated lever 1030, also known as a speed regulator. The pedal 1150 and the speed regulator 1030 are mutually coupled in communication via the central data processing unit 60. When operating the system 50, a manual declaration of appropriate speed V3 for the vehicle can be optionally input at the speed regulator 1030. The speed limit input V3 to the speed regulator 1030 is communicated via the central data processing unit 60 to the special electronic pedal 1040, 1150 which can result in an increased opposing force being applied to the pedal 1040, 1150 and felt by the driver of the vehicle 40.

In FIG. 16, there is shown a side view of a schematic diagram of an implementation of the speed regulator 1030 which includes a manually adjustable regulation lever 1100 mounted, for example, on a dashboard of a vehicle 40. The lever 1100 is implemented to enable a driver of a vehicle equipped with the system 50 to input manually actual speed limits V2 into the system by clicking the lever 1100 up or down, and also imposing the speed limit V3 preferred by the driver; in other words, VO = V2 when the driver does not impose a preferred speed limit V3. Alternatively, the system 50 can be operated such that VO = V3 under complete control of the driver to enter appropriate speed limits as in aforementioned Mode 1. When the vehicle is in a given traffic zone, the driver can thereby register into the system 50 a decreed (V2) or driver-preferred (V3) speed limit for the traffic zone which is then adopted by the system 50 for providing an opposing force at the special electronic pedal 1040. For example, in a given section of road where there is not any specific speed limit V2 decreed by road authorities, the driver is aware that police often establish a mobile radar speed control for catching drivers travelling at excessive speeds above a default maximum speed VD allowed. The driver of the vehicle including the system 50 when driving in a vicinity of a geographic region including the section of road is aware of possible presence of police radar speed controls and proceeds to use the lever 1100 to program into the system 5 a suitable speed limit V3 « VD which the system 50 should oblige the driver to maintain when travelling along the section of road. In other words, the system 50 can be manually adapted by the driver to encourage the driver to adopt a reduction in speed to within a driver- defined speed limit V3 when driving along the section of road susceptible to police radar speed controls. Such an approach is useful for avoiding speeding fines. The lever 1100 is optionally implemented as a pivotal projecting lever, a rocker switch, a push switch, a thumb wheel. More optionally, the lever 1100 can be implemented with assistance of voice recognition to receive oral instructions for speed limit increase or decrease.

In FIG.18 to FIG. 28, the lever 1100 is optionally implemented as an arrangement akin to a manual gear control utilizing an H-form lever movement trajectory. In FIG.

18, the lever 1100 is disposed in a free configuration wherein the lever 1100 can be manipulated backwards and forwards in a horizontal manner. Thus, in operation of the system 50, we have three speed parameters to consider:

(a) an actual travelling speed of the vehicle V1 ; (b) a speed limit V2 decreed by authorities for a given traffic zone through which the vehicle 40 is travelling; and

(c) a speed limit V3 which the driver has input to the system 50 for the system 50 to try to oblige the driver to maintain by an opposing force applied to the special electronic pedal 1040. When V3 and V2 are different, this corresponds to a situation where the driver has imposed a variation on the decreed speed limit in response to preference or circumstances, for example poor road surface requiring a slower speed than actually decreed for avoiding damage to the vehicle 40. Optionally, the speed limit V3 corresponds to the speed limit V2, wherein the system 50 is operable to inform and encourage the driver to match V1 to V2 when driving; as aforementioned, the speed limit V2 is beneficially determined automatically from a database, for example in response to a GPS or similar navigation system identifying a position (x, y) of the vehicle and therefrom determining V2(x, y) from the database linking the geographical position (x, y) to a corresponding decreed speed limit V2(x, y). Alternatively, the system 50 is operable to allow the driver to define V3(x, y) and then store V3(x, y) values in memory as a function of geographical position (x, y) of the vehicle; subsequently, when the vehicle is being driven, the system 50 determines the position (x, y) of the vehicle, determines values V3(x, y) for the position (x, y) as stored previously and then uses the previously stored speed limits V3(x, y) to remind and oblige the driver to maintain the speed V1 of the vehicle at not more than V3(x, y) by way of the aforementioned opposing first and second forces for example applied to the special electronic pedal 1040, 1150.

Along a section of road, the decree speed limit V2 potentially changes in steps of more than 10 km/h in certain situations. Examples of such coarser speed limit changes occur when speed limits change directly from 60 km/h to 80 km/h, and directly from 50 km/h to 80 km/h. As aforementioned, a left hand side track of the H- form configuration in FIG. 18 to FIG. 20 provides an opportunity for such greater changes in speed limit to be entered by the driver via the speed regulator 1030. When the lever 1100 is pushed up into a right hand track, the central data processing system 50 is informed the speed limit is to be changed with a step of +30 km/h at a stroke. Correspondingly, when the lever 1100 is pushed down towards -30 km/h, it is thereby indicated to the central data processing unit 50 that the speed limit is 30 km/h lower than in a preceding zone through which the driver has driven his/her vehicle. Such data entry using the lever 1100 manipulated in an "H" track manner is illustrated in FIG. 20 for example. The lever 1100 is beneficially disposed on a dashboard of a vehicle into which the system 50 is installed, for example on a steering column of the vehicle or where convenient for the driver, and is constructed in an analogue manner, namely continuously variable like an analogue steering wheel. Alternatively or additionally, the lever 1100 is implemented as a thumb wheel or switch arrangement on a steering wheel of the vehicle, thereby requiring the driver to execute a minimal amount of hand movement when driving the vehicle 40.

In FIG. 17, there is shown a schematic illustration of the lever 1100 of the speed regulator 1030 implemented to be controlled by a foot of a driver of a vehicle in a normal manner. The lever 1100 comprises a pivotal member 1110 which swings about an axle 1120. An actuator 1130 includes a cylinder and piston unit, and a pressure-affected rod extends out from the actuator 1130 and is fastened at its distal end to a back side of the member 1110. As an alternative to employing a cylinder and piston unit, an electromagnetic solenoid actuator can be employed, thereby requiring minimal disturbance of a vehicle 40 when the system 50 is retrofitted thereto, thereby not invalidating a manufacturer's warranty on the vehicle 40. Pursuant to the present invention, the system 50 is implemented for a vehicle equipped with an automatic transmission, such that the driver is free from having to concurrently attend to an H-gear form. Such convenience of use is a benefit for operation of the system 50 to avoid the driver being overloaded with tasks to perform when driving his/her vehicle.

In FIG. 18, adjustments for a normal conventional automatic transmission are shown; these adjustments are serviced by the driver when driving his/her vehicle by moving a gear lever 1200. The gear lever 1200 can be adjusted in following positions: P = park; R = reverse; N = neutral and D = drive. Pursuant to the present invention, when the gear lever 1200 is placed in the P or N position, the special electronic pedal 1040, 1150 of the vehicle functions in a normal conventional manner. However, when the gear lever 1200 is placed in the D or R position, the special electronic pedal 1040, 1150 functions pursuant to the present invention with feedback to the driver being given by way of an opposing force in relation to the speed V1 of the vehicle 40 relative to applicable speed limits VO which may pertain.

In FIG. 19, there is shown schematically the special electronic pedal 1040 implemented as a pivotally-mounted lever member 1150 with an actuator 1160 coupled to a rear side thereof. There are also shown various speed level points from 0 km/h to 100 km/h pertaining thereto, for example in steps of 10 km/h from 20 km/h to 90 km/h as denoted by pi to p₈ respectively. In FIG. 20, there are illustrated corresponding opposing force levels experienced by a driver of a vehicle equipped with the system 50. A force fi is 2 Newtons, a force f₃ is 2.4 Newtons, a force f₅ is 2.75 Newtons, a force h is 3 Newtons, and a force fβ is 3.5 Newtons as the lever member 1150 is depressed by the driver. In other words, the force levels experienced by the driver when actuating the lever member 1150 increase as the lever member 1150 is progressively depressed.

In FIG. 21 , the system 50 is operable such that a speed limit VO is set, for example, to 60 km/h as a maximum speed for a vehicle, and that a pressure of up to 5 Newtons (5N) is experienced by the driver as the lever member 1150 is adjusted in a range from 10 km/h (pi) to 60 km/h (ps). When the lever member 1150 is advanced above the 60 km/h position p₅, namely to p₆ and beyond, the second force of 7 Newtons is felt by the driver. In FIG. 22, there is shown points in a scale wherein an increased force from 5 Newtons to 7 Newtons is experienced when the accelerator pedal meets this speed limit point on its range of travel.

It is important to appreciate that the driver is in an unhindered manner able to override the warning or indication by way of the opposing force generated by the actuator 1160. He/she can elect to tread the lever member 1150 completely to its maximum deflection, namely completely to the "bottom", and cause his/her vehicle to attain a speed which is many kilometres per hour over the decreed speed limit V2. This is a significant detail, especially with regard to safety; in certain situations, it may be necessary to exceed a decreed speed limit V2 to avoid an accident with serious consequences. To hinder the driver in his/her momentary decisions could be dangerous to safety, for example in an overtaking situation with unexpected oncoming traffic. In certain situations, it can be of interest to invoke maximum motive power from the vehicle, namely to "give a flat pedal" for highest possible speed up to, for example, 100 km/h. In this case, when the vehicle has reached the prior elected or decreed 60 km/h speed limit for VO, the driver will notice that the special electronic pedal 1040 will exhibit an enhanced opposing force, for example 7 Newtons, when the speed of the vehicle exceeds 60 km/h. In FIG. 23, there is shown in this situation:

(a) with reference to arrow A in the diagram, there is shown a full extent that the lever member 1150 of the special electronic pedal 1040 can be depressed;

(b) with reference to arrows B, there is shown a first arrow a_? which shows an extent of depression of the lever member 1150 of the special electronic pedal

1040 to attain a speed of 60 km/h. When the lever member 1150 is moved into a region of a second arrow a₂, the driver will experience an enhanced opposing force, for example aforementioned 7 Newtons; and

(c) with reference to arrow C, there is shown the increased opposing force, for example, 7 Newton, which the driver can rest his/her foot against.

Pursuant to an advantageous embodiment of the present invention, there is shown a distribution of speed limits as illustrated in FIG. 19. When a driver starts his/her vehicle, for example an automobile, from a parked condition, the automobile being equipped with the system 50, and intends to accelerate the automobile up to 60 km/h which is the actual speed limit as recorded in the data processing unit 60. The driver depresses the special electronic pedal 1040 of the automobile to a 60 km/h setting and experiences an opposing force on the lever member 1150 for this 60 km/h setting. The system 50 is beneficially operable to display a position of the lever member 150 of the special electronic pedal 1040 on the screen 1020 if the driver is unaware of the 60 km/h speed limit. With such an arrangement, the system 50 will apply a power demand to an engine and/or motor of the automobile until the speed increases to 60 km/h.

The present invention is capable of being implemented in a vehicle equipped with a manual gearbox. When a driver sets a manual gearbox of the vehicle at too low a gear, a manual accelerator pedal of the vehicle will not be subject to an aforementioned actuator force encouraging the driver to reduce speed. However, for best effect, the present invention is preferably implemented to employ the special electronic pedal 1040, for example in a case of original equipment manufacture (OEM), namely as an integral part of vehicle mass production.

The intention and function associated with the special electronic pedal 1040 and its associated power control of the engine and/or motor of the automobile, amongst other things, is for computing ideal time for acceleration when the driver has set a speed limit VO. The data processing unit 60 is operable to compute an ideal acceleration from a speed the automobile has at a given point in time up to the defined speed limit VO. In an event that the driver elects to override the system 50, the system 50 then functions to deactivate automatic functions of the special electronic pedal 1040, 1150 past the defined speed limit VO, for example aforementioned 60 km/h speed limit.

The system 50 is also operable to provide assistance with maintaining a speed of a vehicle to driver-defined of pre-determined speed limits V3 as adopted for VO. For adapting to a given speed, the system 50 installed in a vehicle 40 can be furnished with the following important elements: (i) a system referred to as "active cruise control" which can be installed on more recent vehicles and is beneficially equipped with a distance radar in a front region of the vehicle. In an event that the driver of the given vehicle drives too closely to another vehicle in front, the system 50 will apply a controlled braking to the given vehicle in order to maintain a responsible distance between the given vehicle and the vehicle in front thereof; and (ii) a system is operable to provide automatic warning and/or braking when conditions of slippery road surfaces arise, for example as described in Applicant's Norwegian patent application no. 2008 3543 and any applications derived therefrom which are hereby incorporated by reference for use with the present invention.

One of the major advantages with a system pursuant to the present invention, for example the system 50, is that: (a) driving of a vehicle equipped with the system is rendered more comfortable and relaxed which allows the driver to a greater extent to follow complex traffic situations by not needing so often to pay attention to adjustment of the special electronic pedal 1040 of the vehicle 40;

(b) driving of the vehicle will be more steady and at correct speeds within given traffic zones, thereby reducing a frequency of overtaking and thereby enhancing road safety; and

(c) on account of enhanced driver awareness with keeping speed limits, a reduction in road accidents can be achieved. Functions and manner of operation

The system 50 optionally gives a notification or warning to a driver of a vehicle 40 incorporating the system 50 in an event of a deviation or discrepancy in an event that an incorrect speed limit is selected by the driver, and the system 50 accommodates the following responses:

(a) allow for a recommended speed limit V2 to be selected and adopted;

(b) provide a physical acknowledgement when a speed limit is achieved;

(c) maintain a given speed limit by way of a "stand by" manner of operation; and

(d) provide a warning or notification in an event that the driver forgets or overlooks a speed limit change when moving from one traffic zone to another.

The system 50 requires confirmation from the driver of the vehicle before the vehicle can be started; in other words, the system 50 has effectively a "driving lock" which must be cognitively responded to by the driver for activating the vehicle.

Manner of operation:

The driver of the vehicle 40 onto which the system 50 is installed inputs to the system 50 a change in speed limit by using the speed regulator 1030, for example mounted on a steering column of the vehicle 40, for example by actuating a lever 1100 on the steering column, see FIG. 16 for example. The speed limit V3 selected or otherwise input by the driver is shown on a screen 1020 of a dashboard of the vehicle 40, or onto a screen 1020, S mounted upon the dashboard of the vehicle 40. An illustration of the screen 1020 is provided in FIG. 27. A new speed limit V3 input by the driver via the speed regulator 1030 to the central data processing unit 60 is employed to regulate the special electronic pedal, see FIG. 19 to FIG. 23, which generates an opposing force when the vehicle has attained the speed limit VO. In an event that the driver holds his/her foot against the opposing force, this is operable to couple in a speed maintaining function of the system 50 as described in the foregoing to maintain the vehicle travelling at the speed limit VO.

Automatic watch of a chosen speed limit is provided by the system 50. A navigation system 110, 1090 of the vehicle is furnished with speed limits V2(x, y) as a function of geographical location (x, y) and hence with traffic zones. The system 50 is operable to monitor a speed of travel of the vehicle V1. The navigation system determines a geographical position (x, y) of the vehicle 40 and then recovers from a database a corresponding speed limit V2(x, y) or V3(x, y) for the position (x, y), namely V0(x, y) = V2(x, y) + (V3(x, y) - V2(x, y)) for V3(x, y) defined and V0(x, y) = V2(x, y) for V3(x, y) not defined, for example implemented as a lookup table in the database. In an event that there is a deviation between the actual speed V1(x, y) of the vehicle and the speed limit V0(x, y) pertaining to the position of the vehicle 40, a warning or indication is provided to the driver, for example by visual, audio and/or opposing force manners of notification.

A situation can arise wherein there is a need to change a speed limit adopted V0(x, y) to be imposed by the system 50. The speed limit V3 can be input manually by the driver for the system 50 to employ, for example via the speed regulator 1030, for example the lever 1100 disposed on the steering column of the vehicle 40. Alternatively, the speed limit V2(x, y) is generated automatically from a database in response to the position(x, y) of the vehicle being determined by a vehicle navigation unit 110, 1090 for identifying a suitable speed limit V2(x, y) recorded in the database corresponding to the determined position (x, y). Yet more alternatively, the speed limit V2(x, y) identified from the database is modified by input V3 from the driver for use in the system 50. Optionally, the system 50 is operable to record, for example in data memory of the central control unit 60, a log of the position (x, y) of the vehicle and the speed limit adopted V0(x, y) by the system 50, for controlling operation of the special electronic pedal 1040 operable to provide the opposing force. Optionally, the system 50 is provided with a wireless communication unit 110, 1090, for example a bi-direction wireless link, which enables the system 50 to upload its identity together with a dataset corresponding to speed limits applied by the system 50 as a function of geographical position (x, y) of the vehicle. This dataset and identity are optionally stored in a central database and the dataset optionally made accessible to other drivers also utilizing the system 50 in their vehicles by way of wireless communication. Such a wireless network system enables changes in speed limits in certain traffic zones to be rapidly communicated to other drivers using the system 50 via the central database; this enables rapid updating of speed limit changes to be achieved for numerous vehicle equipped with the system 50. Such a shared central database system is illustrated in FIG. 28 and will be elucidated in more detail later. The system 50 pursuant to the present invention allows drivers to avoid without warning or indication driving faster or considerably slower than a decreed speed limit V2. In a simple mode of operation of the system 50, before the driver of the vehicle begins to drive, he/she inputs a physical maximum initial speed Vl for the vehicle and thereafter adjusts this initial speed Vl up and down using the speed regulator 1030 to generate the speed limit VO in response to driving through various traffic zones with various decreed speed limits V2. In order to simplify and/or reduce a need for servicing the system 50 during driving, the vehicle is beneficially equipped with a completely automatic gearbox. It has been very common and/or necessary in past years to employ a manual transmission for vehicles from an engine and/or motor to a drive axle of the vehicle 40. The present invention is, for example, especially well adapted for used with vehicles equipped with automatic transmissions, with a result that the driver's attention is moved from attending to adjustment of a manual gearbox to inputting information regarding speed limits into the system 50 via the speed regulator 1030. The speed regulator 1030, for example as implemented in a hand- operated manner as shown in FIG. 16 with reference to the lever 1100, is beneficially mounted on a steering column of the vehicle as aforementioned, for example in a location whereat a manual gear lever was formerly accommodated. The navigation system 1090 which the system 50 utilizes is beneficially spatially accurate, reliable and capable of being used in conjunction with a database for providing decreed speed limits V2(x, y) for traffic zones and/or elected speed limits V3(x, y) for such traffic zones defined by the driver and/or downloaded via wireless or other communication routes to the system 50.

Start-up of a vehicle equipped with the system 50:

When the driver turns an ignition key of the vehicle to a first position, the central data processing unit 60 will cause a speed limit to be displayed to the driver via the screen 1020, for example a speed limit of 50 km/h, for example as illustrated highest on a left-side of FIG. 27. This speed limit, namely 50 km/h, is the same as that which pertained when the vehicle was parked prior to the ignition key being turned to restart the vehicle. Optionally, the data processing unit 60 is operable to present to the driver a speed limit on the screen 1020 which is deliberately different to the speed limit which pertained when the vehicle was parked. The data processing unit 60 then presents via the screen 1020 a challenge to the driver whether or not the presented speed limit is that which pertained when the vehicle was parked; the data processing unit 60 is then expecting the driver to respond with a YES or NO answer, for example entered via equivalence or non-equivalence functions 1070, 1080 respectively. In order to start the vehicle, the driver must respond correctly: YES or NO. In an event that the driver drove the vehicle in an intoxicated state prior to parking or attempts to start the vehicle in an intoxicated state, the driver will have difficulty in following a coherent cognitive process and will often not be able to answer correctly. Optionally, the driver is confronted with a plurality of interrogating question to ensure sufficient cognitive function of the driver's mind before the system 50 allows the driver to drive his/her vehicle. Conversely, if the driver is alert and cognitively in a satisfactory state, the driver will respond correctly to the challenge, or plurality of challenges, and thereby be able to start the vehicle. In addition, in an event of the driver inputting a speed limit different to that which pertained when the vehicle was parked, the system 50 will perform an identification of a geographical position (x, y) of the vehicle, for example via GPS, and then recover a speed limit V2(x, y) from a database pertaining to the geographical position (x, y). In an event that the entry made by the driver still is at variance with the challenge, taking into account the speed limit V2(x, y) recovered from the database, the vehicle will remain demobilized. Such additional checking by the system 50 is important when the vehicle is transported on a trailer from one traffic zone to another, for example when the vehicle is impounded after incorrect parking.

When the driver has been able to activate the vehicle for driving, the driver manipulates the speed regulator 1030, for example the lever 1100 mounted on the steering column, in order to cause the data processing unit 60 to present to the driver the present relevant speed limit for the vehicle in respect of its geographical position (x, y). In FIG. 27, a manner of operation to change the speed limit from 60 km/h to 70 km/h is then executed.

Operation of the system 50 during driving:

When the driver assumed earlier that the initial speed limit was 50 km/h and was able to start the vehicle 40 by satisfying the one or more challenges presented by the system 50 to the driver, the driver then drives his/her vehicle into a traffic zone wherein a decreed speed limit V2 of 60 km/h pertains. This process is illustrated in FIG. 27. The driver services the lever 1100 by increasing the speed by 10 km/h so that the screen 1020 shows a speed of 60 km/h. The system then applies the 60 km/h limit to the special electronic pedal 1040; the opposing force provides a tactile indication to the driver.

The special electronic pedal 1040 functions in a manner that when the driver achieves a speed of, for example 60 km/h, that the driver experiences an opposing force. As long as the driver rests his/her foot against the opposing force, the system 50 will apply a form of cruise control and maintain this speed for the vehicle, for example 60 km/h. As soon as the driver takes his/her foot off the special electronic pedal, the system 50 is operable to deactivate the cruise control.

When the driver moves from a given traffic zone (X₁, y0 to another traffic zone (x₂₎ y₂), wherein the traffic zones have mutually different speed limits V2i, V2₂ respectively, for example from a first traffic zone of V2i = 60 km/h speed limit to a second traffic zone of V2₂ = 40 km/h, the driver is required to input two times on the speed regulator 1030, wherein each press of the lever 1100 changes the speed limit applied by the system 50 to the special electronic pedal 1040 by 10 km/h steps. The speed limit VO adopted by the system 50 is optionally presented on the screen 1020 in response to the driver modifying the adopted speed limit. When the adopted speed limit employed by the system 5 is reduced down from 60 km/h to 40 km/h, the driver will then experienced an increased opposing force at the special electronic pedal 1040 at a position of the pedal member 1150 corresponding to a speed of the vehicle being 40 km/h, namely at V1 = VO. In this example situation, the special electronic pedal 1040 is felt at its lever member 1150 to move its opposing force from a 60 km/h position to a 40 km/h position. The system 50 provides the driver of the vehicle with full freedom to increase a speed of travel of the vehicle above a decreed speed limit V2.

During driving, a difference can arise between a selected speed limit VO and an actual speed of the vehicle V1. In an example situation, a speed limit of 60km/h is utilized by the system 50 for controlling the special electronic pedal 1040. As illustrated in FIG. 13, the system 50, by way of determining in real time a geographical position (x, y) of the vehicle 40 using the navigation system 110, 1090, identifies that a next traffic zone to be entered by the vehicle is a traffic zone with 70 km/h decreed speed limit. The system 50 is operable to provide a warning or notification of the approaching 70 km/h traffic zone. The driver is presented with two options: (a) in an event that the driver is certain that the chosen speed limit is in agreement with a speed limit shown by speed signs for the traffic zone, the driver does not need to take any action and the 70 km/h speed warning disappears from the screen 1020 of the system 50 shortly thereafter; or (b) in an event that the warned speed limit corresponds to a speed limit shown on signs of the traffic zone, the driver can accept the decreed speed limit by pressing in the lever 1100 of the system 50; the system 50 then assumes the chosen speed limit to be the speed limit which pertains and an appropriate opposing force for the special electronic pedal 1040 is accordingly generated.

Software products and associated function:

Software products: the system 50 is controlled using computing hardware operable to read one or more software products stored on machine-readable media, for example on a disc drive, in solid state memory and/or downloaded via wireless to the vehicle. The software products are executable on computing hardware of the central data processing unit 60 to process data which the speed regulator 1030 provides in operation and transfer processed data to units responsible for controlling the special electronic pedal 1040. The software products are also operable to receive signals from the special electronic pedal 1040 which are transferred to a unit responsible for implementing cruise control in the vehicle. Moreover, the software products are also optionally responsible for providing visual information to the driver on the screen 1020 of the system 50. Moreover, the software products are also operable to interface to the navigation system 110, 1090 for determining a geographical position of the vehicle.

Specification pertaining to processing of data in relation to the special electronic pedal:

The system 50 is programmed with regard to temporal frequency of response to a given traffic zone wherein a speed limit pertains. Such frequency is chosen to be of a practical length to allow the driver to provide a response or to change a response input to the system. Moreover, such frequency of response is also chosen to take into account that the driver may elect to execute a turn from a given section of road into another section of road, for example execute an exit from a highway or motorway onto minor side roads. Moreover, the system 50 is optionally programmed only to present the driver with a speed limit choice on approach to speed signs along a route of travel; optionally, geographical positions of speed signs are preloaded in a data set into the data processing unit 60. The driver is thereby prevented from being too often challenged by the system 50 to input a response.

Choice of navigation system:

The system 50 is provided with navigation information from at least one of: a GPS position reference relying on GPS satellite signals, an independent navigation system local to the vehicle, for example as described in Applicant's Norwegian patent application no. 2008 2337 and subsequent patent applications derived therefrom which are hereby incorporated by reference for use with the system 50. The system

50 is implemented beneficially taking the following issues into account:

(i) to substitute gearing transmission with another form of speed limit regulation, for example continuously-variable automatic transmission, in order to reduce a number of tasks which the driver is required to attend to during driving; (ii) to employ the system 50 to monitor and record a choice of the speed of the vehicle in use in relation to a maximum speed limit; (iii) to actuate the special electronic pedal to a new position during speed reduction;

(iv) to automatically maintain a speed of the vehicle when a maximum decreed speed limit V2 or elected speed limit V3 is reached by the vehicle;

(v) to increase or decrease a speed specified to apparatus for maintaining a selected speed V3 of travel of the vehicle;

(vi) to present clearly to the driver an elected speed limit V3 for the system 50; (vii) to regulate a motor and/or engine of the vehicle in use to attain an elected speed limit V3;

(viii) to compute an optimal acceleration to achieve an elected speed limit V3. The optimal acceleration is based upon traffic safety considerations in respect of other vehicles, for example use of insufficient acceleration can result in other drivers executing unnecessary overtaking which can cause an increased risk of a traffic accident occurring; (ix) to ensure that a speedometer of the vehicle is functioning in an optimally calibrated state; and (x) to hinder activation of the vehicle to execute a journey when the driver is not in a sufficiently cognitive state to input to the system a maximum speed pertaining to a traffic zone in which the vehicle is located.

Special electronic pedal: This pedal 1040 is operable in respect of two functions:

(a) a first function concerns a situation when the vehicle is in a stationary state with its transmission adjusted in parked (P) or neutral (N) position. The special electronic pedal 1040 in such case will function in a manner akin to a conventional accelerator pedal for controlling a quantity of fuel or energy supplied to an engine and/or motor respectively of the vehicle; and

(b) a second function concerns a situation when the system 50 controls choice of speed adopted for the vehicle. The special electronic pedal 1040 thereby changes its function from situation (a) to a pedal whose degree of deflection is employed to govern a speed of the vehicle. The special electronic pedal 1040 thereby has a series of definite points in its range of motion corresponding to corresponding speeds of the vehicle. These points in the range are beneficially stepless, apart from the aforementioned opposing force attempting to actuate the lever member 1150 of the special electronic pedal 1040 in coarse 10 km/h steps corresponding to definition of contemporary decreed speed limits.

Assumptions for operation of the system 50:

When the special electronic pedal 1040 functions as a speed-controlling pedal, there is a requirement that the vehicle is furnished with suitable automatic systems to take into account variable load presented to an engine and/or motor of the vehicle as the vehicle travels uphill and downhill, as well as varying loads in response to weight of the vehicle. Beneficially, the vehicle is equipped with inclination sensors, turning sensors and an electronic vacuum and/or pressure sensor for measuring a pressure of air in relation to fuel supplied to the engine of the vehicle. By such a feedback control mechanism, the driver will perceive the vehicle as effortlessly able to climb hills and uninfluenced by gravity when travelling downhill, namely in a manner akin to a cruise control. The amount of fuel utilized is beneficially controlled by the system 50 in relation to a weight of the vehicle, its engine and/or motor power output capacity, transmission characteristics and resistance in respect of maximum defined speed limit.

Manner of operation of the special electronic pedal:

When the speed limit has been set, for example, to VO = 60 km/h, the driver is able to depress the lever member 1150 of the special electronic pedal 1040 as slowly or quickly in accordance with a manner in which the driver desires to travel. In an event that the driver is desirous to execute an ideal acceleration in relation to the chosen speed limit, the driver can depress the special electronic pedal 1040 directly to a point whereat an increased opposing force is felt. In an event that a fastest possible acceleration is desired to the chosen speed limit with regard to maximum power available from the engine and/or motor of the vehicle, the driver increases his/her foot pressure to force the lever member 1150 of the electronic pedal 1040 beyond its point where a 5 Newton opposing force is experienced, namely to invoke full power. When the vehicle has achieved the speed limit, the opposing force increases to encourage the driver to maintain the lever member 1150 of the special electronic pedal 1040 at the 60 km/h point.

Hand-operate lever 1100 for the speed regulator 1030:

The hand-operated lever 1100 for speed limit control as aforementioned provides the driver with an opportunity to input a desire not to exceed the decreed speed limit V2 or to drive more slowly than the decreed speed limit V2, the hand-operated lever 1100 being attended to in a manual manner. Moreover, the hand-operated lever 1100 can be utilized in a manner which is simple to employ and thereby does not distract the driver's gaze to service the lever 1100. When an automatic transmission is utilized in the vehicle, the driver is presented with even less distraction for attending to the lever 1100.

Foot-operated lever 1100 for the speed regulator 1030: When the selected point for the opposing force in relation to the special electronic pedal 1040 is reached, the system 50 has defined an optional limit for the selected speed for the vehicle. The system 50 is capable of regulating optimal utilization of engine and/or motor power in relation to a chosen speed limit VO for the system 50. Moreover, the system 50 computes a suitable speed based upon traffic safety constraints; for example, slower acceleration can affect other vehicles in traffic to execute unnecessary overtaking which can result in dangerous traffic situations arising.

Finger-operate configuration of one or more switches for the speed regulator 1030: As an alternative or addition to speed limit input via the hand-operated lever 1100 or a foot-operated lever 1100 to the data processing unit 60, speed limit input is also susceptible to being achieved pursuant to the present invention using one or more press-switches and/or thumb switches 1400 operated by one or more fingers of the driver. Conveniently, there are speed-limit UP and speed-limit DOWN switches for inputting +10 km/h and -10km/h changes in speed limit. Optionally, more than two switches are provided for enabling the driver to input larger changes in speed limit by way of a single finger press onto a button, for example +30 km/h and -30km/h speed changes. Optionally, the switches or buttons 1400 are mounted upon a steering wheel of a vehicle 1300 so that the driver does not need to move his/her hands away from the steering wheel when attending to the system 50. Beneficially, the one or more switches 1400 are housed in unit mounted upon the steering wheel and in communication with the data processing unit 60 by way of near-field radio (NFR) communication, for example Blue Tooth. This enables the one or more switches 1400 to be easily added as retrofit to existing vehicles 1300 or easily incorporated into new designs of vehicles 1300.

The system 50 is susceptible to being retrofitted to an existing vehicle equipped with automatic transmission. During retrofitting, a normal accelerator pedal of the vehicle is decoupled from its cable linking the accelerator pedal to an engine of a vehicle and the system 50 is provided with two actuators, namely a first actuator for coupling to the accelerator pedal in a manner of the aforesaid actuator 1160 and a second actuator for actuating the cable and thereby controlling the engine. The accelerator pedal is also equipped with a position sensor for sensing a degree of deflection of the accelerator pedal. The position sensor and the first and second actuators are coupled to the data processing unit 60 which is retrofitted to the vehicle 40. The speed regulator 1030 is implemented using a module including push switches and/or rotary switches, the module being retrofitted, for example using discreet clamps, to a steering wheel of the vehicle, and the module being equipped with a wireless communication link, for example Blue Tooth, for communicating from the module to the data processing unit 60. The system 50 is coupled to a battery of the vehicle for receiving operating power therefrom. The system 50 is beneficially implemented so that its screen 1020, S is retrofitted as an additional display to a dash board of the vehicle. Such an opportunity to retrofit the system 50 to existing vehicles opens up an enormous potential market of users as well as enhancing road safety based upon existing vehicles. For example, the system 50 can be retrofitted at local vehicle servicing garages and workshops, independently of any vehicle manufacturer.

In conclusion, when implementing the present invention, it is desirable that the position (x, y) of the vehicle be accurately determined within a geographical region, for example in relation to a given lane on a motorway; different lanes on a motorway can have different implied speed limits, for example in a situation where most motorists do not adhere accurately to the decreed speed limit for the motorway. Such accurate position identification can have beneficially results, for example enabling the system 50 to control operation of the vehicle for achieving more economical use of fuel and/or stored power.

Optionally, the actuator 1160 associated with the special electronic pedal 1040 generates an increased opposing force during rapid acceleration of the vehicle, for example for a period of 5 seconds from initiation of the rapid acceleration, for avoiding stressing the driver. Pursuant to the present invention, the special electronic pedal 1040 can be implemented using a convention accelerator pedal equipped with an actuator, for example in a manner of retrofit for example as aforementioned. Beneficially, the pedal 1040 functions as an electronic accelerator pedal when the transmission of the vehicle is in a gear position park (P) or neutral (N), and functions as a speed-control pedal when the transmission is in a gear position drive (D) and reverse (R). In order to enhance utility of the present invention, the system 50 installed in the vehicle is capable of communicating via its wireless bi-directional communication system 90, 100, 1090 with a central database 20, 1310 as illustrated in FIG. 28. There is shown a plurality of vehicles 4OA, 40B, 40C, wherein each vehicle 40 is equipped wit the system 50. The system 50 is implemented with its data processing unit 60 together with navigation unit and bi-directional communication 90, 100, 1090 as illustrated. Each vehicle 40 is provided with an engine and/or motor 1350, for example in a manner of a plug-in hybrid vehicle. The vehicles 40 are operable to communicate with the central database 20, 1310 which maintains one or more datasets 1320 representing decreed speed limits V2(x, y) as a function of geographical position (x, y), and also driver defined preferred speed limits V3(x, y). The central database 20, 1310 is beneficially implemented as one or more data servers. Moreover, use of the central database 20, 1310 can be dependent upon subscription or use payments from drivers. For example, in an event that police radar speed controls are never installed on a given section of road which can safely tolerate enhanced vehicle speeds, the central database 1310 can provide downloaded information to drivers utilizing the system 50 that their special electronic pedal 1040 allows greater speeds to be achieved along the given section of road. Moreover, in situations where drivers appreciate a special danger along certain sections of road, for example a tendency to suffer freezing in winter periods, and program their systems 50 to encourage a slower driving speed, namely reduce V3 below V2 such that VO adopts the lower speed V3 when developing the aforementioned opposing force, such cautionary speed limit adjustment can be communicated via the central database 1310 for dissemination to other vehicles 40, thereby improving traffic safety along the certain sections of road. Such functionality is especially useful in flooding and icy conditions.

Optionally, the central database 1310 is operable to process, for example analyse, and amend speed limit information, for example downloaded thereto from the vehicles 40, to identify trends from vehicle to vehicle equipped with the system 50 in driver selection of speed limit V3. Moreover, in order to improve safety in adverse weather conditions, for example in winter time when ice and snow are experienced, the central database 1310 is operable to temporally alter its speed limit information to improve safety pursuant to one or more pre-defines rules. Beneficially, the vehicles 40 via their bi-direction wireless communication unit 90, 100, 1090 are operable at regular intervals to communicate and exchange speed limit data, for example manually-entered V3 data, with the central database 1310. For example, in one implementation of the arrangement illustrated in FIG. 28, the vehicles 40 are each identifiable by a unique code and are operable to communicate in real time with the central data base 20, 1310. In return, the central database 20, 1310 is operable to selectively distribute speed limit information for managing flows of traffic, for example in ring roads around major cities, thereby reducing congestion and thereby enhancing fuel efficiency by avoiding stationary queues of traffic going nowhere and consuming large quantities of fossil fuel with associated atmospheric pollution.

Modifications to embodiments of the invention described in the foregoing are possible without departing from the scope of the invention as defined by the accompanying claims.

As an alternative or addition to satellite-based GPS position determination, position determination based upon mobile telephone networks (cell phone network) may be employed for enabling the vehicle 40 to determine its spatial position in addition to employing sensor signal correlation or comparison with databases of expected sensor signals as a function of spatial position. Beneficially, as many of the sensors of the sensor arrangement 70 are integrated into a housing mounted to a dashboard of the vehicle 40, thereby reducing a number of sensors which need to be installed in the vehicle 40 remotely from its dash board, thereby reducing installation costs for the system 50, 450. Transfer of data between the vehicles 40 and the database 20 can be implemented in a continuous manner and/or by intermittent transfer of blocks of accumulated data. For sensing road surface friction conditions, the vehicles 40 are beneficially equipped to employ optical interrogation and/or microwave interrogation. Beneficially, such interrogation is beneficially implemented to employ swept frequency techniques, namely only single wavelength interrogating radiation is employed at any instant of time when in operation. Provision of services from the database are beneficially based on financial subscription from drivers of the vehicles 40 and/or based upon periods of time that drivers of the vehicles 40 utilize services of the system 10, 450. Although use of the present invention in relation to vehicles 40 is described in the foregoing, it will be appreciated that the term "vehicle" can be used to refer to a broad spectrum of road vehicles including, but not limited to one or more of: automobiles, trucks, vans, SUV's, motorcycles, electric vehicles, busses, trams, trains, trikes, elderly persons' electric buggies, taxis, ambulances, police vehicles, scooters and similar.

Referring to FIG. 1 again, in view of "peak oil" corresponding to depletion of oil and gas reserves as predicted by M. King Hubbard in the year 1956, there will be increasingly a need in the future for the vehicle 40 to be an electric vehicle. Moreover, it is generally viewed that the World increasingly needs to progress from burning fossil fuels to employing alternative energy sources including one or more of: nuclear power, hydroelectric power, wind power, tidal power, wave power, solar power, osmotic power, geothermal power and solar power. Thorium may potentially be increasingly used as a nuclear fuel in future, there being sufficient reserves to power the World for a period in range of 10000 to 100000 years at present energy utilization rates. In relation to electric vehicles, a company Eestor (USA) has recently announced a supercapacitor based on Barium Titanate material offering an energy storage density of nearly 300 Wh/kg. Such supercapacitor energy storage is very likely to be superseded by rechargeable carbon-aluminium batteries employing organo-metal material electrolytes offering an energy storage density in excess of 2000 Wh/kg and capable of surviving over 5000 full charge/discharge cycles without losing significant storage capacity, namely technology which is very inexpensive and environmentally friendly. The system 10 in FIG. 1 is beneficially implemented such that battery recharging stations and battery exchange facilities 1500 are also coupled in communication to the database 20; available capacity of the facilities 1500 for receiving vehicles 40 for charging is communicated to the database 20. When a driver of the vehicle 40 finds that his/her vehicle battery is reaching a partially or nearly discharged state, the vehicle 40 can inform its driver using the system 50 as well as communicating a message to the database 20 regarding a need for a battery recharge and/or a battery replacement together with information concerning a current geographical position of the vehicle 40. The database 20 is operable, from the message, to identify a geographical position of the vehicle 40 as well as identify one or more facilities 1500 in a near vicinity to the vehicle 40, as well as knowing which of the facilities 1500 have capacity to receive the vehicle 40, for battery recharging and/or battery exchange purposes. Thus, the database 20 is operable, in real time, to send a return message to the vehicle 40 providing instructions of travelling route to a nearest suitable available facility 1500 for recharging the vehicle 40. By such a method, driver anxiety of being immobilized by a fully discharged battery in a remote location in a case of an electric vehicle are avoided. The facilities 1500 are optionally provided with retailing functions and cafeterias, thereby enabling drivers to relax and recuperate whilst their vehicles 40 are being attended to, thereby enabling drivers to stay generally more alert and thus thereby reducing a risk of accidents due to driver- fatigue. The system 10 is also susceptible to being adapted to guide one or more of the vehicles 40 to more conventional refuelling locations, for example petrol and diesel stations, LNG stations, LPG stations and so forth when appropriate; optionally the sensor arrangement 70 includes a fuel level sensor for such purpose coupled to the data processing unit 60 of the vehicles 40, when the vehicles 40 are operable to burn fossil fuels.

Expressions such as "including", "comprising", "incorporating", "consisting of, "have", "is" used to describe and claim the present invention are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

Numerals included within parentheses in the accompanying claims are intended to assist understanding of the claims and should not be construed in any way to limit subject matter claimed by these claims.

Claims

1. A vehicle system (10) comprising a database (20) coupled by wireless communication to one or more vehicles (40) for assisting one or more respective drivers thereof in respect of vehicle navigation, vehicle frictional grip and vehicle speed, characterized in that each vehicle (40) includes:

(i) a data processing arrangement (60);

(ii) a sensor arrangement (70; 140-165, 390-410) for sensing environmental physical conditions in a spatially neighbouring region to said vehicle (40) and/or in portions of said vehicle (40), wherein said sensor arrangement (70;

140-165, 390-410) is coupled to said data processing arrangement (60);

(iii) a wireless communication arrangement (90, 100, 110) for exchanging data between the data processing arrangement (60) of said vehicle (40) and the database (20) and/or directly between the vehicle (40) and other similarly equipped vehicles (40);

(iv) a speed control and/or speed input arrangement (80; 1100) for receiving speed indications from a driver of said vehicle (40) and/or providing speed indications to said driver, said speed control and/or speed input arrangement (80; 1100) being coupled to said data processing arrangement (60); (v) a satellite and/or mobile telephone network position determining arrangement (110) for determining a spatial location of the vehicle (40) on a surface region of the Earth, said position determining arrangement (110) being coupled to said data processing arrangement (60); wherein said system (10) is operable to perform one or more of following functions: (vi) generating sensor signals for generating electronic map data which associates sensor signals with corresponding vehicle positions as determined using said position determining arrangement (110), said electronic map data being usable for at least one of: for navigation purposes in said vehicle (40), for communicating to said database (20) for database purposes and/or for communicating to other vehicles (40) for navigation purposes, said electronic map data being useable for providing indications of at least one of: driving route, driving conditions, accidents, speed restrictions;

(vii) providing position data directly by wireless from said vehicle (40) to other compatible vehicles (40) to exchange spatial position information therebetween for assisting the vehicles (40) to navigate and/or avoid road hazards;

(viii) providing speed recommendations to a driver of said vehicle (40) dependent upon a navigated spatial position of said vehicle (40) for assisting the driver to operate within recommended speed limits and/or speed limit ranges; and

(ix) generating speed recommendation data as a function of navigated position of said vehicle (40) for generating electronic speed restriction data with corresponding vehicle positions as determined using said positions determining arrangement (110), said speed recommendation data being usable in at least one of: said vehicle (40) for speed control purposes, communicated to said database (20) for database purposes and/or for communicating to other vehicles (40) for speed control purposes.

2. A vehicle system (10) as claimed in claim 1 , wherein said vehicle (40) is operable to navigate in one or more navigation modes:

(a) in a first mode by comparing signals generated by said sensor arrangement (70) with map data, said map data including an indication of expected signals generated by a sensor arrangement in combination with position indications whereat said expected signals pertain; and (b) in a second mode by using at least one of: mobile telephone network wireless infrastructure (cell net), geostationary satellite position references.

3. A vehicle system (10) as claimed in claim 1 or 2, wherein the system is operable to provide recommended speed information to a driver of said vehicle (40) by at least one of: visual feedback, audio feedback, tactile feedback.

4. A vehicle system as claimed in claim 1, 2 or 3, wherein said sensor arrangement (70) includes optical sensors and/or microwave sensors for monitoring road surface friction conditions.

5. A vehicle system (10) as claimed in any one of the preceding claims, wherein the database (20) is operable to function as a central portal for distribution of information including at least one of: (a) map information including expected sensor signals as a function of spatial position within one or more geographical maps for presentation in the vehicle (40);

(c) road driving condition data as a function of spatial position within one or more geographical maps for presentation in the vehicle (40).

6. A vehicle system (10) as claimed in any one of the preceding claims, wherein said system (10) includes one or more electric vehicle recharging service facilities

(1500) operable to communicate with said database (20), and wherein said database (20) is operable to receive messages from one or more vehicles (40) regarding their energy charging state, and to return messages to said one or more vehicles (40) regarding locations and/or routes to one or more service facilities (1500) which are capable of servicing said one or more vehicles (40) concerning recharging with energy.

7. A portal database arrangement (20, 30) adapted to function as a database (20) for use in a system (10) as claimed in any one of claims 1 to 6.

8. An on-board driving assistance device (450) for assisting a driver of a vehicle (40) operating in cooperation with a database (20) of a system (10) as claimed in any one of claims 1 to 6, wherein said device (450) includes:

(i) a data processing arrangement (60); (ii) a sensor arrangement (70; 140-165, 390-410) for sensing environmental physical conditions in a spatially neighbouring region to said vehicle (40) and/or in portions of said vehicle (40), wherein said sensor arrangement (70;

140-165, 390-410) is coupled to said data processing arrangement (60); (iii) a wireless communication arrangement (90, 100, 110) for exchanging data between the data processing arrangement (60) of said vehicle (40) and the database (20) and/or directly between the vehicle (40) and other similarly equipped vehicles (40); (iv) a speed control and/or speed input arrangement (80; 1100) for receiving speed indications from a driver of said vehicle (40) and/or providing speed indications to said driver, said speed control and/or speed input arrangement (80; 1100) being coupled to said data processing arrangement (60); and (v) a satellite and/or mobile telephone network position determining arrangement (110) for determining a spatial location of the vehicle (40) on a surface region of the Earth, said position determining arrangement (110) being coupled to said data processing arrangement (60).

9. A software product recorded on a machine-readable data storage medium, said software product being executable on computing hardware (60) of a driving assistance device (450) as claimed in claim 8.

10. A method of operating a vehicle system (10) comprising a database (20) coupled by wireless communication to one or more vehicles (40) for assisting one or more respective drivers thereof in respect of vehicle navigation, vehicle frictional grip and vehicle speed, characterized in that each vehicle (40) includes: (i) a data processing arrangement (60);

(ii) a sensor arrangement (70; 140-165, 390-410) for sensing environmental physical conditions in a spatially neighbouring region to said vehicle (40) and/or in portions of said vehicle (40), wherein said sensor arrangement (70; 140-165, 390-410) is coupled to said data processing arrangement (60);

(iii) a wireless communication arrangement (90, 100, 110) for exchanging data between the data processing arrangement (60) of said vehicle (40) and the database (20) and/or directly between the vehicle (40) and other similarly equipped vehicles (40); (iv) a speed control and/or speed input arrangement (80; 1100) for receiving speed indications from a driver of said vehicle (40) and/or providing speed indications to said driver, said speed control and/or speed input arrangement (80; 1100) being coupled to said data processing arrangement (60); (v) a satellite and/or mobile telephone network position determining arrangement (110) for determining a spatial location of the vehicle (40) on a surface region of the Earth, said position determining arrangement (110) being coupled to said data processing arrangement (60); wherein method includes one or more of: (vi) generating sensor signals for generating electronic map data which associates sensor signals with corresponding vehicle positions as determined using said position determining arrangement (110), said electronic map data being usable for at least one of: for navigation purposes in said vehicle (40), for communicating to said database (20) for database purposes and/or for communicating to other vehicles (40) for navigation purposes, said electronic map data being useable for providing indications of at least one of: driving route, driving conditions, accidents, speed restrictions;

11. A vehicle driving assistance device (450) as claimed in claim 8, wherein said device is adapted for being retrofitted to vehicles (40).