WO2006129298A2

WO2006129298A2 - Road safety system

Info

Publication number: WO2006129298A2
Application number: PCT/IL2006/000539
Authority: WO
Inventors: Assi Magoz; Ziv Magoz
Original assignee: Assi Magoz; Ziv Magoz
Priority date: 2005-05-29
Filing date: 2006-05-09
Publication date: 2006-12-07
Also published as: WO2006129298A3; WO2006129298B1

Abstract

A road safety system for alerting a driver of a vehicle 14 of hazards, the system comprising: a plurality of transponders 16a, 16b, 16c mounted along a road and an onboard module 20 for mounting on the vehicle 14, said onboard module 20 for receiving signals from said transponders 16a, 16b, 16c and for alerting said driver of said hazards.

Description

Road Safety System Field of the invention

The present invention relates to a system and component devices thereof, and a corresponding method of use, for minimizing road accidents by monitoring driving and road conditions and alerting a driver in real time to a variety of factors such as road and weather conditions and driver reactions thereto.

Background of the Invention

Vehicle drivers are not always completely focused on their driving. Mobile phones, passengers, tiredness, food and drink, radios and music systems, navigation aids including maps, written instructions and electronic aids may distract the driver adversely affecting concentration. Despite punishments for traffic violations such as fines, driver education programs, the threat of license revocation and jail sentences, traffic violations still occur and accidents . happen due to poor driving skills and inappropriate behavior for specific road conditions. One practical method potentially useful for providing accurate positioning information to drivers is via the use of transponders, and communications systems employed for short range communications between a reader transponder and a vehicle transponder are known in the art.

For example, Japan Patent Application Publication no. 20002000030629 to Magnus et al. describes a passive transponder used for localization of people and objects with the help of a radio transmitter and receiver. U.S. Patent No. 4,786,907 to Koelle describes a transponder that may be used in a system for identifying objects. PCT Publication No. WO 00/69663, to Yones describes a power-on rest for a transponder capable of measuring one or more parameters. Among other capabilities, the transponder described therein includes a memory for storing measurements, calibration data, programmable trim settings, transponder ID and the like. The RF transponder technology described is applied to monitoring tire pressure and temperature on a motor vehicle.

For example US 6,122,329 (WO 99AO704) to Li-Cheng Zai, describes a radio frequency identification interrogator signal processing system for reading moving transponders during tracking of objects. The system described is based Radio frequency identification (RFID) interrogators and on transponders that may be active, including their own power source or passive, extracting their power from the electromagnetic field provided by the interrogator. This publication, incorporated herein by reference, provides one technological platform for enabling embodiments of the present invention described herein below.

WO 00/21031 to Brady, describes Radio frequency identification (RPID) tags incorporating transponder-based technology.

United States Patent No. US 6,141,620 to Zyburt et al., incorporated herein by reference, describes a vehicle control system for automated durability road (ADR) facility. The system described is essentially a computerized vehicle control system for a vehicles test facility (test track), having base computer with traffic manager to receive status signal from on-board vehicle controllers in each vehicle to generate a control signal. ^'

The system includes a- plurality of guide wires and position transponders embedded in the track. Each vehicle to be tested includes an onboard vehicle controller, which controls various servo components for operating parts of the vehicle in response to signals from the transponders. Among other functions, the vehicle controller periodically reports its status to a base computer. Zyburt et al describe a system for testing vehicles over time without the need for human drivers, but does not relate to alerting human drivers to road conditions or to monitoring human drivers' responses. It does not relate to road safety issues for regular driven vehicles. Indeed this publication teaches away from regular driver controlled safety systems.

U.S. Patent Nos. 5,425,032 and 5,307,349 to Schloss et al., incorporated herein by reference, describe a time division multiple access (TDMA) network and protocol for reader-transponder communications and method wherein a network reader-transponder with receiver - has time frames divided into time slots with control message time slot in time slot interrogating transponder gaining admission to TDMA network, and transmits messages during communications. The TDMA network for reader-transponder communications described includes a receiver having an antenna for receiving and transforming radiated energy to a first RF signal and a detector for demodulating and converting the first RF signal to a digital signal. A protocol logic device is provided for decoding the digital signal and for executing a protocol. The protocol comprises a plurality of randomly selected time slots to gain admission to the TDMA network and a plurality of assigned time slots to transmit messages during the reader-transponder communications. In a transponder implementation, an oscillator is provided for converting protocol formatted digital signals from the logic device to a second RF signal. Thereafter, the antenna transforms the second RP signal to radiated energy and transmits the radiated energy. In a preferred embodiment, the TDMA network includes a transmit/receive switch for directing the first and second RF signals along the receive and transmit paths, respectively. A digital memory, which communicates with the protocol logic device, is provided for storing data unique to a transponder. The protocol also includes a reader control message time slot for interrogating the transponder and an acknowledgment time slot for indicating the reception of a message. The core technology may be utilized in embodiments of the present invention described herein below and indicate possible enablement thereof to the man of the art.

United States Patent No. US 6,807,400 to Flaxl, describes a batteryless transponder which acquires its supply energy in that it rectifies an RF interrogation pulse transmitted by an interrogation device during a reception phase and that it used the direct current so obtained to charge a storage device which serves a supply voltage source during a transmission phase. The core technology thereof may be utilized in embodiments of the present invention described herein below and indicate possible enablement thereof to the man of the art.

U.S. Patent Application Publication No. US 2004/0239552, to Hae-Don Chon et al., describes a proximity detection system for mobile units having a control unit which activates a device on second mobile unit, such as a warning light, a siren, or brakes if first mobile unit is determined to be within alarm condition zone. The system described appears to relate to ensuring safe distances between remotely controlled vehicles or regular vehicles and remotely controlled vehicles and does not relate to conventional vehicles with drivers therein. Other aspects of the system relate to 6 000539

absolute positioning of vehicles on a road system. There is no mention of providing drivers with information regarding road conditions.

United States Patent No. US 6,531,957 to Nysen entitled dual mode transmitter-receiver and decoder for RF transponder tags, describes an interrogation apparatus for radio frequency based object identification system, that analyses demodulated ID signals using processing channels selected according to protocols to define digital data series. Specifically, an enhanced backscatter RF-ID tag reader system and multiprotocol RF tag reader system is provided. In a mulli protocol mode, the system emits a non-stationary interrogation signal, and decodes a phase modulated backscatter signal by detecting a stronger phase component from quadrature phase representations or determining phase transition edges in a phase of a received signal. The RF tag reader system predicts or follows the phase of the backscatter signal, thereby avoiding interference from nulls in the received signal waveform due to the non-stationary interrogation signal, relative movement or environmental effects. An acoustic RF-ID tag detection system detects the reradiated signal corresponding to respective transformation of a signal in the tag. Detection of either type of RF-ID tags therefore is possible, and the absence of any tag or absence of any valid tag also determined.

United States Patent No. US 6,114,971 to Nysen, entitled Frequency hopping spread spectrum passive acoustic wave identification device, describes a passive acoustic wave system for analyzing an acoustic wave identification response to a frequency-discontinuous interrogation signal, the system includes a signal generator, receiver, interrogator, mixer and analyzer.

Thus the prior art describes partial solutions for the control and guidance of vehicles, and transponders capable of such a task are known. There remains, however, a need for a system for alerting a vehicle driver of impending danger in real time, thereby reducing the incidence of accidents. The present invention addresses this need. Summary of the Invention

In a first aspect, the present invention is directed to providing a road safety system for alerting a driver of a vehicle of hazards, the system comprising: a plurality of transponders mounted along a road and an onboard module for mounting on the vehicle, said onboard module for receiving signals from said transponders and for alerting said driver of said hazards.

The system typically provides the driver with information relating to driving conditions in real time. hi a second aspect, the present invention is directed to at least one transponder for use in the road safety system described hereinabove.

Typically the transponder comprises a memory, a power source and a transceiver.

The transponder may be located within the road surface or embedded in the road, for example. Preferably, the memory of a transponder of the invention is programmable remotely.

Optionally and preferably the transponders are powered by an inductive charge originating in an RF signal from a passing vehicle. They may, however operate via an acoustic signal. hi a third aspect, the present invention is directed to providing an onboard module for use in the road safety system. The onboard module comprises an antenna, a transceiver, a processor and a driver interface; the antenna for receiving signals from said transponders and for alerting driver regarding hazards via said interface.

The onboard module is for mounting on a road vehicle, for alerting driver of the vehicle of potential hazards on road in response to a signal received from a transponder.

The processor thereof preferably processes data available thereto, including data received from a transponder as described hereinabove, to perform at least one of following functions: (a) monitoring speed of host vehicle; (b) determining position of host vehicle; (c) determining if distance between host vehicle and previous vehicle is safe.

Such signals are typically RF signals, but may be acoustic. Preferably the onboard module further comprises at least a first optical sensor for monitoring visual stimuli, optionally selected from the list of road markings, road signs, other vehicles and obstructions.

Optionally the onboard module further comprises a dampness sensor for sensing dampness. Preferably, the onboard module includes a memory for logging alerts displayed on driver interface over time.

In a fourth aspect, the present invention is directed to providing a method for alerting a driver of a vehicle of potential hazards on a road comprising the steps of generating and transmitting a first RF signal by an onboard module on a road vehicle; Receiving said first RF signal at a transponder; generating a response RF signal containing information regarding location with respect to road features, speed limit, etc., for example; Receiving response RF signal by transceiver of said onboard module, processing same, and displaying an alert to driver via interface.

By hazards, the proximity of other vehicles, adverse weather conditions and driver attention level are intended, for example.

Brief Description of the Drawings

For a better understanding of the invention and to show how it may be carried into effect, reference will now be made, purely by way of example, to the accompanying drawings. With specific reference now to the drawings in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of the preferred embodiments of the present invention only, and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the invention. In this regard, no attempt is made to show structural details of the invention in more detail than is necessary for a fundamental understanding of the invention; the description taken with the drawings making apparent to those skilled in the art how the several forms of the invention may be embodied in practice. In the accompanying drawings:

Fig. 1 is a schematic aerial view of a road with a car thereupon, the road and car including the complimentary elements of the road vehicle safety system of an embodiment of the present invention;

Fig. 2 is a schematic cross sectional view of a transponder suitable for use within the road vehicle safety system shown in Fig. 1 ;

Fig. 3 is a schematic block diagram of the onboard module of the road vehicle safety system that is mounted on a system enabled host vehicle; and

Fig. 4 is a schematic block design of a display interface of one embodiment of the present invention; and

Fig. 5 is a flowchart of the generalized method of use of the road safety system of the present invention. Description of the Embodiments

With reference to Fig. 1, a road safety system 10 for alerting the driver 12 of a vehicle 14 of hazards is shown. Road system 10 consists of a plurality of transponders 16 A, 16b, 16c, 16d... mounted along a road 18 and an onboard module 20 mounted on the vehicle 14. The onboard module is configured to receive signals from the transponders 16 A, 16b, 16c, 16d... and for alerting the driver as to road conditions, poor driving, hazards and the like.

With reference to Fig. 2, to serve their function, the transponders 16 include a memory 162 for storing data for transmission to onboard modules 20 (Fig. 3), a power source 164 and a transceiver (transmitter/receiver) 166. Such transponders 16 could be actively powered by being connected with power lines, as traffic lights and street lamps usually are, for ease of installation particularly along existing thoroughfares, and on country lanes etc., transponders 16 preferably have a dedicated power source 164 such as a solar panel for example, or an internal battery. More preferably transponders 16 having an internal battery are rechargeable via a solar panel connected therewith. Such transponders may be mounted on lamp-posts thereby aiding their connection to an external power supply, whether mains or dedicated. Alternatively, and advantageously where lamp posts and the like are unavailable, the transponders 16 may be embedded within the road itself, either under the road surface, within the road surface or protruding therefrom in the manner of road studs (cats' eyes) and the like. As shown in Fig. 2 an exemplary transponder 16 for road mounting may be nail shaped, having a head 168 that protrudes above or is counter sunk into the road 18 surface and a tail end 170 that anchors the transponder in place. Such a nail shape provides a top surface facing outwards for affixation of an embedded solar cell, for example, or perhaps a "cat^'s eye^"' type reflective road stud for marking a lane boundary or the like. By virtue of the elongated shape, this may, in some embodiments, also provide a convenient transmitting antenna. The transponder casing is typically a high grade water-resistant plastic.

Using technology known since the early '60s such as that described in US3,098,971 to Richardson, incorporated herein by reference, transponders 16 may lack a conventional power source altogether, with momentary power being supplied by radio frequency (RF) signals received thereat using an induction means. See US 2001/0030628 for more details of this technology. Thus transponder 16 may include an inductor coil antenna that can receive sufficient electromagnetic energy from an incoming RF signal to power transponder. Preferably the transmitter also includes a capacitive proximity flag (not shown in the figure). The capacitive proximity flag is powered through induction coil by initial RF signal originating from onboard module 20 on passing vehicle as the vehicle passes the transponder 16 The powered capacity proximity flag stores a minute holding charge that if not fully discharged, indicates to a subsequent passing vehicle that less than a set amount of time has lapsed since the last previously passing vehicle passed the transponder setting the flag.

In other embodiments, however, using technology such as that described in US 6,1 15,971 for example, the transponders of the present invention may receive and / or transmit audio signals.

In addition to being triggered by passing vehicles, preferably the memory 162 of the transponders 16 of the system 10 are programmable remotely so that they may be updated, perhaps from a central computer or by a passing police car, for example, in accordance with hazards such as accidents, congestion, oil spills, parades ahead, road conditions, weather conditions. With reference now to Fig. 3, the onboard module 20 includes an antenna 202, a transceiver 204, a processor 206 and a driver interface 208; the antenna 202 receives signals from transponders 16 (see Fig. 2), and alert the driver 12 regarding hazards via the interface 208. By hazards, such considerations as the proximity of other vehicles 14', adverse weather conditions and driver's attention level are intended, see below.

Referring now to Fig. 4, the interface 208 may, at its most basic simply be one or more warning lights that appear on the dashboard of the host vehicle 14, such as LEDs or incandescent bulbs in various colours such as red 210, yellow 212, green 214, blue or white 216 indicating, perhaps, levels of danger or specific types of danger - blue indicating icy roads etc. Alternatively and preferably, the interface 208 includes an alphanumeric or text 218 and / or graphic display 220 for providing more information to the driver 12. The interface 208 is not necessarily exclusively visual, and indeed may provide audible alerts, which don't distract the driver's 12 attention from the road 18 in the way that visual alerts might. In preferred embodiments a speaker 222 is provided to provide an audible alert, which might be a beep from a beeper 224, for example, where a limited range of warning sounds might indicate a limited range of hazards, perhaps the volume thereof or the frequency of repetition indicating the seriousness of the problem. In preferred embodiments, to provide maximum information to the driver 12, the interface 208 includes a speech synthesizer 226 to provide verbal warnings. In such embodiments, it is preferable for the CPU 206 to cut power to radio or music system of the host vehicle 14.

It will be appreciated that for most drivers, an audio, visual or audio-visual interface is appropriate, but theoretically at least, the warning may be via another sense, such as through a physical change in the steering wheel that is detectable to the driver through his fingers.

Referring back to Fig. 3, in preferred embodiments the onboard module 20 includes optical sensors 228 for detecting and monitoring objects and other visual stimuli around the host vehicle and along the road, including, inter alia, traffic lights, road signs, obstructions, other vehicles, etc. It will be appreciated that by monitoring the position of the host vehicle 14 with respect to its surroundings, the system 10 is able to alert the driver 12 of the host vehicle 14 not only regarding externalities such as the position of other vehicles 14', road signs, traffic lights and the like, but also to alert the driver 12 regarding deteriorating or below standard driving characteristics. Thus if the host vehicle 14 swerves along the road 18, crossing lane markings 15 or the edges 17 of the road 18, where no stationary or slow moving vehicles are detected that justify such behavior, the onboard module 20 of the system 10 may alert driver that his concentration is lapsing. Similarly, if vehicle is on the road for too long, the driver may be advised to take a break. Still referring to Figs. 1 to 3, and with additional reference to Fig. 5 in which a flowchart showing the general method for alerting a driver 12 of a vehicle 14 of potential hazards on a road 18 is shown. The method generally consists of the steps of:

(a) Generating and transmitting a first RP signal 300 by an onboard module on a road vehicle (Step 1);

(b) Receiving the first RF signal 300 at a transponder 16 (Step 2);

(c) generating a response RF signal, that typically includes identification data, information regarding location of transponder 16, maximum speed limit for the section of road, for example, and other data stored therein such as speed and elapsed time of previous vehicle passing thereby (Step 3);

(d) Receiving response RF signal 310 by transceiver 204 of the onboard module 20 (step 4);

(e) Processing response RF signal in processor 206 together with additional information from onboard sensors and memory (Step 5), and, if deemed appropriate, (f) Displaying an alert to driver 12 via the interface 208 (Step 6).

In general therefore, where a vehicle 14 passes in proximity to transponder 16, the transponder 16 is alerted by the onboard module 20, to the passing of the vehicle 14 by an RF signal. Typically the transponder 16 is both activated and powered via induction by an RF signal transmitted by transceiver 204 by means of an antenna 202 located on the vehicle 14, perhaps on the underside thereof, as is known in the art, see hereinabove. The powered transponder 16 transmits an outgoing RF signal to the onboard module 20 by way of antenna 202 and transceiver 204 providing data stored therein. The signal is then transferred to a central processor 206, where it is decoded and interpreted in accordance with parameters such as vehicle speed, weather conditions, and current time, for example.

Central processor 206 typically generates and receives signals to/from transceiver 204, thereby communicating with and simultaneously powering transponder 16. In preferred embodiments, in addition to receiving and transmitting information from transponders 16, the central processor 206 of the onboard module 20 may receive inputs from various sensors such as a moisture sensor 230 that detects weather conditions, for example. In preferred embodiments the onboard module 20 receives additional input from the car engine, windscreen wipers, headlamps, speedometer and the like, enabling the central processor 206 to provide appropriate information to the driver 12 via driver interface 208, described hereinabove and shown in Fig. 4, over and beyond that received from transponders 16.

Safety system 10 typically operates passively, with no active indications to driver 12 when there are no hazards or other conditions necessitating an alert. However, the system 10 serves to actively draws driver's 12 attention, through driver interface 208, to potentially dangerous conditions, such as excessive speed, poor weather conditions, unintentional lane change, and insufficient following distance between host vehicle 14 and a leading vehicle 14' in front thereof.

Driver interface 208 may be provided with new vehicles or retrofitted to existing vehicles. The complexity, user friendliness, appearance and cost of the driver interface 208 will affect cost, and may be a sales feature. For example, driver interface 208 may be a single-line monochrome LCD display with an accompanying audio signal such as a beeper 224 and a single-button operating key. Alternatively, in more sophisticated embodiments, the driver interface 208 may include a speech synthesizer 226 be incorporated into a color touch-sensitive LCD screen with integrated GPS navigation, voice recognition and alerts, and/or audio/visual entertainment capabilities, as known in the art. Driver interface 208 allows for some control of and responses to safety system 10 as described herein, however preferably the basic driving monitoring function of the safety system 10 cannot be disabled through driver interface 208. A sensor 228, or preferably a pair thereof, are typically installed in the front right and left of the vehicle 14, and additional sensors may be installed at other vehicle locations. The sensors 228 may be optical sensors, for example, and may be used to view road lines 15 and road sign 30. In the case of viewing of road lines, information from sensors 228 may enable central processor 208 to make a determination that a lane change has been made, for example, with an alert being passed to the driver interface 208 reporting such an occurrence if deemed appropriate to do so. Information from sensor 228 may allow central processor 206 to make a determination, for example, that a red traffic light or a red flashing railroad signal is being approached and an alert may be passed to the driver interface 208 warning of such a condition. The RF signal transmitted to transceiver 204 of onboard module 20 immediately after activation of the transponder 16 by passing vehicle 14, typically contains a time value, previously stored in the transponder 16, of the most recent previously passing vehicle 14', and additional information also stored therein, such as location and stable road features, speed limit restrictions and the like, and transient hazards or temporary road condition alerts, perhaps previously transmitted thereto by special service vehicles of the police and/or the road authorities, for example.

Referring back to Fig. 1, when the RF signal 310 originating at the transponder 16 is received by central processor 206 of onboard module 20, the information contained in the signal 310 is decoded and interpreted to extract appropriate data. For example, where a proximity flag is used, the flag indicates that a vehicle passed thereby recently, typically 1.5 to 2 seconds earlier. In more sophisticated devices, a calculation of the following distance L between host vehicle 14 and previous vehicle 14' to have passed the transponder 16 may be determined. For instance, an elapsed time may be calculated by knowing the time when the previous vehicle 14' passed transponder 16, compared with the current time as host vehicle 14 passes the transponder 16. From this data, the following distance L may be calculated by knowing the current speed of vehicle 14 multiplied by the elapsed time. A comparison of the calculated following distance L versus a safe following distance determined by speed of vehicle 14 and road conditions and driver alertness level, enables determination of whether the following distance L is safe, or if a "slow down" or "keep to a safe distance" alert should be transmitted to driver 12 via interface 208. A determination can thus be made as to whether the following distance L is safe or not, with central processor 206 sending an alert to driver interface 208 in instances where the following distance L is determined to be less than the safe following distance and no alert being sent when the calculated following distance L is the same or larger than the safe following distance. The number of transponders 16 located on road 18 will preferably vary depending on need and appropriateness; the number will preferably be increased in locations where additional caution in driving is necessary such as near road signs, traffic signals, railroad crossings, pedestrian crossings, schools, and playgrounds, for example.

.( Safety system 10 serves to alert driver 12 whenever driving behavior, as described herein, can lead to an accident. ■ Examples of such driving behavior are: passing in a no-passing zone, speeding, insufficient following distance, and illegal turns. At road locations where temporary dangerous conditions exist, based on past experience or upon predictions of road accidents, transponder 16 may be programmed to indicate hazard information or warnings. Such hazards may include: unexpected weather conditions, accidents nearby, road blocks, oil spills, and road works. Programming of transponder 16 may be accomplished as described hereinabove by a specially equipped police or road service vehicle traveling on road 45 and transmitting RF signal 300 to impart appropriate information to storage in transponder 16.

Central processing unit 206 of onboard module 20 may also be programmed with information appropriate to the type of vehicle 14 in which the onboard module 20 is installed. Examples of such information include such information as host vehicle 14 weight, overall vehicle 14 performance characteristics, and the like. This, together with information relating to the specific driver 12 can be used to determine the appropriate level of alert information to be sent to the driver interface 208.

Where a road has restricted access thereto, such as no access to tall vehicles due to a low bridge, or the like, or to heavy lorries, a transponder situated some distance away, preferably at the intersection before the obstruction, can, together with appropriate information available to onboard module of host vehicle 14, provide adequate warning and prevent congestion due to drivers turning around, and may prevent accidents. In such cases, only specifically programmed on board modules, knowing that their host vehicles are heavy of tall, etc. would generate an appropriate alert to driver 12 thereof via the driver interface 208. Unrestricted vehicles would not display such an alert.

Transponders in no-passing zones or zones with speed limits may be configured to provide appropriate driver alerts via onboard modules 20. By having onboard modules 20 with knowledge of the characteristics of the host vehicle 14, such as size, whether vehicle is a taxi, bus or private vehicle, and similar information, system 10 may be configured to allow for different speed limits. For example, in the same speed zone, an onboard module 20 mounted in a passenger vehicle may only generate a warning signal if a highway speed limit of 65 miles per hour is exceeded, whereas an onboard module mounted in a truck may generate a warning signal at a highway speed of 55 miles per hour, for example.

The intensity level of the driver alert may also be set. For example, central processing unit 206 may be programmed to generate an initial alert (audio or visual) when a speed limit is exceeded by a small pre-specified amount. If driver 12 does not respond to the alert within a specific time and/or the speed limit continues to be exceeded, or if the speed limit is exceeded by a larger amount, an additional alert is generated, and so on.

In some onboard module 20 embodiments, alerts may be monitored and logging thereof can be effected thereby, to provide information of the driving characteristics of driver 12 over time. This feature allows parents to monitor the driving patterns of their children and employers to monitor the driving patterns of employees driving company vehicles, for example. Logged driver alert information may be used to monitor and subsequently discipline or limit dangerous drivers.

In addition, information gathered from sensors 228 and / or information received from transponders 16, may be used by central processing unit 206 to determine and generate alerts of a tired driver or a driver driving under the influence (DIU) of alcohol or other judgment-impairing substances. Some examples of sensed driving behavior which may be indicative of tiredness or DIU include: frequent lane changes without the use of the vehicle turn signal; crossing a solid opposing traffic lane marking; or frequent crossing of shoulder markings. In all of these cases, driver alerts can be generated to possibly avoid accidents.

It will be noted that the components of the system and subcomponents of the onboard module and the transponders of the invention are described schematically in only sufficient detail to understand the present invention conceptually. Actual embodiments may vary considerably from each other, and will typically use readily available components of the prior art.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

All publications, patent applications, patents, and other references mentioned herein are incorporated by reference in their entirety.

In case of conflict, the patent specification, including definitions, will control. In addition, the materials, methods, and examples are illustrative only and not intended to be limiting.

In the following claims, the word "comprise", and variations thereof, such as "comprises", "comprising" and the like, indicate that the listed components or steps are included, but not to the exclusion of other components or steps.

Claims

1. A road safety system for alerting a driver of a vehicle of hazards, the system comprising: a plurality of transponders mounted along a road and an onboard module for mounting on the vehicle, said onboard module for receiving signals from said transponders and for alerting said driver of said hazards.

2. A road vehicle safety system according to claim 1, wherein the transponders are located within the road surface.

3. A road vehicle safety system according to claim 1, wherein the transponders are embedded in the road.

4. The road safety system of claim 1, wherein each of said transponders comprises a memory, a power source and a transceiver.

5. The road safety system of claim 2, wherein said memory of said transponder is programmable remotely.

6. The road safety system of claim 1, wherein said onboard module comprises an antenna, a transceiver, a processor and a driver interface; the antenna for receiving signals from said transponders and for alerting driver regarding hazards via said interface.

7. A road vehicle safety system of claim 6, wherein said processor processes data available thereto, including data received from said transponder, to perform at least one of following functions:

(a) monitoring speed of host vehicle;

(b) determining position of host vehicle;

(c) providing an indication of a leading vehicle being dangerously close.

8. The road safety system of claim 1 wherein said signals are RF signals.

9. The road safety system of claim 1 wherein the transponders are powered by an inductive charge originating in an RF signal from a passing vehicle.

10. The road safety system of claim 1 wherein the onboard module further comprises at least a first optical sensors for monitoring visual stimuli.

11. The road safety system of claim 10 wherein said visual stimuli are selected from the list of road markings, road signs, other vehicles and obstructions.

12. The road safety system of claim 1 wherein the onboard module further comprises a dampness sensor for sensing dampness.

13. The road safety system of claim 1 wherein said hazards are selected from the list of proximity of other vehicles, adverse weather conditions and driver attention level.

14. A road vehicle safety system according to claim 1, wherein the onboard module includes a memory for logging alerts displayed on driver interface over time.

15. A transponder comprising a memory, a power source and a transceiver for use in a road safety system as claimed in claim 1.

16. An onboard module for mounting on a road vehicle, for alerting driver of said vehicle of potential hazards on road in response to a signal received from a transponder of claim 14.

17. A method for alerting a driver of a vehicle of potential hazards on a road comprising the steps of generating and transmitting a first RF signal by an onboard module on a road vehicle; Receiving said first RF signal at a transponder; generating a response RF signal containing information regarding location of transponder;

Receiving response RF signal by transceiver of said onboard module, processing same, and displaying an alert to driver via interface.