WO2022136814A1

WO2022136814A1 - Apparatus, method and computer program for warning of the presence of a road hazard

Info

Publication number: WO2022136814A1
Application number: PCT/GB2021/000144
Authority: WO
Inventors: David Martin AVERY
Original assignee: Wi-Innovate Ltd
Priority date: 2020-12-21
Filing date: 2021-12-20
Publication date: 2022-06-30
Also published as: GB202020276D0

Abstract

Apparatus for warning of the presence of a road hazard is disclosed, the apparatus comprising a first wireless communication module comprising a transmitter, and a first controller configured to control the first wireless communication module to broadcast a signal to notify a receiver of the presence of the road hazard. An apparatus for receiving a signal warning of the presence of a road hazard is also disclosed, the apparatus comprising a second wireless communication module comprising a receiver for receiving the signal warning of the presence of the road hazard, and a second controller configured to take a predefined action in dependence on the second wireless communication module receiving the signal warning of the presence of the road hazard. Corresponding methods and computer-readable storage mediums storing computer program instructions are also disclosed.

Description

Apparatus, method and computer program for warning of the presence of a road hazard

Technical Field The present invention relates to an apparatus, method and computer program for warning of the presence of a road hazard.

Background

With the huge increase of individuals using ageing and restrictive road networks and there being an inevitable "David & Goliath" battle between typically non-motorised stakeholders such as cyclists, pedestrians, dogs, horses, slow moving vehicles and other potential hazards (“minor”) versus those typically motorised stakeholders such as cars, vans, lorries, motorbikes, motorised scooters etc (“major”), unfortunately there is an ever increasing number of accidents and near misses involving these multiple road users.

Efforts to increase the visibility of for example cyclists using super bright lights and reflective clothing have been very effective. Isolating in particular cyclists from motor vehicles is most effective but very expensive and difficult to implement in a timely manner. It also reduces the road capacity for motor vehicles that then creates resentment against those smaller users that are seen to be taking up an unfair percentage of the road network without paying for it.

Society is keen to keep the road networks open, increase the number of people that exercise (e.g. cycle, walk, run, horse ride etc), reduce pollution and reduce the number of accidents on the roads.

However, there is a difference between being seen and being noticed, and this results from the imperfections of human perception in terms of, for example cyclists and general traffic safety.

A large percentage of cyclists have experienced situations where car, van and lorry drivers did not see them on the road, but the driver was paying attention. For very short periods of time the human eye sees nothing at all, but this is usually not a problem in everyday life. However, in traffic situations, when this temporary “blindness” means not noticing an oncoming vehicle, cyclist, pedestrian or animal, this can be the cause of an accident.

The human sight is clear only in a narrow cone (20 degrees), anything wider is in blurry peripheral vision which is bad at detecting detail but good at detecting lateral movement.

Since a bicycle’s profile is very narrow and our peripheral vision is good at detecting only lateral movement, if there is none there is a high chance that cyclist will remain unseen.

A vehicle pulling into the path of a cyclist from a side road when the cyclist is looking directly in front, the driver sees the narrow and small front profile of the cyclist/bicycle. If a vehicle is seen at a wider angle (60 degrees measured relative to the direction of movement) then they also see the wider profile through the same angle.

Everything further than one metre, human eyes see only in two dimensions. This means that movement directly towards us (or directly away from us), we can register only if there’s some lateral movement/shape change as well. Movement of a car coming towards us from a distance we can only register by noticing stationary objects it moves past, or by spotting the growing distance between headlights, that is the car becoming wider as it approaches - practically “lateral movement”.

However, only in the last 30 meters a size change is big and apparent.

Bicycles are rather narrow from the front. Once a bicycle is close, at around 10 meters, they appear to the driver as a rapidly growing object.

So, the way for a cyclist to be noticed, is if there is some lateral movement relative to the driver’s point of view, wearing bright clothing, flashing lights, using bells or other forms of alert is key to staying safe.

If there is no lateral movement, the only way to “achieve” it is to change speed (and with it the viewing angle) - on a bicycle best by slowing down. Also, swerving within one’s lane is a good thing, as long as there’s no traffic overtaking or coming from behind. This also enables cyclist to be spotted more easily with driver’s peripheral vision.

When the sun is low, whether at sunrise, or sunset, contrast is lost and objects falling into the shadow of “up sun” objects are especially difficult to see.

Utilising proper bicycle lights when the visibility is poor, or the sun is low, with bright (reflective) clothing coupled to a bicycles relative slowness does reduce risk but it is important to always have a back-up plan, so, being prepared with a manoeuvre in case the worst possible situation happens is important.

Of course it is not safe in most situations to swerve in ones lane nor to be visible to other road users 100% of the time, so this invention provides means of alerting the cyclist, driver, vehicle, pedestrian, animal, and others of the presence of another object within close proximity.

While this invention does not on its own prevent all road accidents it is anticipated to greatly reduce incidents and improve the perception of safety with all non-motorised users.

The problem is that “minor” road users may not be easily visible to “major” road users (e.g. cyclist vs car) for instance in the dark, rain, snow, fog, a blind corner, hidden side road, slow moving vehicle, bright oncoming headlights, an emergency vehicle, another hazard and of course the driver failing to react in time. Current solutions do not solve these problems, this invention aims to provide a cost-effective solution for alerting stakeholders of potential hazards in everyday life but in particular in poor visibility and challenging environmental conditions

The European Union aims to regulate that by 2022 all new vehicles have a device that limits the speed of a vehicle, called intelligent speed assistance (ISA). The device uses GPS data and road sign recognition cameras to detect speed limits where the vehicle is travelling and warn the driver or automatically control the vehicles speed. Each year 1,700 people are killed on UK roads and 25,000 deaths on EU roads, the majority being caused by human error. The EU claim that ISA could help avoid 140,000 serious injuries by 2038. Further safety measures also include having data loggers, autonomous emergency braking, lane keep assist, driver fatigue detection and reversing cameras or sensors.

Although these new systems reduce vehicle speed, even at slow speeds a relatively large “major” road user (e.g. vehicle) could cause severe damage to “minor” road users (e.g. cyclist, pedestrian, animals etc.)

While the move to electric vehicles is welcome to reduce the negative effects on the environment, their lack of noise generation does create an issue for those that have reduced hearing and visual senses. It is also now very common to see an ever- increasing number of individuals wearing earphones, so are not ioo% aware of their surroundings. The introduction of motorised scooters that rightly or wrongly have found their way on to pavements now have pedestrians mixing with motorised vehicles in areas that traditionally are pedestrian only. These and similar scenarios further highlight the importance of this invention.

The invention is made in this context.

Summary of the Invention

According to a first aspect of the present invention, there is provided apparatus for warning of the presence of a road hazard, the apparatus comprising a first wireless communication module comprising a transmitter, and a first controller configured to control the first wireless communication module to broadcast a signal to notify a receiver of the presence of the road hazard.

In some embodiments according to the first aspect, the road hazard is a road user, and the apparatus is configured to be carried by the road user.

In some embodiments according to the first aspect, the signal comprises a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and the first controller is configured to select the predefined code for the coded message according to the type of the road hazard. In some embodiments according to the first aspect, the apparatus further comprises an interface configured to receive sensor data from one or more sensors, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the received sensor data in the broadcast signal.

In some embodiments according to the first aspect, the sensor data comprises data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or data indicative of a rate of acceleration or deceleration of the road user.

In some embodiments according to the first aspect, the apparatus further comprises a first Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the determined location in the broadcast signal.

In some embodiments according to the first aspect, the first controller is configured to control the first wireless communication module to include transmit power information in the broadcast signal, the transmit power information being indicative of the transmit power with which the signal is broadcast by the first wireless communication module.

According to a second aspect of the present invention, there is provided apparatus comprising a second wireless communication module comprising a receiver for receiving the signal warning of the presence of the road hazard, and a second controller configured to take a predefined action in dependence on the second wireless communication module receiving the signal warning of the presence of the road hazard.

In some embodiments according to the second aspect, the signal comprises a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and the second controller is configured to determine a type of the road hazard based on the predefined code contained in the received signal.

In some embodiments according to the second aspect, the second controller is configured to select the predetermined action from among a plurality of predefined actions, according to the type of the road hazard. In some embodiments according to the second aspect, the second controller is configured to determine the proximity of the road hazard based on a received signal strength of the signal warning of the presence of the road hazard.

In some embodiments according to the second aspect, the second controller is configured to determine the proximity of the road hazard based on the received signal strength and a known transmission power with which the signal was transmitted, and/or based on a known time of flight of the received signal.

In some embodiments according to the second aspect, the received signal warning of the presence of the road hazard includes information indicative of the transmission power.

In some embodiments according to the second aspect, each one of the plurality of predefined types of road hazard is associated with a corresponding known transmission power, and the second controller is configured to determine the transmit power according to the predefined code indicative of one of the plurality of predefined types of road hazard.

In some embodiments according to the second aspect, the received signal warning of the presence of the road hazard includes information indicative of a time of departure of the received signal, wherein the second controller is configured to determine the time of flight based on the time of departure and a time at which said signal was received.

In some embodiments according to the second aspect, the second controller is configured to communicate via a bidirectional communication channel with a transmission apparatus from which the received signal was transmitted to determine the time of flight, based on a time elapsed between sending a signal to the transmission apparatus over the bidirectional communication channel and receiving a reply.

In some embodiments according to the second aspect, the second controller is configured to take into account a processing time required at the transmission apparatus to process the signal and send the reply, when determining the time of flight. In some embodiments according to the second aspect, the apparatus further comprises a directional antenna configured to detect a direction from which the signal warning of the presence of the road hazard is received, wherein the second controller is configured to determine a location of the road hazard in dependence on the direction detected by the directional antenna.

In some embodiments according to the second aspect, the directional antenna is an antenna array comprising a plurality of antenna elements.

In some embodiments according to the second aspect, the apparatus comprises a second Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the second controller is configured to extract information indicative of a GNSS location of the road hazard from the received signal, and to determine a proximity of the road hazard to the apparatus in dependence on the location determined by the second GNSS receiver and the GNSS location of the road hazard.

In some embodiments according to the second aspect, the second controller is configured to determine the time of flight based on a GNSS time stamp in the received signal.

In some embodiments according to the second aspect, the first controller is configured to extract the GNSS time stamp of the transmitted signal within the transmitted or subsequent message,

In some embodiments, the GNSS receivers extract a time reference from the satellite communications that may be a common time reference across local GNSS receivers. In the apparatus both GNSS receivers may be in close proximity and may extract the same time reference from the received satellites. The apparatus may take advantage of the common time reference by extracting the time stamp that the road hazard transmits its message, including it within the current or subsequent message. At the road user end, the time stamp may be extracted when the message is received, the time difference being proportional to the range and hence the proximity of the hazard.

In some embodiments according to the second aspect, the received signal warning of the presence of the road hazard is transmitted on a time stamp extraction boundary enabling the time stamp to be preloaded within the message payload, reducing errors on the transmission time stamp.

To determine the time-difference, the time stamp at which the transmitted signal is received could be triggered via the correlation process and averaged over all good received satellites.

In some embodiments according to the second aspect, the apparatus comprises an alert mechanism for alerting a user of the apparatus to the presence of the road hazard, wherein the predefined action comprises controlling the alert mechanism to issue an alert indicative of the presence of the road hazard.

In some embodiments according to the second aspect, the road hazard is a road user, the received signal includes data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or includes data indicative of a rate of acceleration or deceleration of the road user, and the alert issued by the alert mechanism is indicative of the current speed, velocity, direction of travel, rate of acceleration and/or rate of deceleration of the road user.

In some embodiments according to the second aspect, the alert mechanism is configured to issue the alert in the form of one or more of the following: visual output; audio output; and haptic feedback.

In some embodiments according to the second aspect, the apparatus is installed in a vehicle comprising a vehicle management system for controlling functions of the vehicle, the apparatus comprising a vehicle interface capable of communicating with the vehicle management system, wherein the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the presence of the road hazard.

In some embodiments according to the second aspect, the road hazard is a road user, the received signal includes data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or includes data indicative of a rate of acceleration or deceleration of the road user, and the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the current speed, velocity, direction of travel, rate of acceleration and/or rate of deceleration of the road user.

In some embodiments according to the first aspect or the second aspect, the first communication module or the second communication module is configured to transmit or receive the signal warning of the presence of the road user as: a modulated light signal; an ultrasonic signal; or a radio frequency signal.

In some embodiments according to the first aspect or the second aspect, the road hazard comprises one of the following: a pedestrian; an animal; a cyclist; a bicycle; a horse rider; a horse; a carriage; a driver; a moped; a motorbike; a pothole; an obstruction; information.

According to a third aspect of the present invention, there is provided a method of controlling an apparatus according to the first aspect, the method comprising controlling the first wireless communication module to broadcast a signal to notify a receiver of the presence of a road hazard.

According to a fourth aspect of the present invention, there is provided a method of controlling an apparatus according to the second aspect, the method comprising receiving a signal warning of the presence of a road hazard, via the second wireless communication module, and taking a predefined action in dependence on the received signal warning of the presence of the road hazard.

According to a fifth aspect of the present invention, there is provided a computer- readable storage medium storing computer program instructions which, when executed, cause performance of a method according to the third aspect or the fourth aspect.

Brief Description of the Drawings

Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 illustrates a cyclist (13) riding a bicycle (11) in close proximity of a vehicle (14) containing the apparatus’ receiver (15) that is listening for road hazard transmissions (12) and displaying an alert message “warning cyclist” (16) according to an embodiment of the present invention.

Figure 2 illustrates cows (21X23) in close proximity to a vehicle (24) containing the apparatus’ receiver (25) that is listening for road hazard transmissions (22) and displaying an alert message “warning cows” (26) according to an embodiment of the present invention.

Figure 3 illustrates a horse rider (33) riding a horse (31) in close proximity of a vehicle (34) containing the apparatus’ receiver (35) that is listening for road hazard transmissions (32) and displaying an alert message “warning horse & rider” (36) according to an embodiment of the present invention.

Figure 4 illustrates a vehicle (44) in close proximity to pot-hole (42), the vehicle (44) containing the apparatus’ receiver (45) that is listening for road hazard transmissions (41) and displaying an alert message “warning pot-hole” (46) according to an embodiment of the present invention.

Figure 5 illustrates a vehicle (54) approaching a stationary or broken-down vehicle (51), the vehicle (54) containing the apparatus’ receiver (55) that is listening for road hazard transmissions (52) and displaying an alert message “warning stationary vehicle” (56) according to an embodiment of the present invention.

Figure 6 illustrates an in vehicle display, processor & BLE module in the form of a mobile phone (65) detecting, for example a cyclist (63X61), the driver of the vehicle (64) being alerted on the display and/or audibly (66) of the presence of a road hazard (61X62X63) according to an embodiment of the present invention.

Figure 7 illustrates an in vehicle display, processor & BLE module in the form of a navigation system or integrated information system (75) detecting, for example a cyclist (73)(71), the driver of the vehicle (74) being alerted on the display and/or audibly (76) of the presence of a road hazard (71X72X73) according to an embodiment of the present invention.

Figure 8 illustrates an in vehicle display, processor & BLE module within a vehicle detecting and showing the presences (85) of near road hazards, such as cyclists (81X84X87), horse rider (82), cattle (83) according to an embodiment of the present invention.

Figure 9 illustrates a cyclist (91) carrying a mobile phone (99), smart tag (98) or smart watch (97) etc. transmitting a coded message (92), being detected by a mobile phone (95) or integrated vehicle management system (96) within a vehicle (93). An alert message being displayed and/or announced (94) within the vehicle (93). The reverse scenario is equally valid, where the vehicle is transmitting a coded message and the cyclist (91) being alerted of the presence of a road hazard, the vehicle (93) according to an embodiment of the present invention.

Figure 10 illustrates road hazards transmitting coded messages with additional but optional data (101X102X103) to a receiver within a vehicle (104) with the appropriate alert being communicated to the driver e.g. Warning Cyclist @ speed 10 mph (ioi)(io8). In addition, the system includes either locally or centrally (110) via (109X111) a mechanism to search a database for lost, stolen or information based items associated with the transmitted code. Any alert being passed on appropriately for action according to an embodiment of the present invention.

Figure 11 illustrates that with a single receiver/antenna (114) the apparatus can detect only the presence of a road hazard (112X113) within the sphere of influence (111) according to an embodiment of the present invention.

Figure 12 illustrates that with multiple receivers or antenna (122) the apparatus can detect the presence of a road hazard (121X124) within the sphere of influence (123) of 90⁰ according to an embodiment of the present invention.

Figure 13 illustrates that by increasing the number of receivers or antenna (131) the apparatus can detect the presence of a road hazard (133X134) within the sphere of influence (133) of 45⁰ according to an embodiment of the present invention.

Example embodiments may comprise a directional antenna (e.g. an antenna array) configured to detect a direction from which the signal warning of the presence of the road hazard is received, wherein the second controller is configured to determine a location of the road hazard in dependence on the direction detected by the directional antenna. Figure 14 illustrates a scenario where a vehicle (143) is approaching a junction, the driver is looking left and right but can’t see the cyclists (142X147) but fortunately the apparatus within the vehicle (143) detects the transmission (141X146) and would be able to alert the driver to the hazards. Similar, the vehicle (145) turning right across the traffic is alerted to the cyclist (147) via the transmission (148) which is also detected by vehicle (143), both drivers being warned of the road hazards.

Detailed Description

In the following detailed description, only certain exemplary embodiments of the present invention have been shown and described, simply by way of illustration. As those skilled in the art would realise, the described embodiments may be modified in various different ways, all without departing from the scope of the present invention. Accordingly, the drawings and description are to be regarded as illustrative in nature and not restrictive. Like reference numerals designate like elements throughout the specification.

According to a first aspect of the present invention, there is provided apparatus for enabling vulnerable road users “minor” such as cyclists to be made more visible to other road users “major” such as motor vehicles by means of wireless communication.

The apparatus fixed on the vulnerable road user “minor” e.g. bicycle and/or cyclist will be referred to as the “transmitter” but comprising: a wireless communication module with a power source that broadcasts a unique coded message e.g. “cyclist” and other optional data.

Other apparatus fixed on or within another road user “major” e.g. motor vehicle and/or driver will be referred to as the “receiver” but comprising: wireless communication module that receives messages and provides appropriate action such as alerting the driver to the potential hazard or providing input to the vehicle management system to take appropriate action.

An alert mechanism may be provided for alerting a user of the apparatus to the presence of the road hazard, wherein the predefined action comprises controlling the alert mechanism to issue an alert indicative of the presence of the road hazard. The road hazard may be a road user, the received signal includes data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or includes data indicative of a rate of acceleration or deceleration of the road user, and the alert issued by the alert mechanism is indicative of the current speed, velocity, direction of travel, rate of acceleration and/or rate of deceleration of the road user. The alert mechanism may be configured to issue the alert in the form of one or more of the following: visual output; audio output; and haptic feedback.

Both apparatus could also be fixed to the driver, rider or operator of the “major” and/or “minor” embodiments. The roles of “minor” and “major” apparatus are interchangeable .

Both embodiments of the apparatus may further comprise sensor interface means for receiving data from one or more sensors arranged to monitor an environmental condition in the vicinity of the road user, wherein the wireless communication module is configured to transmit information relating to the environmental condition in the vicinity of the road user over the communication link via the wireless communication module, based on the data received through the sensor interface.

The apparatus may further comprise processing means configured to receive data from the one or more sensors via the sensor interface means, and to control the apparatus in accordance with the received data.

The one or more sensors can include at least one of: a temperature; direction; location; g-force; cadence; humidity; motion; microphone; air quality; ambient light level around the area; battery level.

The apparatus may further comprise output interface means for controlling one or more outputs of: light, sound, vibration, direct control or control data interface.

Modulated light technologies such as LiFi being connected to “minor” entities could also be used to communicate with receivers on “major” entities. This would only provide line-of-sight communications but it would still provide clear advantages over using existing visible light solutions present on “minor” entities and the limitations of the human eye to detect visible light in all conditions. Other non-visible non-RF communications from “minor” entities may have longer range when coupled with highly sensitive detectors on the “major” entities.

Further examples of vulnerable road users “minor” such as a horse, cattle or slow moving vehicle operating in the windy roads found in the countryside, not being visible to the driver of an approaching “major” object such as a car, could result in an accident unless the potential hazard is communicated to the approaching “major” object e.g. driver/vehicle in advance. In this case the potential hazard being a “minor” object is using the apparatus transmitter; the approaching “major” object e.g. car is using the apparatus receiver which detects the transmission from the “minor” object before the “minor” object hazard is visible to the driver. This alert could be used to provide a sound and/or visible warning to the “major” object driver and/or provide input to the vehicle management system to automatically take avoidance action.

Further description will be provided using example embodiments: A radio frequency beacon based upon current BLE beacon technology is a natural starting point for the “minor” object transmitter as it is likely to be battery powered type device and for the “major” object receiver, a computer such as a mobile phone running software program or application and/or a more sophisticated vehicle based BLE receiver form an embodiment of this invention.

Placing the transmitting beacon on the “minor” object e.g. bicycle, dog, horse, pedestrians, slow moving vehicle, other hazard etc. either as a standalone device or as an integrated part of another piece of equipment such as a bicycle light or as part of the cyclists clothing or mobile device (e.g. phone) are further examples of the embodiment of this invention.

A simple embodiment of this invention could be implemented using standard BLE wireless communication found within mobile phones, a mobile phone or standalone wireless communication module e.g. BLE, acting as the “minor” transmitter running an application program that broadcasts a coded message and other sensor data e.g. “I’m a cyclist at location Lat/Long”. Another mobile phone, acting as the “major” BLE receiver, running an application program that scans for these broadcasts and alerts the user of the presence of “minor” transmitters and other sensor data. In an example wireless communications technology, BLE 5.0 a long range option has been introduced by means of lowering the data rate using forward error correction and can achieve 4 times the range of Bluetooth 4.0.

Communication range between "minor" and "major" entities is dependent upon the link budget which can be modified by varying the transmit power level, the receiver sensitivity, data rate, antenna gain and/or the surrounding environment.

Based upon "minor" entities transmitting to multiple "major" devices located at varying ranges, to achieve differing activation zones based upon proximity of the "minor" transmitter to that of the “major” receiver, the “minor” transmitter must either modify its transmit power or data rate or antenna direction; or the “major” receiver must determine the received signal strength (RSSI).

An additional option would be for the "minor" devices to transmit at various power levels or data rates, e.g. "minor" transmitting at the high and low data rates, but this has detrimental effect on the “minor” power consumption.

Dynamically adapting the communication range between multiple "minor" transmitters and a "major" receiver is key to not overloading the “major” operator with alerts and prioritising those “minor” entities that are in closer proximity or are traveling at higher closing speeds.

This can be achieved by combining data from the received signal strength, time of flight, the link quality, speed & acceleration of the entities.

In some example embodiments, each one of the plurality of predefined types of road hazard is associated with a corresponding known transmission power, and the second controller is configured to determine the transmit power according to the predefined code indicative of one of the plurality of predefined types of road hazard.

Typically but not restricted too, integration into the more expensive device with a larger power capacity, larger form factor and more powerful CPU, techniques such as time-of- flight, signal strength, multiple antennae, angle of arrival (AOA) and angle of departure (AOD) could scan for “minor” beacons and further help the driver determine the direction and range of the potential hazard. 1) “Minor” or Transmitter or Sender a. Tag form factor: Wireless communication module, small battery capacity, lower CPU power, restricted device footprint and lower cost point. The apparatus operating in a “minor” role transmits a coded message and optional data, aimed at a “major” receiver. b. Secondary Electronic Device (e.g. Mobile phone, Dash Cam, Sat Nav): Larger battery capacity, high CPU power, wireless communication module and due functional device.

2) “Major” or Receiver a. Wireless communication module as part of a vehicle control system: Utilising an existing or retro-fit wireless communication system that can scan for “minor” transmitters and report those transmissions into the vehicle management system, that information could be used to inform the driver of the hazard. b. Secondary Electronic Device (e.g. Mobile phone, Dash Cam, Sat Nav): Larger battery capacity, high CPU power, wireless communication module and due functional device. The apparatus operating in a “major” role scans for “minor” coded messages and optional data, transmitted by a “major” transmitter or sender.

The advantage of the present invention is that it is envisaged to be available as an integrated part of a vehicle but also as a retro-fit device such as being integrated in to a navigation system, dash cam, bespoke device, mobile phone and other similar devices. This would provide either a standalone safety system that aims to protect both “minor” and “major” road users but equally can be complementary to the new EU road safety systems.

Further, there is no requirement to wait for vehicle manufacturers to implement these safety systems but the current invention does not replace these new safety measures, it is simply complementary as it focusses on the “minor” road user broadcasting its presence to other road users.

First off its effectiveness will be its simplicity, low cost and the ability in the simplest form to be implemented using mobile phones with BLE communications by the running of an application/program. Further, the availability of standalone “minor” Tag/Beacon transmitters and “minor” transmitters integrated into secondary devices such as lights, SAT NAVs, cameras, etc. would provide improved performance. Having the motor industry’s adoption through regulation and standardisation would be ideal, focussing on new vehicles and where the retro-fit market is supported by the latter.

As described above, Figure 1 illustrates a cyclist (13) riding a bicycle (11) in close proximity of a vehicle (14) containing the apparatus’ receiver (15) that is listening for road hazard transmissions (12) and displaying an alert message “warning cyclist” (16) according to an embodiment of the present invention. A cyclist is one example of a road hazard. Other examples include: a pedestrian, an animal, a bicycle, a horse rider, a horse, a carriage, a driver, a moped, a motorbike, a pothole or an obstruction. Other example hazards will be apparent to those of ordinary skill in the art.

The present invention provides an apparatus for warning of the presence of a road hazard, the apparatus comprising a first wireless communication module comprising a transmitter and a first controller configured to control the first wireless communication module to broadcast a signal (e.g. a modulated light signal, an ultrasonic signal or a radio frequency signal) to notify a receiver of the presence of the road hazard. The road hazard may be a road user (such as the cyclist (13) shown in Figure 1) and the apparatus is configured to be carried by the road user. The signal may comprises a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and wherein the first controller is configured to select the predefined code for the coded message according to the type of the road hazard. The apparatus may further comprise an interface configured to receive sensor data (e.g. data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or data indicative of a rate of acceleration or deceleration of the road user) from one or more sensors, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the received sensor data in the broadcast signal. The first controller may be configured to control the first wireless communication module to include transmit power information in the broadcast signal, the transmit power information being indicative of the transmit power with which the signal is broadcast by the first wireless communication module. The present invention also provides an apparatus for receiving a signal warning of the presence of a road hazard (such as the cyclist (13)), the apparatus comprising: a second wireless communication module comprising a receiver for receiving the signal warning of the presence of the road hazard; and a second controller configured to take a predefined action (e.g. from among a plurality of predefined actions, according to the type of the road hazard) in dependence on the second wireless communication module receiving the signal warning of the presence of the road hazard. The signal may comprise a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and wherein the second controller is configured to determine a type of the road hazard based on the predefined code contained in the received signal. The second controller may be configured to determine the proximity of the road hazard based on a received signal strength of the signal warning of the presence of the road hazard. Further, the second controller may be configured to determine the proximity of the road hazard based on the received signal strength and a known transmission power with which the signal was transmitted, and/or based on a known time of flight of the received signal. The received signal warning of the presence of the road hazard may include information indicative of the transmission power.

The present invention for receiving a signal warning of the presence of a road hazard may be installed in a vehicle comprising a vehicle management system for controlling functions of the vehicle, the apparatus comprising: a vehicle interface capable of communicating with the vehicle management system, wherein the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the presence of the road hazard. The road hazard may be one or more of: a road user, the received signal includes data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or includes data indicative of a rate of acceleration or deceleration of the road user, and the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the current speed, velocity, direction of travel, rate of acceleration and/or rate of deceleration of the road user.

The first embodiment integrates the wireless communication module into a device that is mounted on or within for example a bicycle that broadcasts a coded message as illustrated in Fig 1 & Fig 9. Further embodiment integrates the wireless communication module into a bicycle light, helmets, head cameras, clothing etc.

Further embodiment utilises the existing wireless communication module within a mobile device such as mobile phone etc.

The “minor” or “transmitter” and “major” or “receiver” devices may change their role within the apparatus and system. As an example, while a bicycle is considered as “minor” vs a vehicle “major” a bicycle could also be considered as “major” vs a child which would then be considered as “minor”.

• Bicycle (minor) <-> Motor vehicle (major)

• Horse (minor) <-> Motor vehicle (major)

• Slow moving vehicle (minor) <-> Motor vehicle (major)

• Children (minor) <-> Motor vehicle, bicycle, slow moving/ wide vehicle (major)

• Slow moving vehicle (minor) <-> Motor vehicle (major)

• Pedestrians (minor) <-> Cyclist (major)

Vulnerable road users such as cyclists, animals, children, disabled people, pedestrians, parked vehicles, broken down vehicles, slow moving vehicles, road works and other infrastructure dangers are all examples of potential hazards for all other road users such as cars, motor bikes, emergency vehicles, vans, lorries, buses, industrial equipment etc. The current invention describes novel apparatus and methods for providing advanced warning about their close proximity and over comes the failings of current methods when operating within poor visibility and challenging environmental conditions such as fog, rain, snow, blind bends, night time, sun light, wind, sandstorms etc.

In another example in Fig 4 a wireless communication beacon indicating for example “warning pot-hole” could be located in close proximity to it and would provide advance warning to all road users, hence avoiding potential accidents and damage.

In another example in Fig 5, a vehicle could trigger a wireless communication beacon when for example the hazard warning lights are turned on. This transmission could be used to indicate to other road users that for example there is another road user that has “broken down”, there is an “accident” near or a car is parked on the hard shoulder of a motorway.

In another example in Fig 5, could be that the emergency services could trigger a wireless communication beacon indicating for example “warning accident” which would make potential hazards more visible to other road users.

In another example in Fig 5, courier and food delivery vans sometimes have to park in dangerous locations so could have a hazard wireless communication beacon, warning other road users in advance of the hazard?

In another example, a pedestrian walking on a pathway wearing headphones listening to music so cannot hear their local environment. An approaching cyclist could then use the apparatus to broadcast a coded message e.g. “I’m a cyclist”, the apparatus being carried by the pedestrian playing the music e.g. mobile phone, could contain an application that process the received message and then plays an audio message or sound e.g. “cyclist nearby” through the headphones. An embodiment could be in the form of a bicycle bell.

In another example, a commuter on a train, wears headphones and maybe is listening to music. The commuter is using the receiving apparatus application running on their mobile phone and falls asleep. The commuter has selected the station they wish to alight from e.g. “Woking Station”, when the train passes the track side apparatus or the equivalent internal train transmitter, broadcasting “Woking Station”, the apparatus receiver then plays an audio message or sound e.g. “Woking Station” through the headphones.

With the move to electric vehicles, the lack of noise generation creates an issue for those that have reduced hearing & visual senses, so arc not 100% aware of their surroundings. The introduction of motorised scooters that rightly or wrongly have found their way on to pavements now have pedestrians mixing with motorised vehicles in areas that traditionally are pedestrian only. In another example that addresses these issues, an individual wears an earphone, hearing aid and/or visual aid connected to a device e.g. mobile phone, that is capable of receiving a message from a road hazard, the apparatus transmits a message that is received by the device that could for example plays an audio message or sound e.g. “motorised scooter near” through the headphones or visually on a display or via intelligent glasses.

In the same way that drivers use the vehicle side lights, headlights and full beam to create illumination zones ahead, the invention provides a similar feature by utilising the link budget to vary the receiver range detection.

An optional uplink to the Internet may be part of the apparatus or could be provided by an existing link.

The current invention could provide input into driverless and autonomous vehicles by providing additional information about other road users and provides a vital primary safety system or supplementary safety in vehicle based camera, radar or other Al system.

Example: Bicycle vs Motor vehicle a. Bicycle/Cyclist device

(i) Wireless communication module mounted on or within a bicycle or bicycle equipment (such as lights, camera, Sat Nav, mobile phone) or on the cyclist (helmet, clothing, mobile phone, smart watch) that broadcasts a coded message identifying its type e.g. “I’m a cyclist”.

(ii) Further utilising data from one or more sensors connected to the wireless communication module could provide additional information about the speed, direction, location, and temperature etc. of the cyclist, bicycle and its local environment. b. Motor vehicle device

(i) Wireless communication module mounted on or within a motor vehicle or motor vehicle equipment (such as vehicle management system, lights, camera, Sat Nav, mobile phone) or on the driver (clothing, mobile phone, smart watch) that scans for coded messages identifying different types of potential hazards/information e.g. “warning cyclist”.

(ii) Further utilising data from one or more sensors connected to the wireless communication module could provide additional information about the speed, direction, location, temperature etc. of the motor vehicle and its local environment. (iii) The apparatus can further comprise processing means configured to search for one or more predefined indicators of a potential hazard or information marker in the data received from the Bicycle/Cyclist/Other. The processing means may be remote from the wireless module, for example the processing means may be embodied as a central controller within the vehicle management system, mobile phone or other device with capability. Instead of, or in addition to, a remote central controller, the apparatus may include local processing means for performing the determination.

(iv) The apparatus in its basic form would consist of a single antenna that would provide simple detection of the Bicycle/Cyclist/Other transmitter which indicates its close proximity using the received signal strength (RSSI) to determine approximate range.

(v) Further improvement to assist in identifying the direction and range of the Bicycle/Cyclist transmitting device would be to utilise directional antenna to provide angle of arrival (AOA) or angle of departure (AOD). It is anticipated that the complexity would be added to the vehicle so that it could warn the driver that there is a potential hazard on, for example “cyclist on the left had side of the vehicle, at a range of 2 metres”.

(vi) Further improvement over current technology utilising signal strength measurement in providing accurate distance measurement is utilising Time of flight technology.

(vii) Further improvement can be achieved by distributing antenna, antenna arrays or entire wireless communication modules around the perimeter of the vehicle. This would better identify the direction and range of the Bicycle/Cyclist transmitting device.

(viii) An additional advantage is that as these devices move around the road network they could be configured to report the location of a particular transmitter identifier they heard during their journey. The data collected could provide a mapping of the location of each device and when correlated with other users’ data could provide further advantages in enabling lost or stolen items to be located.

(ix) As an example, a “major” e.g. motor vehicle, having a large power source, adequate processing power and an optional internet connection could be configured to scan for all, a sub group or a particular transmitter such as a stolen bicycle.

(x) The motor vehicle’s apparatus, in its normal travels could be configured to scan for a particular “minor” transmitter identifier locally, if offline or low latency was essential.

(xi) The motor vehicle’s apparatus, in its normal travels could be configured to scan for “minor” transmit identifiers and pass the identifier and associated local data to a remote central processing apparatus.

(xii) By another example a plurality of “minor” transmitters being received at a “major” receiver or at a plurality of “major” receivers that are then connected via the internet to a remote central processing apparatus.

(xiii) At the remote central processing apparatus, data from the “minor” transmitters is sent via the “major” receivers. The remote central processing apparatus searches its database for any flags indicating that a particular “minor” transmitter associated with a lost or stolen item creates an alert.

By example in Fig io, a bicycle containing “minor” apparatus technology transmits its unique identifier (101); a passing motor vehicle (104) containing a “major” apparatus receiver scans for all “minor” transmitters, all are passed to a central processing apparatus (110) at the police, other agency or business that then searches its database and if it finds a match it notifies the appropriate person, with the “minor” location.

The invention places a transmitter on the “minor” object e.g. bicycle or cyclist, for example broadcasting a suitable coded message e.g. "I'm a cyclist". The “major” object e.g. motor vehicle based system or driver's mobile device detects that frequency transmission, decodes it, interprets that message and then presents the action to the “major” object be that warning the driver of the potential hazard or providing input to the car management system to take appropriate action.

Current solutions use visible light through generation or reflection to provide advanced warning of a potential hazard. However, image contrast as perceived by the human eye is the difference between light and dark illumination levels of and around the subject.

A high contrast image is when the subject is associated with a bright level light source compared to a darker background. A low contrast image is when the subject is associated with a low-level light source compared to the background or when the background is bright compared to the subject.

Another advantage of the current invention over traditional visible means, are that potential hazards or objects can be detected in varying light levels found at night, day, dawn and dusk. Visual light is also limited to line-of-sight and its effectiveness greatly reduces in low contrast lighting.

Further, an equivalent early detection system using generated light to be operated in all or most contrast light levels and to be detected by the human eye would require a very bright illuminating source resulting in a considerably higher power consumption than other forms of wireless communication, in particular radio frequency (RF). Any bright light could, itself form an additional hazard to on coming pedestrians and road users.

By way of an example, a cyclist riding at night using super bright LED technology would normally be seen by a driver of a vehicle if for example the cyclist’s lights are in view. This would not be the case if the cyclist were around a blind corner or out of sight. Also rear lights are red in colour and in normal cases lower in contrasts to that of the white front light of a cyclist coming toward traffic flow.

The possible exception being that of fog and snow, where the current invention has further key advantages over current solutions. In cases where the cyclist is riding in bright daylight the lights on the bicycle are again not easily seen, whereas the current invention will continue to communicate, if in range and hence provide, in this example the vehicle early detection of a cyclist.

Using the location of the “major” object that has identified a “minor” object which is then linked to that “major” object, which in turn has a link to the Internet of Things, that can then provide the locations of other “minor” objects which in turn can help other “major” and “minor” objects identify “hazards” by mapping and proximity means. An example of the simplest embodiment of the apparatus on a “major” road user using a single receiver, antenna and wireless communication module and processing means e.g. mobile phone.

In this example Fig 6 & Fig 9, a mobile phone (95) using its integrated wireless communication means and running a software program (e.g. application) is located on the dashboard of the “major” vehicle (64)195). In this configuration the “minor” road user (61)(63)(91) e.g. bicycle, is broadcasting (62X92) a coded message e.g. “warning cyclist” (62)(66)(94) and can be detected when in close proximity (62X92) of the vehicle (64)193). No direction can be established as the receiving zone is omnidirectional (62).

An example illustrated in Fig 11 omni directional receiver (111) provides no directional information, further advantages can be achieved by implementing multiple receivers, directional or antenna arrays that can be used to obtain the direction of the signal.

An example illustrated in Fig 12, that illustrates an embodiment of the apparatus with multiple receiving zones (123) on a “major” vehicle (122), that detects direction of “minor” road users (124) in for example 90⁰ zones (123).

A further example is given in Fig 13 that illustrates an embodiment of the apparatus with multiple receiving zones (133) on a “major” vehicle (131), that detects direction of “minor” road users in for example 45⁰ zones. The more zones will provide improved directional information about the location of the “minor” (132).

A further example is given in Fig 14 that illustrates the “major” vehicle (143) is turning left on to a road but the “minor” road users (142) & (147) are not visible to the driver of (143) and there could be an accident.

However by using the current apparatus, (142) & (147) are broadcasting a coded message e.g. “Warning Cyclist” and optional data such as their speed, which are received by (143) utilising the receiver zone (141) in a direction “ahead-left” & receiver zone (144) “ahead-right”. The driver of vehicle (143) may for example have such warning displayed or sounded on an in-car device.

The “major” vehicle (145) which is turning right across the flow of traffic receives the coded message from (147) and utilising the receiver zone (148) a rough direction of “ahead-right” is passed to the driver of (145) to again provide advanced warning of a potential hazard.

In its simplest form the “minor” object contains just a transmitter (beacon). More advanced “major” and “minor” object devices could also include sensors such as speed, cadence, temperature, direction, location etc. In that case the beacon identifying the “minor” object could also transmit that sensor data alongside the type of “minor” object e.g. “I’m a cyclist, at tomph”.

An example, illustrated in Fig io, of a further advantage of the invention is the ability for the system to detect individual category items (e.g. Bicycles) or a group of items (e.g. Bicycles, Horses). Pass through mode would store and/or transfer the identities of all “minor” devices and their associated data to a remote processor or server (no). Utilising local or remote processing means, a message containing the identity, or any other associated data could be detected and compared to a search criterion held locally or remotely.

As an example, illustrated in Fig io, a user looking for a particular lost item (e.g. bicycle) associated with a “minor” device attached to their bicycle. The ID is downloaded to all “major” devices (e.g. vehicles) and as they travel around, when they detect a “minor” device with e.g. ID 1234 they compare that to their criteria of requested IDs and then the system notifies the driver and/or end user that “minor” device with ID 1234 has been detected at location Lat-Long.

The system could be seen as a local, county, country and world-wide aggregation of “minor” objects (ID’s). As vehicles or other “major” receivers are travelling around they continue to scan for “minor” transmitters. As “minor” coded messages are detected they can be processed locally and/or passed through to the backend processing that does the search and provides any alert service.

A received signal warning of the presence of the road hazard may include information indicative of a time of departure of the received signal, wherein the second controller is configured to determine the time of flight based on the time of departure and a time at which said signal was received. A second controller may be configured to communicate via a bidirectional communication channel with a transmission apparatus from which the received signal was transmitted to determine the time of flight, based on a time elapsed between sending a signal to the transmission apparatus over the bidirectional communication channel and receiving a reply. The second controller may be configured to take into account a processing time required at the transmission apparatus to process the signal and send the reply, when determining the time of flight. As described above, example embodiments may make use of GNSS technology. For example, an apparatus may comprise: a first Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the determined location in the broadcast signal. Alternatively, or in addition, an apparatus may comprise a second Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the second controller is configured to extract information indicative of a GNSS location of the road hazard from the received signal, and to determine a proximity of the road hazard to the apparatus in dependence on the location determined by the second GNSS receiver and the GNSS location of the road hazard. The second controller is configured to determine the time of flight based on a GNSS time stamp in the received signal.

Whilst certain embodiments of the invention have been described herein with reference to the drawings, it will be understood that many variations and modifications will be possible without departing from the scope of the invention as defined in the accompanying claims.

Claims

- 28 - Claims

1. Apparatus for warning of the presence of a road hazard, the apparatus comprising: a first wireless communication module comprising a transmitter; and a first controller configured to control the first wireless communication module to broadcast a signal to notify a receiver of the presence of the road hazard.

2. The apparatus according to claim 1, wherein the road hazard is a road user, and the apparatus is configured to be carried by the road user.

3. The apparatus according to claim 1 or 2, wherein the signal comprises a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and wherein the first controller is configured to select the predefined code for the coded message according to the type of the road hazard.

4. The apparatus according to claim 1, 2 or 3, further comprising: an interface configured to receive sensor data from one or more sensors, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the received sensor data in the broadcast signal.

5. The apparatus according to claim 4 when dependent on claim 2, wherein the sensor data comprises data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or data indicative of a rate of acceleration or deceleration of the road user.

6. The apparatus according to any of the preceding claims, further comprising: a first Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the first controller is configured to control the first wireless communication module to transmit information indicative of the determined location in the broadcast signal.

7. The apparatus according to any one of the preceding claims, wherein the first controller is configured to control the first wireless communication module to include transmit power information in the broadcast signal, the transmit power information being indicative of the transmit power with which the signal is broadcast by the first wireless communication module.

8. Apparatus for receiving a signal warning of the presence of a road hazard, the apparatus comprising: a second wireless communication module comprising a receiver for receiving the signal warning of the presence of the road hazard; and a second controller configured to take a predefined action in dependence on the second wireless communication module receiving the signal warning of the presence of the road hazard.

9. The apparatus according to claim 8, wherein the signal comprises a coded message having one of a plurality of predefined codes, each of the predefined codes being indicative of one of a plurality of predefined types of road hazard, and wherein the second controller is configured to determine a type of the road hazard based on the predefined code contained in the received signal.

10. The apparatus according to claim 9, wherein the second controller is configured to select the predetermined action from among a plurality of predefined actions, according to the type of the road hazard.

11. The apparatus according to claim 8, 9 or 10, wherein the second controller is configured to determine the proximity of the road hazard based on a received signal strength of the signal warning of the presence of the road hazard.

12. The apparatus according to claim 11, wherein the second controller is configured to determine the proximity of the road hazard based on the received signal strength and a known transmission power with which the signal was transmitted, and/or based on a known time of flight of the received signal.

13. The apparatus according to claim 12, wherein the received signal warning of the presence of the road hazard includes information indicative of the transmission power.

14. The apparatus according to claim 12 when dependent on claim 9, wherein each one of the plurality of predefined types of road hazard is associated with a corresponding known transmission power, and the second controller is configured to determine the transmit power according to the predefined code indicative of one of the plurality of predefined types of road hazard.

15. The apparatus according to claim 12, wherein the received signal warning of the presence of the road hazard includes information indicative of a time of departure of the received signal, wherein the second controller is configured to determine the time of flight based on the time of departure and a time at which said signal was received and/or the second controller is configured to communicate via a bidirectional communication channel with a transmission apparatus from which the received signal was transmitted to determine the time of flight, based on a time elapsed between sending a signal to the transmission apparatus over the bidirectional communication channel and receiving a reply.

16. The apparatus according to claim 15, wherein the second controller is configured to take into account a processing time required at the transmission apparatus to process the signal and send the reply, when determining the time of flight.

17. The apparatus according to claim 8, 9 or 10, further comprising: a directional antenna configured to detect a direction from which the signal warning of the presence of the road hazard is received, wherein the second controller is configured to determine a location of the road hazard in dependence on the direction detected by the directional antenna.

18. The apparatus according to claim 17, wherein the directional antenna is an antenna array comprising a plurality of antenna elements.

19. The apparatus according to any one of claims 7 to 18, comprising: a second Global Navigation Satellite System, GNSS, receiver configured to receive a GNSS signal and determine a location of the apparatus based on the GNSS signal, wherein the second controller is configured to extract information indicative of a GNSS location of the road hazard from the received signal, and to determine a proximity of the road hazard to the apparatus in dependence on the location determined by the second GNSS receiver and the GNSS location of the road hazard.

20. The apparatus according to claim 15 when dependent on claim 12, wherein the second controller is configured to determine the time of flight based on a GNSS time stamp in the received signal.

21. The apparatus according to any one of claims 8 to 20, comprising: an alert mechanism for alerting a user of the apparatus to the presence of the road hazard, wherein the predefined action comprises controlling the alert mechanism to issue an alert indicative of the presence of the road hazard.

22. The apparatus according to any one of claims 8 to 21, wherein the apparatus is installed in a vehicle comprising a vehicle management system for controlling functions of the vehicle, the apparatus comprising: a vehicle interface capable of communicating with the vehicle management system, wherein the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the presence of the road hazard.

23. The apparatus according to claim 22, wherein the road hazard is a road user, the received signal includes data indicative of a current speed, velocity and/or direction at which the road user is travelling, and/or includes data indicative of a rate of acceleration or deceleration of the road user, and the predefined action comprises controlling the vehicle interface to notify the vehicle management system of the current speed, velocity, direction of travel, rate of acceleration and/or rate of deceleration of the road user.

24. A method of controlling an apparatus according to claim 1, the method comprising: controlling the first wireless communication module to broadcast a signal to notify a receiver of the presence of a road hazard.

25. A method of controlling an apparatus according to claim 8, the method comprising: - 32 - receiving a signal warning of the presence of a road hazard, via the second wireless communication module; and taking a predefined action in dependence on the received signal warning of the presence of the road hazard.