CA2290032A1 - Traffic law enforcement system - Google Patents
Traffic law enforcement system Download PDFInfo
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- CA2290032A1 CA2290032A1 CA002290032A CA2290032A CA2290032A1 CA 2290032 A1 CA2290032 A1 CA 2290032A1 CA 002290032 A CA002290032 A CA 002290032A CA 2290032 A CA2290032 A CA 2290032A CA 2290032 A1 CA2290032 A1 CA 2290032A1
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles
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Abstract
A traffic law enforcement system which includes monitoring devices mounted on board vehicles. The monitoring devices are programmed to detect at least one specified type of traffic law violation, and in the event an infraction is detected, generate a traffic law infraction signal which indicates the identity of the vehicle and the particulars of the infraction. Each monitoring device also includes a cellular phone for wirelessly broadcasting the traffic law infraction signal to a remote supervisory station under the control of the traffic authorities. The supervisory station is connected to the cellular network through the public telecommunications system in order to receive the traffic law infraction signal. The supervisory station is programmed to generate a traffic ticket based on the particulars of the infraction provided by the monitoring devices. The traffic ticket is issued in the name of an individual associated with the violating vehicle, such the driver or the registered owner thereof.
Description
Traffic Law Enforcement System Field of Invention The invention generally relates to the art of traffic law enforcement systems and more particularly to a system for determining whether a vehicle is breaking one or more pre-determined traffic regulations and automatically issuing a traffic ticket in that event.
Background of Invention Many traffic laws and regulations are typically implemented in order to enhance the safety of drivers and pedestrians. While traffic accidents do and will continue to occur despite compliance with all traffic regulations, far too often, however, accidents are caused or otherwise made unpreventable as a result of drivers breaking traffic laws such as excessive speeding, following too closely, or running a red light.
Similarly, the personal injury caused to the occupants of the vehicle may worsen by not wearing seatbelts, another important traffic regulation in many jurisdictions. The cost to society arising from traffic accidents in terms of personal injury and property damage is astounding and if means can be found for consistently enforcing traffic laws and regulations society will benefit.
The typical mechanism for enforcing traffic laws or regulations involves the deployment of a police force whom, amongst their many other duties and responsibilities, can be employed to measure or monitor vehicular traffic for traffic violations. The mere presence of a police officer may in fact be enough to act as a deterrent for surrounding drivers within eyeshot of the officer from breaking any traffic regulations.
For instance, the applicant has observed that few drivers will chance passing or overtaking a police cruiser travelling at the legal speed limit. However, given the limited number of police officers on traffic duty, the many many miles of roadways in existence and the large volume of traffic, such enforcement mechanisms are spotty at best due to the scope of coverage required. Indeed, it may be fair to presume that most drivers only infrequently encounter a police officer on traffic duty in their daily commute.
To some extent, automated means such as automated speed traps that measure and photograph a vehicle travelling beyond the speed limit have been deployed in order to aid traffic enforcement. However, such equipment can be quite expensive and is often installed in specific locations. To counter this problem, some prior art systems have proposed monitoring devices which are installed on-board the vehicle itself, thereby downloading the cost of enforcement onto the owner of the vehicle. For instance, U.S.
Patent No. 5,654,891 to Naccache et al. discloses a system for controlling excessive driver speed which comprises a monitoring device mounted on-board a vehicle.
The device receives messages from two transmitters situated along a roadway that respectively indicate start and stop times for measuring the time to travel a pre-specified distance, thereby enabling the vehicle's velocity to be computed. The transmitters also broadcast the permitted speed limit and thus the monitoring device may be able to ascertain if the driver has surpassed the speed limit. Speed limit infractions are stored in the device until a police officer may download them for review and analysis.
U.S. Patent No. 5,819,198 to Peretz discloses a similar system using external transmitters designed to warn drivers when they have exceeded the speed limit on a given stretch of roadway.
One of the problems with the above-mentioned prior art, however, is that they do not provide an effective deterrent. This is because the functionality provided by these systems is analogous to that of traditional traffic enforcement methodology.
For instance, in the Naccache et al. system the driver, depending on his or her luck on being pulled over by a police officer, may ultimately not have to pay the consequences for exceeding the speed limit. Given our congested roadways and increasing frustration when driving, and with human nature being what it is, the distant prospect of paying a penalty for driving behavior (such as speeding) that appears to be harmless is likely not an effective deterrent.
Summary of Invention Broadly speaking, the invention provides a traffic law enforcement system which includes monitoring devices mounted on board particpating vehicles. These monitoring devices are programmed to detect at least one specified type of traffic law violation, and in the event an infraction is detected, generate a traffic law infraction signal which indicates the identity of the offending vehicle and the particulars of the infraction. Each monitoring device also includes a transceiver for wirelessly communicating the traffic BLOOMPATENT.DOC
Background of Invention Many traffic laws and regulations are typically implemented in order to enhance the safety of drivers and pedestrians. While traffic accidents do and will continue to occur despite compliance with all traffic regulations, far too often, however, accidents are caused or otherwise made unpreventable as a result of drivers breaking traffic laws such as excessive speeding, following too closely, or running a red light.
Similarly, the personal injury caused to the occupants of the vehicle may worsen by not wearing seatbelts, another important traffic regulation in many jurisdictions. The cost to society arising from traffic accidents in terms of personal injury and property damage is astounding and if means can be found for consistently enforcing traffic laws and regulations society will benefit.
The typical mechanism for enforcing traffic laws or regulations involves the deployment of a police force whom, amongst their many other duties and responsibilities, can be employed to measure or monitor vehicular traffic for traffic violations. The mere presence of a police officer may in fact be enough to act as a deterrent for surrounding drivers within eyeshot of the officer from breaking any traffic regulations.
For instance, the applicant has observed that few drivers will chance passing or overtaking a police cruiser travelling at the legal speed limit. However, given the limited number of police officers on traffic duty, the many many miles of roadways in existence and the large volume of traffic, such enforcement mechanisms are spotty at best due to the scope of coverage required. Indeed, it may be fair to presume that most drivers only infrequently encounter a police officer on traffic duty in their daily commute.
To some extent, automated means such as automated speed traps that measure and photograph a vehicle travelling beyond the speed limit have been deployed in order to aid traffic enforcement. However, such equipment can be quite expensive and is often installed in specific locations. To counter this problem, some prior art systems have proposed monitoring devices which are installed on-board the vehicle itself, thereby downloading the cost of enforcement onto the owner of the vehicle. For instance, U.S.
Patent No. 5,654,891 to Naccache et al. discloses a system for controlling excessive driver speed which comprises a monitoring device mounted on-board a vehicle.
The device receives messages from two transmitters situated along a roadway that respectively indicate start and stop times for measuring the time to travel a pre-specified distance, thereby enabling the vehicle's velocity to be computed. The transmitters also broadcast the permitted speed limit and thus the monitoring device may be able to ascertain if the driver has surpassed the speed limit. Speed limit infractions are stored in the device until a police officer may download them for review and analysis.
U.S. Patent No. 5,819,198 to Peretz discloses a similar system using external transmitters designed to warn drivers when they have exceeded the speed limit on a given stretch of roadway.
One of the problems with the above-mentioned prior art, however, is that they do not provide an effective deterrent. This is because the functionality provided by these systems is analogous to that of traditional traffic enforcement methodology.
For instance, in the Naccache et al. system the driver, depending on his or her luck on being pulled over by a police officer, may ultimately not have to pay the consequences for exceeding the speed limit. Given our congested roadways and increasing frustration when driving, and with human nature being what it is, the distant prospect of paying a penalty for driving behavior (such as speeding) that appears to be harmless is likely not an effective deterrent.
Summary of Invention Broadly speaking, the invention provides a traffic law enforcement system which includes monitoring devices mounted on board particpating vehicles. These monitoring devices are programmed to detect at least one specified type of traffic law violation, and in the event an infraction is detected, generate a traffic law infraction signal which indicates the identity of the offending vehicle and the particulars of the infraction. Each monitoring device also includes a transceiver for wirelessly communicating the traffic BLOOMPATENT.DOC
law infraction signal. A telecommunications network is employed to receive and transmit the traffic violation signal to remote supervisory station under the control of a governmental authority. The supervisory station is programmed to generate a traffic ticket based on the particulars provided by the traffic violation signal. The traffic ticket is issued in the name of an individual associated with the offending vehicle, such as the driver or registered owner thereof.
In one exemplary embodiment, the transceiver is a mobile phone designed to operate in conjunction with a cellular phone network that, in turn, is interconnected with a public telecommunications network such as the telephone network or the Internet. Use of such telecommunication networks is advantageous due to the pre-existing infrastructure and the capability of cellular networks to accommodate a large number of susbcribers, in accordance with the size of each cell as known to those skilled in that art.
The monitoring device includes a means for identifying a driver of the vehicle and includes such identifying data in the traffic law infraction signal. The driver identification means preferably includes a camera mounted in the vehicle for producing a digital image of the driver. Means are also provided, as described in greater detail below, for determining whether the driver is wearing a seat belt, exceeded any speeding limits, run through a red traffic signal, or is tailgating.
Brief Description of Drawings The invention will be understood and appreciated more fully from the following detailed description, taken in conjunction with the drawings in which:
Fig. 1 is a schematic diagram showing an overall view of a traffic enforcement system in accordance with an exemplary embodiment of the invention;
Fig. 2 is a system block diagram of one monitoring device installed within a given vehicle;
Fig. 3 is a system block diagram of a remote station under the control of the traffic authorities which communicates with the monitoring devices.
BLOOMPA'rEN'1'.DOC
In one exemplary embodiment, the transceiver is a mobile phone designed to operate in conjunction with a cellular phone network that, in turn, is interconnected with a public telecommunications network such as the telephone network or the Internet. Use of such telecommunication networks is advantageous due to the pre-existing infrastructure and the capability of cellular networks to accommodate a large number of susbcribers, in accordance with the size of each cell as known to those skilled in that art.
The monitoring device includes a means for identifying a driver of the vehicle and includes such identifying data in the traffic law infraction signal. The driver identification means preferably includes a camera mounted in the vehicle for producing a digital image of the driver. Means are also provided, as described in greater detail below, for determining whether the driver is wearing a seat belt, exceeded any speeding limits, run through a red traffic signal, or is tailgating.
Brief Description of Drawings The invention will be understood and appreciated more fully from the following detailed description, taken in conjunction with the drawings in which:
Fig. 1 is a schematic diagram showing an overall view of a traffic enforcement system in accordance with an exemplary embodiment of the invention;
Fig. 2 is a system block diagram of one monitoring device installed within a given vehicle;
Fig. 3 is a system block diagram of a remote station under the control of the traffic authorities which communicates with the monitoring devices.
BLOOMPA'rEN'1'.DOC
Detailed Description of Exemplary Embodiment Fig. 1 shows an overall view of a traffic enforcement system 10. Generally speaking, the system comprises participating vehicles 18, vehicle monitoring devices 12 (not shown in Fig. 1) installed on board the participating vehicles, an "intelligent"
roadway 14, and a remote supervisory station 16. The monitoring devices 12, which are installed securely on board the corresponding vehicles, are able to sense certain traffic law violations in isolation, such as non-usage of a seatbelt by the driver. In other instances, the monitoring devices 12 interact with the roadways 14 in order to receive traffic regulatory data in relation to a particular stretch or section of roadway, such as the presiding speed limit. This is accomplished through the use of various broadcast transmitters and presence sensors embedded in or disposed proximate to the roadway, as described in greater detail below. The monitoring devices 12 monitor their corresponding vehicles 18 for predetermined types of traffic law violations.
When an infraction is detected, the monitoring devices 12 communicate wirelessly, as described in greater detail below, with the remote supervisory station 16 to report the infraction. At that time the supervisory station 16, which is under the control of the traffic authorities, may issue a traffic ticket to the owner or driver of the vehicle, as discussed in greater detail below.
Fig. 2 shows a system block diagram of the vehicle monitoring device 12. The device 12 comprises a micro-controller 20 interconnected to a memory 22, a portion of which is a volatile random access memory (RAM) and a portion of which is a non-volatile electronically erasable and programmable memory (EEPROM). The EEPROM
is used to store the operating code of the micro-controller and pertinent configuration data. The RAM is used for working memory.
Power (not shown) is preferably provided to the vehicle monitoring device 12 by the battery of the vehicle 18. 1'he device 12 is preferably engaged and in an operating mode whenever the engine is running. Inputs from the ignition control system (not shown) of the vehicle are provided for this purpose.
The micro-controller 20 receives inputs from a variety of sensors and is programmed to monitor and compare these sensory inputs against predetermined or dynamically programmable thresholds and/or other criteria indicative of a traffic law I3LOOMPATENT.DOC
-S-violation. Once an infraction is detected the driver is preferably warned and preferably granted a pre-determined time period to correct or improve his or her driving habits before the system 10 automatically tickets the driver for the infraction.
A speech synthesizer 32 and speaker 34 are preferably connected to the micro-controller 20 the purpose of providing a verbal warning to the driver. The speech synthesizer 32 is preferably pre-programmed with a variety of simulated speech phrases to warn the driving of the predetermined types of traffic violations the system is designed to monitor. For instance, the speech synthesizer may be programmed to inform the driver as follows: "Warning! Warning! You are exceeding the speed limit". When such a warning is given the system 10 is preferably programmed to mute the stereo system (not shown) of the vehicle to ensure that the warning is properly heard.
Alternatively, warnings may be more simply provided by a buzzer, chime or warning light connected to the micro-controller 20 which may be programmed to sound or display differently depending upon the type of traffic violation detected.
For jurisdictions where it is an offence to drive without wearing a seat belt the micro-controller 20 may be connected to a seat belt sensor 24 as known in the art per se.
In some circumstances the output of a seat belt sensor may be binary in nature and have voltage levels suitable for direct use with the micro-controller, in which case interface circuitry will not be required. However, in other circumstances interface circuitry 26 may be required, depending on the particular type of seat belt sensor employed in any given automobile. In addition, the micro-controller 20 is connected to the speedometer 28 of the vehicle via interface circuitry 30 as appropriate for the particular type of speedometer employed by the vehicle. The micro-controller 20 is programmed to continually monitor the state of the seat belt sensor 24 and the speedometer 28. If the seat belt sensor 24 indicates that the driver is not wearing a seat belt, and if the speedometer 28 indicates that the vehicle is in motion, then the system 10 warns the driver that he or she is violating that traffic regulation and will be ticketed therefor. The system will register a seat belt infraction unless corrective action is taken within a predetermined period of time, e.g., three minutes. If no such corrective action is taken, then the monitoring device 12 communicates the infraction to the remote supervisory station 16, as discussed in greater detail below.
BLOOMPATGN'1.DOC
In many jurisdictions it is also an offence, if not bad driving practice, to follow another vehicle too closely. Accordingly, a proximity sensor 34 is interconnected to the micro-controller 20 via interface circuitry 36. The proximity sensor 34 may be any known device which is capable of sensing the distance between the monitored vehicle 18 and the preceding vehicle. Examples of such devices include pulsed radars, laser radars, and ultrasonic radars. The micro-controller 20 is programmed to continually compute the distance to the preceding vehicle based on the input of the proximity sensor 34. If the distance is below a threshold value, then the driver is warned that he or she is following "too closely". The threshold value is preferably dynamically computed based on the present speed of the monitored vehicle 18, and is preferably generated so as to provide the "two second" rule of spacing between vehicles, particularly at freeway speeds. The time spacing may be correspondingly lowered when the monitored vehicle 18 is travelling at lower speeds. A linear progression may be used for this purpose.
Also, in order to prevent an inordinate number of infractions from being registered, particularly during traffic jams, the micro-controller 20 may be programmed to ignore any spacing infractions below a specified speed, such as 20 or 30 km/hr. Furthermore, the system 10 is preferably configured to first identify the continued existence of the spacing infraction for a pre-specified time period, e.g., 5-10 seconds, and only then warn the driver that he or she is tailgating. In this manner the system may be configured to identify and punish the habitually tailgating driver, as opposed to the ordinary driver reacting to the dynamically changing nature of traffic patterns. If desired, the driver may also be provided with a predetermined time period, e.g., 10-20 seconds, in which to take corrective action after the warning is engaged before the system registers an infraction.
The seat belt usage and tailgating violations are examples of the types of traffic laws that the monitoring device 12 may monitor in isolation. For monitoring speed limits 38 (see Fig. 1 ), the roadway 16 preferably includes a plurality of transmitters 40 which continuously or intermittently (e.g., a few times a second) broadcasts the legal speed limit along the proximate roadway. The transmitters 40 are preferably low-powered and highly directional so as to radiate over a narrow swath of roadway without interfering with adjacent transmitters. A variety of carrier frequencies can be used. For instance the transmitters disclosed in the above-mentioned U.S. Patent Nos. 5,819,198 and 5,654,891 BLOOMPATrNT.DOC
_'j_ use carrier frequencies of 100 Hz and 60 GHz. The carrier frequencies are preferably digitally modulated, and include error correcting codes such as Reed-Solomon coding in order to ensure error free transmission of the presiding speed limit.
A receiver 42 (see Fig. 2) is interfaced via a modem 43 to the micro-controller 20 of each monitoring device 12 in order to receive the speed limit transmissions. The micro-controller 20 is programmed to store the value of the presiding speed limit and update it whenever a new speed limit value is received. In instances where the vehicle has just been started and no speed limit signal has been received, or in instances where a new value has not been received for a lengthy period of time, the speed monitoring functionality is preferably temporarily disabled until such time as a new speed limit value is received and verified. However, when activated, the micro-controller 20, functioning as a comparator, continuously compares the speed of vehicle 12 as determined by the speedometer 28 against the stored presiding speed limit value. When the micro-controller 20 detects an excessive speed the system warns the driver to take corrective action and registers a speeding limit infraction if the speed of the vehicle is not corrected within a specified time period. If desired, the system can be configured so that the infraction is registered only if the driver exceeds the speed limit by a predetermined quantity, or alternatively a predetermined percentage of the presiding speed limit.
In practice, the speed limit transmitters 40 may be disposed at the outskirts of a municipality so as to encircle it. Thus, all roads leading in to the municipality can be provisioned to alert the monitoring devices of the maximum speed limit therein, e.g., 60 km/hr. Similarly, high-speed freeways within a given municipality may be provisioned with appropriately configured transmitters at entrance and exit points thereto. The transmitters may be integrated with existing roadway infrastructure such as street lamps (as shown in Fig. 1 ) or traffic lights which provide a convenient interconnection point for electrical power supply.
Alternatively, the presiding speed limit along any given stretch of roadway may be dynamically programmed into the monitoring device 12 via a bar coding subsystem (not shown). In this scheme, bar codes indicative of the presiding speed limit axe mounted on or proximate to the roadway, for instance on sign posts or on the road itself, and the vehicle carries a bar code scanner to read the pertinent speed limit.
In the further I3LOOMPATENT.DOC
_g_ alternative, magnetic strips 39 may be embedded in the roadway which are coded to indicate the presiding speed limit and the vehicle carries a magnetic reader for reading this data.
In the still further alternative, the monitoring device 12 may include a global positioning satellite (GPS) device 70 which provides the micro-controller 20 with the geographical co-ordinates of the vehicle at substantially all times. Since the GPS device 70 provides high resolution geographical co-ordinate data, the memory 22 may be loaded with a electronic topological map from which the current road and presiding speed limit thereat may be determined. In this manner the monitoring device 12 can determine speed limit infractions without requiring transmitters 40.
The system 10 is also capable of detecting traffic signal violations. For this purpose, traffic lights 46 (see Fig. 1 ) or other suitable structures which overhang the roadway are equipped with an infrared transmitter 48. The transmitter 48 features a radiating beam 48 directed towards the roadway. The beam width is configured to cover a particular lane of traffic. When the traffic light turns red, the infrared light generated by transmitter 47 is modulated to broadcast a signal indicative of the fact that the light has turned red. The monitoring device 12, in turn, includes an infrared receiver 49 interfaced to the micro-controller 20 via a modem 50. The receiver 49 is mounted, such as on the roof of the vehicle 18, to receive the infrared broadcasts. In the event the vehicle 18 runs a red light it will also pass through the radiation beam 48 whereby the monitoring device 12 will be able to detect the offense.
A transceiver is interfaced with the micro-controller 20 in order to communicate a record of a registered traffic law violation to the supervisory station 16.
The transceiver is preferably a cellular phone 54, as known in the art per se, which is connected to the micro-controller 20 via a modem 56 used to modulate and demodulate digital information passing therebetween. The use of the cellular phone is advantageous in that the infrastructure for cellular network 59 is well established in many countries and provides a ready as well as inexpensive means for bilateral communication with the supervisory station 16. The cellular network 59 is interconnected to a telecommunications network 60 such as the public swicthed telephone network. Use of these established telecommunications facilities also enables the supervisory station 16 to poll the BLOOM PATENT.DOC
monitoring devices 12 from time to time to ensure that they are operative, and alert the traffic authorities if not. Accordingly, each monitoring device 12 is provisioned with a unique telephone number and the supervisory station 16 is provisioned with a single, multi-line, telephone number to handle multiple calls simultaneously (as provided, for instance, by the well known "1-800" service). The micro-controller 20 and supervisory station 16 are further programmed to employ one of the well known handshaking protocols for ensuring error-free transfer of the traffic violation record therebetween.
Alternatively, other known wireless communication apparatus and communication protocols for transmission and reception of messages over a shared media (i.e., the airwaves) may be employed for this purpose.
Fig. 3 schematically shows the major components of the supervisory station 16.
The station 16 is connected to a plurality of telecommunication lines 60 which are interfaced to a computer system 64 via one or more modems 62. The computer system 64 accesses a relational database 66 which provides pertinent data on the monitoring devices 12, vehicles 18, and their drivers. Such information is collected and maintained by the traffic authorities in the ordinary course of licensing drivers and registering vehicles.
The contents of each traffic violation record transmitted by the monitoring devices is configured, in conjunction with the information stored in relational database 66, to provide the necessary data to meet the legal requirements within any given jurisdiction or country for issuing a valid traffic ticket. The record may include: (a) a unique identifier issued to every monitoring device 12 (which may consist of the telephone number assigned to the device 12); (b) the date and time of the traffic violation;
(c) the particular type of traffic violation; and (d) the particulars of the infraction, e.g., the presiding speed limit and the amount by which the driver has exceeded it. Upon receipt of this information the computer system 64 at the supervisory station 16 is able to query the database 66 for the particular make and model of the vehicle in question and the registered owner thereof, to whom the traffic ticket may be issued and mailed to.
In some jurisdictions it may be required to record the location of the infraction in order to issue a valid traffic ticket. In this event, the cellular phone network is capable of locating the particular cell or sector that the cellular phone 54 of monitoring device 12 is BLOOMPA'rEN'r.DOC
-1 ~-located in, and this information can be provided to the supervisory station 16 at the time the call from the monitoring device is made. Some cellular networks are also capable of pinpointing the geographical co-ordinates of cellular phone 54 to within a few hundred feet, and this information may be provided to the authorities. Alternatively, if more precise geographical information is required, a global positioning satellite (GPS) device 70 may be interfaced with the micro-controller 20 to provide it with high resolution geographical co-ordinates for inclusion in the traffic violation record. In either case, the supervisory station 16 may include a topological map database 68 from which particular streets may be identified on the basis of geographical co-ordinates supplied thereto.
In some jurisdictions it may be required to record the identity of the driver at the particular instant of time the infraction occurs. For this purpose a digital camera 72 is interfaced to the micro-controller 20 via interface circuitry 74. The camera 72 can be simply constructed since a fixed focal length will be sufficient for the lens.
This is because the driver is relatively fixed in position in the vehicle. If this option is implemented, the micro-controller 20 is programmed to include the digital image of the driver in the traffic violation record. The supervisory station 16 may then print the image on the traffic ticket, so that the driver will know who, if not he or she, is liable for the infraction. In the event the camera is purposefully blocked, the registered owner of the vehicle may be held accountable. In the alternative, a smart card driver identification system may be employed as described in the above mentioned U.S. Patent No.
5,654,891.
The micro-controller 20 is preferably programmed to transmit the record of the traffic law violation or infraction as soon after it is registered, and in the event transmission over the cellular network is temporarily inoperative, as soon as communication is possible. This is in order to ensure that there is little delay between the occurrence of a traffic violation and the penalty therefor. With such a policing device on-board providing immediate penalties for infractions, drivers will likely be very mindful of obeying the rules of the road, just as they are in the presence of a police officer.
The vehicle monitoring device 12 has been shown and described as a stand-alone system separate from the vehicle's control system. However, those skilled in the art will appreciate that as modern automobiles typically employ a micro-controller in their ignition control systems, that micro-controller may alternatively be used to provide the BLOOMPATEN'~.DOC
functionality of device 12. In this manner, it becomes difficult for drivers to disable the monitoring device 12. Other forms of making device 12 tamper-proof will be known to those skilled in this art. Similarly, numerous other modifications and variations may be made to the embodiments described herein without departing from the spirit or scope of the invention.
BLOOMPATENT.DOC
roadway 14, and a remote supervisory station 16. The monitoring devices 12, which are installed securely on board the corresponding vehicles, are able to sense certain traffic law violations in isolation, such as non-usage of a seatbelt by the driver. In other instances, the monitoring devices 12 interact with the roadways 14 in order to receive traffic regulatory data in relation to a particular stretch or section of roadway, such as the presiding speed limit. This is accomplished through the use of various broadcast transmitters and presence sensors embedded in or disposed proximate to the roadway, as described in greater detail below. The monitoring devices 12 monitor their corresponding vehicles 18 for predetermined types of traffic law violations.
When an infraction is detected, the monitoring devices 12 communicate wirelessly, as described in greater detail below, with the remote supervisory station 16 to report the infraction. At that time the supervisory station 16, which is under the control of the traffic authorities, may issue a traffic ticket to the owner or driver of the vehicle, as discussed in greater detail below.
Fig. 2 shows a system block diagram of the vehicle monitoring device 12. The device 12 comprises a micro-controller 20 interconnected to a memory 22, a portion of which is a volatile random access memory (RAM) and a portion of which is a non-volatile electronically erasable and programmable memory (EEPROM). The EEPROM
is used to store the operating code of the micro-controller and pertinent configuration data. The RAM is used for working memory.
Power (not shown) is preferably provided to the vehicle monitoring device 12 by the battery of the vehicle 18. 1'he device 12 is preferably engaged and in an operating mode whenever the engine is running. Inputs from the ignition control system (not shown) of the vehicle are provided for this purpose.
The micro-controller 20 receives inputs from a variety of sensors and is programmed to monitor and compare these sensory inputs against predetermined or dynamically programmable thresholds and/or other criteria indicative of a traffic law I3LOOMPATENT.DOC
-S-violation. Once an infraction is detected the driver is preferably warned and preferably granted a pre-determined time period to correct or improve his or her driving habits before the system 10 automatically tickets the driver for the infraction.
A speech synthesizer 32 and speaker 34 are preferably connected to the micro-controller 20 the purpose of providing a verbal warning to the driver. The speech synthesizer 32 is preferably pre-programmed with a variety of simulated speech phrases to warn the driving of the predetermined types of traffic violations the system is designed to monitor. For instance, the speech synthesizer may be programmed to inform the driver as follows: "Warning! Warning! You are exceeding the speed limit". When such a warning is given the system 10 is preferably programmed to mute the stereo system (not shown) of the vehicle to ensure that the warning is properly heard.
Alternatively, warnings may be more simply provided by a buzzer, chime or warning light connected to the micro-controller 20 which may be programmed to sound or display differently depending upon the type of traffic violation detected.
For jurisdictions where it is an offence to drive without wearing a seat belt the micro-controller 20 may be connected to a seat belt sensor 24 as known in the art per se.
In some circumstances the output of a seat belt sensor may be binary in nature and have voltage levels suitable for direct use with the micro-controller, in which case interface circuitry will not be required. However, in other circumstances interface circuitry 26 may be required, depending on the particular type of seat belt sensor employed in any given automobile. In addition, the micro-controller 20 is connected to the speedometer 28 of the vehicle via interface circuitry 30 as appropriate for the particular type of speedometer employed by the vehicle. The micro-controller 20 is programmed to continually monitor the state of the seat belt sensor 24 and the speedometer 28. If the seat belt sensor 24 indicates that the driver is not wearing a seat belt, and if the speedometer 28 indicates that the vehicle is in motion, then the system 10 warns the driver that he or she is violating that traffic regulation and will be ticketed therefor. The system will register a seat belt infraction unless corrective action is taken within a predetermined period of time, e.g., three minutes. If no such corrective action is taken, then the monitoring device 12 communicates the infraction to the remote supervisory station 16, as discussed in greater detail below.
BLOOMPATGN'1.DOC
In many jurisdictions it is also an offence, if not bad driving practice, to follow another vehicle too closely. Accordingly, a proximity sensor 34 is interconnected to the micro-controller 20 via interface circuitry 36. The proximity sensor 34 may be any known device which is capable of sensing the distance between the monitored vehicle 18 and the preceding vehicle. Examples of such devices include pulsed radars, laser radars, and ultrasonic radars. The micro-controller 20 is programmed to continually compute the distance to the preceding vehicle based on the input of the proximity sensor 34. If the distance is below a threshold value, then the driver is warned that he or she is following "too closely". The threshold value is preferably dynamically computed based on the present speed of the monitored vehicle 18, and is preferably generated so as to provide the "two second" rule of spacing between vehicles, particularly at freeway speeds. The time spacing may be correspondingly lowered when the monitored vehicle 18 is travelling at lower speeds. A linear progression may be used for this purpose.
Also, in order to prevent an inordinate number of infractions from being registered, particularly during traffic jams, the micro-controller 20 may be programmed to ignore any spacing infractions below a specified speed, such as 20 or 30 km/hr. Furthermore, the system 10 is preferably configured to first identify the continued existence of the spacing infraction for a pre-specified time period, e.g., 5-10 seconds, and only then warn the driver that he or she is tailgating. In this manner the system may be configured to identify and punish the habitually tailgating driver, as opposed to the ordinary driver reacting to the dynamically changing nature of traffic patterns. If desired, the driver may also be provided with a predetermined time period, e.g., 10-20 seconds, in which to take corrective action after the warning is engaged before the system registers an infraction.
The seat belt usage and tailgating violations are examples of the types of traffic laws that the monitoring device 12 may monitor in isolation. For monitoring speed limits 38 (see Fig. 1 ), the roadway 16 preferably includes a plurality of transmitters 40 which continuously or intermittently (e.g., a few times a second) broadcasts the legal speed limit along the proximate roadway. The transmitters 40 are preferably low-powered and highly directional so as to radiate over a narrow swath of roadway without interfering with adjacent transmitters. A variety of carrier frequencies can be used. For instance the transmitters disclosed in the above-mentioned U.S. Patent Nos. 5,819,198 and 5,654,891 BLOOMPATrNT.DOC
_'j_ use carrier frequencies of 100 Hz and 60 GHz. The carrier frequencies are preferably digitally modulated, and include error correcting codes such as Reed-Solomon coding in order to ensure error free transmission of the presiding speed limit.
A receiver 42 (see Fig. 2) is interfaced via a modem 43 to the micro-controller 20 of each monitoring device 12 in order to receive the speed limit transmissions. The micro-controller 20 is programmed to store the value of the presiding speed limit and update it whenever a new speed limit value is received. In instances where the vehicle has just been started and no speed limit signal has been received, or in instances where a new value has not been received for a lengthy period of time, the speed monitoring functionality is preferably temporarily disabled until such time as a new speed limit value is received and verified. However, when activated, the micro-controller 20, functioning as a comparator, continuously compares the speed of vehicle 12 as determined by the speedometer 28 against the stored presiding speed limit value. When the micro-controller 20 detects an excessive speed the system warns the driver to take corrective action and registers a speeding limit infraction if the speed of the vehicle is not corrected within a specified time period. If desired, the system can be configured so that the infraction is registered only if the driver exceeds the speed limit by a predetermined quantity, or alternatively a predetermined percentage of the presiding speed limit.
In practice, the speed limit transmitters 40 may be disposed at the outskirts of a municipality so as to encircle it. Thus, all roads leading in to the municipality can be provisioned to alert the monitoring devices of the maximum speed limit therein, e.g., 60 km/hr. Similarly, high-speed freeways within a given municipality may be provisioned with appropriately configured transmitters at entrance and exit points thereto. The transmitters may be integrated with existing roadway infrastructure such as street lamps (as shown in Fig. 1 ) or traffic lights which provide a convenient interconnection point for electrical power supply.
Alternatively, the presiding speed limit along any given stretch of roadway may be dynamically programmed into the monitoring device 12 via a bar coding subsystem (not shown). In this scheme, bar codes indicative of the presiding speed limit axe mounted on or proximate to the roadway, for instance on sign posts or on the road itself, and the vehicle carries a bar code scanner to read the pertinent speed limit.
In the further I3LOOMPATENT.DOC
_g_ alternative, magnetic strips 39 may be embedded in the roadway which are coded to indicate the presiding speed limit and the vehicle carries a magnetic reader for reading this data.
In the still further alternative, the monitoring device 12 may include a global positioning satellite (GPS) device 70 which provides the micro-controller 20 with the geographical co-ordinates of the vehicle at substantially all times. Since the GPS device 70 provides high resolution geographical co-ordinate data, the memory 22 may be loaded with a electronic topological map from which the current road and presiding speed limit thereat may be determined. In this manner the monitoring device 12 can determine speed limit infractions without requiring transmitters 40.
The system 10 is also capable of detecting traffic signal violations. For this purpose, traffic lights 46 (see Fig. 1 ) or other suitable structures which overhang the roadway are equipped with an infrared transmitter 48. The transmitter 48 features a radiating beam 48 directed towards the roadway. The beam width is configured to cover a particular lane of traffic. When the traffic light turns red, the infrared light generated by transmitter 47 is modulated to broadcast a signal indicative of the fact that the light has turned red. The monitoring device 12, in turn, includes an infrared receiver 49 interfaced to the micro-controller 20 via a modem 50. The receiver 49 is mounted, such as on the roof of the vehicle 18, to receive the infrared broadcasts. In the event the vehicle 18 runs a red light it will also pass through the radiation beam 48 whereby the monitoring device 12 will be able to detect the offense.
A transceiver is interfaced with the micro-controller 20 in order to communicate a record of a registered traffic law violation to the supervisory station 16.
The transceiver is preferably a cellular phone 54, as known in the art per se, which is connected to the micro-controller 20 via a modem 56 used to modulate and demodulate digital information passing therebetween. The use of the cellular phone is advantageous in that the infrastructure for cellular network 59 is well established in many countries and provides a ready as well as inexpensive means for bilateral communication with the supervisory station 16. The cellular network 59 is interconnected to a telecommunications network 60 such as the public swicthed telephone network. Use of these established telecommunications facilities also enables the supervisory station 16 to poll the BLOOM PATENT.DOC
monitoring devices 12 from time to time to ensure that they are operative, and alert the traffic authorities if not. Accordingly, each monitoring device 12 is provisioned with a unique telephone number and the supervisory station 16 is provisioned with a single, multi-line, telephone number to handle multiple calls simultaneously (as provided, for instance, by the well known "1-800" service). The micro-controller 20 and supervisory station 16 are further programmed to employ one of the well known handshaking protocols for ensuring error-free transfer of the traffic violation record therebetween.
Alternatively, other known wireless communication apparatus and communication protocols for transmission and reception of messages over a shared media (i.e., the airwaves) may be employed for this purpose.
Fig. 3 schematically shows the major components of the supervisory station 16.
The station 16 is connected to a plurality of telecommunication lines 60 which are interfaced to a computer system 64 via one or more modems 62. The computer system 64 accesses a relational database 66 which provides pertinent data on the monitoring devices 12, vehicles 18, and their drivers. Such information is collected and maintained by the traffic authorities in the ordinary course of licensing drivers and registering vehicles.
The contents of each traffic violation record transmitted by the monitoring devices is configured, in conjunction with the information stored in relational database 66, to provide the necessary data to meet the legal requirements within any given jurisdiction or country for issuing a valid traffic ticket. The record may include: (a) a unique identifier issued to every monitoring device 12 (which may consist of the telephone number assigned to the device 12); (b) the date and time of the traffic violation;
(c) the particular type of traffic violation; and (d) the particulars of the infraction, e.g., the presiding speed limit and the amount by which the driver has exceeded it. Upon receipt of this information the computer system 64 at the supervisory station 16 is able to query the database 66 for the particular make and model of the vehicle in question and the registered owner thereof, to whom the traffic ticket may be issued and mailed to.
In some jurisdictions it may be required to record the location of the infraction in order to issue a valid traffic ticket. In this event, the cellular phone network is capable of locating the particular cell or sector that the cellular phone 54 of monitoring device 12 is BLOOMPA'rEN'r.DOC
-1 ~-located in, and this information can be provided to the supervisory station 16 at the time the call from the monitoring device is made. Some cellular networks are also capable of pinpointing the geographical co-ordinates of cellular phone 54 to within a few hundred feet, and this information may be provided to the authorities. Alternatively, if more precise geographical information is required, a global positioning satellite (GPS) device 70 may be interfaced with the micro-controller 20 to provide it with high resolution geographical co-ordinates for inclusion in the traffic violation record. In either case, the supervisory station 16 may include a topological map database 68 from which particular streets may be identified on the basis of geographical co-ordinates supplied thereto.
In some jurisdictions it may be required to record the identity of the driver at the particular instant of time the infraction occurs. For this purpose a digital camera 72 is interfaced to the micro-controller 20 via interface circuitry 74. The camera 72 can be simply constructed since a fixed focal length will be sufficient for the lens.
This is because the driver is relatively fixed in position in the vehicle. If this option is implemented, the micro-controller 20 is programmed to include the digital image of the driver in the traffic violation record. The supervisory station 16 may then print the image on the traffic ticket, so that the driver will know who, if not he or she, is liable for the infraction. In the event the camera is purposefully blocked, the registered owner of the vehicle may be held accountable. In the alternative, a smart card driver identification system may be employed as described in the above mentioned U.S. Patent No.
5,654,891.
The micro-controller 20 is preferably programmed to transmit the record of the traffic law violation or infraction as soon after it is registered, and in the event transmission over the cellular network is temporarily inoperative, as soon as communication is possible. This is in order to ensure that there is little delay between the occurrence of a traffic violation and the penalty therefor. With such a policing device on-board providing immediate penalties for infractions, drivers will likely be very mindful of obeying the rules of the road, just as they are in the presence of a police officer.
The vehicle monitoring device 12 has been shown and described as a stand-alone system separate from the vehicle's control system. However, those skilled in the art will appreciate that as modern automobiles typically employ a micro-controller in their ignition control systems, that micro-controller may alternatively be used to provide the BLOOMPATEN'~.DOC
functionality of device 12. In this manner, it becomes difficult for drivers to disable the monitoring device 12. Other forms of making device 12 tamper-proof will be known to those skilled in this art. Similarly, numerous other modifications and variations may be made to the embodiments described herein without departing from the spirit or scope of the invention.
BLOOMPATENT.DOC
Claims (10)
1. A traffic law enforcement system, comprising:
a monitoring device mounted on board a vehicle, said device being operative to detect at least one specified type of traffic law violation, and in the event an infraction is detected generate a traffic law infraction signal which indicates the identity of said vehicle and the particulars of the infraction;
a transceiver interfaced to said monitoring device for wirelessly communicating said traffic violation signal;
a telecommunications network for receiving and transmitting said traffic violation signal to a destination;
said destination being a remote supervisory station under the control of a governmental authority, wherein said supervisory station generates a traffic ticket based on the particulars provided by said traffic violation signal for subsequent delivery to an individual associated with said vehicle.
a monitoring device mounted on board a vehicle, said device being operative to detect at least one specified type of traffic law violation, and in the event an infraction is detected generate a traffic law infraction signal which indicates the identity of said vehicle and the particulars of the infraction;
a transceiver interfaced to said monitoring device for wirelessly communicating said traffic violation signal;
a telecommunications network for receiving and transmitting said traffic violation signal to a destination;
said destination being a remote supervisory station under the control of a governmental authority, wherein said supervisory station generates a traffic ticket based on the particulars provided by said traffic violation signal for subsequent delivery to an individual associated with said vehicle.
2. The system according to claim 1, wherein said transceiver is a mobile phone designed to operate in conjunction with a cellular phone network, said cellular phone network being interconnected with said telecommunications network.
3. The system according to any of claims 1-2, wherein the monitoring device includes means for identifying a driver of said vehicle and includes such identification in said traffic law infraction signal.
4. The system according to claim 3, wherein said driver identification means includes a camera mounted in said vehicle for producing an image of said driver.
5. The system according to any of claims 1-3, wherein said vehicle includes a speedometer connected to said monitoring device for indicating the speed of said vehicle.
6. The system according to claim 5, including means for informing said monitoring device as to the presiding speed limit along a particular road; said monitoring device being operative to compare the speed of said vehicle against said presiding speed limit and generate said traffic infraction signal in the event said vehicle speed exceeds said speed limit.
7. The system according to any of claims 5-6, wherein said vehicle includes a driver seat belt usage sensor, said monitoring device being connected thereto and operative to generate said traffic infraction signal in the event said seat belt sensor indicates non-use of said driver seat belt whilst said vehicle is moving.
8. The system according to any of claims 5-7, including means for informing said monitoring device if said vehicle has run a red light, said monitoring device being connected to said informational means and operative to generate said traffic infraction signal in the event said vehicle runs a red light.
9. The system according to any of claims 5-8, including a proximity sensor for sensing a preceding vehicle, said monitoring device being connected to said proximity sensor and operative to generate said traffic infraction signal in the event said vehicle is within a threshold distance to said preceding vehicle for a predetermined period of time.
10. The system according to claim 9, wherein said threshold distance is determined in relation to the speed of said vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002290032A CA2290032A1 (en) | 1999-11-16 | 1999-11-16 | Traffic law enforcement system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002290032A CA2290032A1 (en) | 1999-11-16 | 1999-11-16 | Traffic law enforcement system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2290032A1 true CA2290032A1 (en) | 2001-05-16 |
Family
ID=4164644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002290032A Abandoned CA2290032A1 (en) | 1999-11-16 | 1999-11-16 | Traffic law enforcement system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2290032A1 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006040780A1 (en) * | 2004-10-11 | 2006-04-20 | Easy International S.R.L. | System and method to train drivers and endorse infractions |
| WO2008027221A2 (en) * | 2006-08-30 | 2008-03-06 | Marton Keith J | Method and system to detect tailgating and automatically issue a citation |
| DE102015216927A1 (en) * | 2015-09-03 | 2017-04-20 | Continental Automotive Gmbh | Method and device for automatic documentation of traffic violations |
| US9704398B2 (en) | 2015-09-14 | 2017-07-11 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| CN108928304A (en) * | 2017-05-18 | 2018-12-04 | 株式会社电装 | Vehicle-mounted vidicon and vehicle-mounted pick-up thermomechanical components |
| US10953871B2 (en) | 2018-06-26 | 2021-03-23 | Ford Global Technologies, Llc | Transportation infrastructure communication and control |
| US10974727B2 (en) | 2018-06-26 | 2021-04-13 | Ford Global Technologies, Llc | Transportation infrastructure communication and control |
| DE102019214763A1 (en) * | 2019-09-26 | 2021-04-15 | Volkswagen Aktiengesellschaft | Motor vehicle information system |
-
1999
- 1999-11-16 CA CA002290032A patent/CA2290032A1/en not_active Abandoned
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006040780A1 (en) * | 2004-10-11 | 2006-04-20 | Easy International S.R.L. | System and method to train drivers and endorse infractions |
| WO2008027221A2 (en) * | 2006-08-30 | 2008-03-06 | Marton Keith J | Method and system to detect tailgating and automatically issue a citation |
| WO2008027221A3 (en) * | 2006-08-30 | 2008-05-22 | Keith J Marton | Method and system to detect tailgating and automatically issue a citation |
| DE102015216927B4 (en) | 2015-09-03 | 2018-10-25 | Continental Automotive Gmbh | Method and device for automatic documentation of traffic violations |
| DE102015216927A1 (en) * | 2015-09-03 | 2017-04-20 | Continental Automotive Gmbh | Method and device for automatic documentation of traffic violations |
| US9704398B2 (en) | 2015-09-14 | 2017-07-11 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| US9878619B2 (en) | 2015-09-14 | 2018-01-30 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| US10269244B2 (en) | 2015-09-14 | 2019-04-23 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| US11138878B2 (en) | 2015-09-14 | 2021-10-05 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| US11158191B2 (en) | 2015-09-14 | 2021-10-26 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| US11594131B2 (en) | 2015-09-14 | 2023-02-28 | At&T Intellectual Property I, L.P. | Method and apparatus for enhancing driver situational awareness |
| CN108928304A (en) * | 2017-05-18 | 2018-12-04 | 株式会社电装 | Vehicle-mounted vidicon and vehicle-mounted pick-up thermomechanical components |
| US10953871B2 (en) | 2018-06-26 | 2021-03-23 | Ford Global Technologies, Llc | Transportation infrastructure communication and control |
| US10974727B2 (en) | 2018-06-26 | 2021-04-13 | Ford Global Technologies, Llc | Transportation infrastructure communication and control |
| DE102019214763A1 (en) * | 2019-09-26 | 2021-04-15 | Volkswagen Aktiengesellschaft | Motor vehicle information system |
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