GB2486068A

GB2486068A - Petrol station traffic flow

Info

Publication number: GB2486068A
Application number: GB1120630.7A
Authority: GB
Inventors: Stein Alvern
Original assignee: PHOENIX GRUPPEN AS
Current assignee: PHOENIX GRUPPEN AS
Priority date: 2010-11-30
Filing date: 2011-11-30
Publication date: 2012-06-06
Also published as: GB201120629D0; GB2486069A; GB201120631D0; GB2486067A; GB201120630D0

Abstract

A traffic guidance system for a vehicle service station is described, to control a flow of vehicles along a vehicle pathway within the vehicle service station. Described are various semicircular pathways to maximize the ratio of product storage to pathway, which may have more than one storey with basement. Control is embodied by traffic lights, lowering barriers or curtains, inflatable barriers or illuminated signs, including signs on the barriers or curtains. Rollers to hold a vehicle in one position are also described. Vehicle position, movement and identity detection is performed by image processing. Products other than fuel may be ordered via an interactive driver input display, and delivered by specific delivery channels.

Description

I

Traffic Guidance System for a Vehicle Service Station

Field of the Invention

The present invention relates to a traffic guidance system, and/or the components thereof. In particular, the present invention relates to a traffic guidance system for guiding and/or controlling the movement of vehicular traffic within environments such as vehicle service stations. Accordingly, the present invention also relates and extends to a vehicle service station comprising a traffic guidance system.

Background to the Invention

Road signs and traffic signals are typically found on roads. However, they are less commonly used in environments such as car parks and vehicle service stations.

Vehicle service stations in particular are generally not equipped with anything more than rudimentary signage. For example, there may be signage to signify the entrance and exit of the vehicle service station so as to ensure traffic is directed in the right way through the service station. Furthermore, each individual fuel delivery station (i.e. fuel pump) may be uniquely numbered so that users can easily indicate to service station staff which pump they have used when paying for fuel. However, there is little other control or guidance within a traditional service station, and does not need to be in view of the arrangement of traditional service stations.

It will be appreciated that the operation, use and layout of a traditional service station has remained unchanged for many decades. Accordingly, it is common knowledge that driver should guide their vehicles to a fuel delivery station of their choosing to refuel their vehicles.

Further to this, it is generally accepted that there is no limit on the time for which a vehicle can occupy a traditional fuel delivery station. As such, vehicles remain parked at fuel delivery stations for as long as it takes a respective user to refuel the vehicle, select goods from a shopping area and then pay for those goods and fuel.

As mentioned, the layout of a traditional service station has remained unchanged, and is conducive to drivers being able to choose which delivery station they use, and how long their vehicles remain parked there. To enable such flexibility, service stations provide a physically large area in which parked and manoeuvring vehicles can be effectively accommodated. For example, if a vehicle is stationary adjacent a fuel pump, it may be necessary for other vehicle drivers to manoeuvre around it to gain access to other fuel pumps or to leave the service station. This is an inefficient use of space, but is necessary so that drivers can confidently manoeuvre their vehicles within the service station. If this were not the case, users would take an inordinately long time in manoeuvring their vehicles, slowing down flow through a service station. This situation would be exacerbated if many users attempt to manoeuvre their vehicles simultaneously. This can discourage users from repeating their visit to the service station, especially when it is apparent that the service station is busy.

Accordingly, it is considered to be acceptable to sacrifice the efficient utilisation of physical space and time in favour of the flexibility of use of a service station. Thus, there is a strong motivation to maintain the status quo, and retain the layout, operation and use of a traditional service station.

However, the inventor of the present invention has realised that whilst the arrangement of prior known service stations are suited for most circumstances, this is not necessarily the case where the service station is situated at a location where time and space is valuable. For example, if the service station is located in within a built-up city, space can be restricted, and the throughput of serviced and refuelled vehicles becomes more important. There comes a point where the cost of operating a traditional petrol station within an inner city becomes prohibitive, especially where retail space is expensive.

Accordingly, efficient use of time and space becomes more valuable than flexibility.

It is against this background that the present invention has been devised.

Summary of the Invention

According to a first aspect of the present invention there is provided a traffic guidance system for a vehicle service station arranged to control a flow of vehicles along a vehicle pathway within the vehicle service station.

Generally speaking, it will be appreciated that providing a traffic guidance system within a vehicle service station goes against the status quo, in that the flexibility for users to choose where and how to guide their vehicles is lost. However, by doing so the utilisation of space and time within a vehicle service station can be improved. In particular, the vehicle guidance system is able to provide guidance to vehicle drivers to manoeuvre their vehicles in a way that maximises traffic flow through the service station.

Preferably, the traffic guidance system, comprises a vehicle detection system for detecting the location of vehicles relative to the vehicle service station and in response determining an optimal way to route vehicles through the vehicle service station.

Preferably, the vehicle pathway extends between a vehicle entry point and a vehicle exit point, said vehicle pathway facilitating routing of a vehicle to one of a plurality of delivery stations disposed along the vehicle pathway.

Preferably, the traffic guidance system is arranged to control the flow of vehicles by determining the operational state of each of the delivery stations and in response thereto operating guiding means for guiding each vehicle to a delivery station being in a vacant operational state.

Preferably, the traffic guidance system comprises barriers having a resilient portion arranged to absorb the impact of a vehicle colliding with said barriers.

Preferably, the traffic guidance system comprises barriers that are controllably operable via the traffic guidance system to control access along the vehicle pathway.

Preferably, the barriers are controllably inflatable to control access relative to the vehicle pathway, the barriers being inflatable to a first position, at which access beyond the barrier is denied to a vehicle and deflatable to a second position, at which vehicle access beyond the barrier is permitted.

Preferably, the vehicle detection system is arranged to determine the servicing requirements of vehicles, for example, the type of fuel received by a vehicle.

Preferably, the vehicle detection system is arranged to determine the servicing requirements of a vehicle by detecting the registration number of that vehicle, and using the detected registration number to query a servicing requirements database.

Preferably, the vehicle detection system is arranged to estimate the physical space within a vehicle, said estimation being used to determine the quantity of goods that are receivable by the vehicle, said estimation of the physical space within the vehicle being determined by processing images of the vehicle.

Preferably, the traffic guidance system comprises a driver feedback system.

Preferably, the driver feedback system comprises a timer to indicate when a delivery station will become vacant.

Preferably, the driver feedback system comprises a dynamic display for providing visual feedback, the dynamic display being mounted on a barrier so as to provide feedback to a driver about how to control a vehicle relative to the barrier before, during and/or after the barrier has been controlled to permit and/or deny access to a vehicle.

Preferably, the vehicle pathway comprises a waiting region and a delivery region, the waiting region being disposed on the vehicle pathway adjacent the vehicle entry point and the delivery region being disposed on the vehicle pathway adjacent the vehicle exit point, and the traffic guidance system controlling traffic flow between the waiting region and the delivery region.

According to a second aspect of the present invention there is provided a vehicle service station comprising a traffic guidance system according to the first aspect of the present invention.

According to a third aspect of the present invention there is provided a method of controlling the flow of vehicles along a vehicle pathway within a vehicle service station, the method comprising: detecting the location of vehicles relative to the vehicle service station; and determining an optimal way to route vehicles through the vehicle service station.

According to other aspects of the present invention there may be provided a traffic guidance system comprising a vehicle detection system for detecting the location of vehicles within the vehicle service station. Advantageously, this information -associated with vehicle location -collected from the vehicle detection system can be used to determine an optimal way to route vehicles through the vehicle service station.

Preferably, the vehicle pathway extends between a vehicle entry point and a vehicle exit point, said vehicle pathway facilitating routing of a vehicle to one of a plurality of delivery stations disposed along the vehicle pathway, each delivery station comprising a product dispenser.

Preferably, the traffic guidance system is arranged to control the flow of vehicles by determining the operational state of each of the delivery stations and in response thereto guiding each vehicle to a delivery station being in a vacant operational state.

Preferably, the traffic guidance system comprises barriers. Preferably, the barriers comprise a resilient portion arranged to absorb the impact of a vehicle colliding with said barriers. Preferably, the barriers are controllably operable to control access along the vehicle path.

Preferably, the barriers are inflatable. The barriers may be controllably inflatable to control access relative to the vehicle path. In particular, the barriers may be inflatable to a first position, at which access beyond the barrier is denied to a vehicle and deflatable to a second position, at which vehicle access beyond the barrier is permitted.

Advantageously, inflatable barriers are particularly good at preventing damage to a vehicle in the event of a collision with the barrier and the vehicle. Furthermore, the inflatable nature of the barrier is readily apparent to a user, thereby giving a user increased confidence to drive relative to the barrier -even in tight spaces. A further advantage associated with a controllably inflatable barrier is that inflation and deflation provides a convenient way of raising and lowering the barrier.

According to a further aspect of the present invention, there is provided a vehicle service station, optionally comprising the traffic guidance system of the first aspect of the present invention.

According to a further aspect of the present invention there is provided a vehicle service station comprising: a vehicle entry point, a vehicle exit point and a vehicle pathway extending between said vehicle entry and exit points; said vehicle pathway, facilitating routing of a vehicle to one of a plurality of delivery stations disposed along the vehicle pathway, each delivery station comprising a product dispenser; wherein the vehicle service station further comprises a traffic guidance system arranged to control a flow of vehicles along the vehicle pathway; and wherein the traffic guidance system is arranged to control the flow of vehicles by determining the operational state of each of the delivery stations and in response thereto guiding each vehicle to a delivery station being in a vacant operational state.

Advantageously, a traffic guidance system provided within the vehicle service station can maximise traffic flow through the service station by efficiently allocating a vehicle requiring servicing to an appropriate delivery station.

A further inventive aspect may comprise a traffic guidance system for a vehicle service station, arranged to control a flow of vehicles to a plurality of delivery stations by determining the operational state of each of the delivery stations and in response thereto guiding a vehicle to a delivery station being in a vacant operational state.

Optionally, the traffic guidance system may comprise a vehicle carrying system for carrying vehicles to an appropriate delivery station. The vehicle carrying system may comprise vehicle support plates onto which vehicles are parked, said vehicle support plates being movable to an appropriate delivery station.

The vehicle carrying system may constitute a further inventive aspect.

Optionally, the traffic guidance system comprises one or more barriers under control of the traffic guidance system to control vehicle access to at least one of the plurality of delivery stations.

It will be understood that such barriers may comprise one or more of a combination of bollards, road blockers, barrier arms or the like.

Optionally, the traffic guidance system comprises at least one detector for detecting the presence of vehicles relative to at least one of the plurality of delivery stations.

A detector for detecting the presence of vehicles relative to one of a plurality of delivery stations may constitute a further inventive aspect.

Optionally, the at least one detector is arranged to determine the operational state of the delivery stations.

Optionally, the at least one detector is arranged to detect a vehicle awaiting guidance to a vacant delivery station.

Optionally, the at least one detector is arranged to determine individual vehicles for use in guidance to respective delivery stations.

Optionally, the at least one detector is arranged to determine the position of vehicles and/or track those vehicles during movement through the vehicle service station.

Optionally, the at least one detector is arranged to determine the servicing requirements of vehicles, for example, the type of fuel received by a respective vehicle.

Optionally, the at least one detector determines the servicing requirements of a respective vehicle by detecting the registration number of that vehicle, and using the detected registration number to query a servicing requirements database.

Optionally, the detector is arranged to estimate the physical space within a vehicle, said estimation being used to determine the quantity of goods that are receivable by the vehicle.

A detector arranged to estimate the physical space within a vehicle may constitute a further inventive aspect.

Optionally, said estimation of the physical space within the vehicle may be determined by processing images of the interior of a vehicle to determine the space unoccupied by passengers of the vehicle.

Optionally, said estimate of physical space is determined by calculating and/or retrieving from a database, the capacity of a storage space of the vehicle, for example a trunk or boot of a vehicle.

Optionally, the traffic guidance system comprises a driver feedback system.

Optionally, the driver feedback system comprises a timer indicating when at least one of said delivery stations will become vacant.

Optionally, the driver feedback system comprises a dynamic display for providing visual feedback.

Optionally, the dynamic display is mounted on a barrier so as to provide feedback to a driver about how to control a vehicle relative to the barrier before, during and/or after the barrier has been controlled to permit and/or deny access to a vehicle.

Optionally, the vehicle pathway comprises a waiting region and a delivery region, the waiting region being disposed on the vehicle pathway adjacent the vehicle entry point and the delivery region being disposed on the vehicle pathway adjacent the vehicle exit point, and the traffic guidance system controls traffic flow between the waiting region and the delivery region.

According to a further inventive aspect, there is provided an authorisation system for determining whether or not a vehicle should be granted access to a vehicle service station.

Optionally, the authorisation system comprises a registration plate recognition and checking system.

Optionally, the authorisation system comprises a vehicle scanner, the vehicle scanner comprising at least one of a substantially transparent vehicle-supporting floor beneath which one or more cameras are positioned.

Optionally, the authorisation system comprises a payment card checking system such as a credit card reader in communication with a credit card account verification system.

Advantageously, as well as checking the physical security of the vehicle, it is also possible to check the financial security of a user of the car.

According to a further inventive aspect, there is provided a vehicle service station comprising a vehicle pathway, wherein the vehicle pathway is substantially enclosed by a tunnel.

Optionally, the vehicle service station comprises building support columns.

Optionally, the building support columns are situated outside of the vehicle pathway.

Advantageously, the tunnel structure permits the service station to support multiple building levels above what would otherwise be a traditional petrol station forecourt. For example, apartments could be built above the vehicle service station.

Advantageously, the tunnel structure permits the service station to provide basement levels. This is because the generally reduced width of the vehicle pathway / tunnel means that load-bearing structures at the ground floor level need only to support heavy loads (e.g. fuel tankers) in the region directly below the vehicle pathway / tunnel.

Furthermore, the tunnel can maximise the safety of the vehicle service station in that fires or explosions within the tunnel can be more effectively contained than if the service station had an open-plan arrangement. In particular, the floor of the vehicle pathway may be arranged to subside in the event of an explosion, directing the force of the explosion within the tunnel downwards, thereby preserving the structural integrity of walls ofthetunnel.

Optionally, dispensers such as fuel pumps may be contained within the sidewalls of the tunnel. Advantageously, this can maximise the space available within the tunnel for vehicle passage. Furthermore, containing dispensers with the sidewalls can improve the safety of the vehicle service station. In particular, vehicles cannot so readily collide with the dispensers.

Optionally, the vehicle service station comprises a fluid storage facility. The fluid storage facility may comprise storage tanks for fuel and/or vehicle servicing fluids such as coolants and windscreen wash. The storage tanks may be disposed at a level of the service station separate to that of the fuel dispensers and other vehicle servicing fluid dispensers. Optionally, the storage tanks are disposed at a basement level.

Optionally, the fluid storage facility comprises adjustable fluid-routing tubes to allow routing of fluids to dispensers that may be placed anywhere substantially at the vehicle pathway. The fluid routing tubes may comprise flexible hosing. Advantageously, this allows the configuration of the service station to be easily changed to future-proof the layout and arrangement of the service station.

Optionally, said vehicle pathway is sized and arranged to accommodate the forward passage of a fuel tanker from the vehicle entry point to the vehicle exit point.

Advantageously, if the vehicle pathway is arranged to allow for the forward passage of a fuel tanker -without requiring reversing of that fuel tanker, this reduces the complexity and the time taken for a fuel tanker to enter the service station, perform a refuelling operation, and then leave the vehicle service station. It will be appreciated that the reverse manoeuvring of a large vehicle such as a fuel tanker can take a long time and often requires a ban ksman. This is obviated by the size and arrangement of the vehicle pathway.

Furthermore, it will be appreciated that the vehicle pathway can therefore be sized and arranged to accommodate the forward passage of smaller vehicles (for example general passenger vehicles) from the vehicle entry point to the vehicle exit point.

Therefore, general passenger vehicles do not need to perform reversing manoeuvres during passage through the service station. Therefore, this can maximise the flow of general passenger vehicles through the service station.

Optionally, the vehicle service station has a plurality of storeys.

Optionally, each storey comprises a vehicle pathway, each vehicle pathway facilitating routing of a vehicle to one of the plurality of delivery stations.

Advantageously, by situating the vehicle service station over multiple storeys, the service station can be made more compact, and so more space efficient than a traditional vehicle service station.

Optionally, the vehicle service station has a plurality of vehicle pathways, each different vehicle pathway facilitating routing to a different type of delivery station, each different type of delivery station having different product delivery periods.

A further inventive aspect may be a vehicle service station having a plurality of vehicle pathways, each different vehicle pathway facilitating routing to a different type of delivery station, each different type of delivery station having different product delivery periods.

Advantageously, by having different vehicle pathways leading to delivery stations having different delivery periods can maximise the throughput of the vehicle service station.

This is because vehicles having slower servicing requirements can be diverted onto an appropriate vehicle pathway so as not to hold up vehicles having quicker servicing requirements.

Optionally, the vehicle service station comprises a pedestrian area disposed adjacent the vehicle pathway, the pedestrian area comprising a pedestrian entrance, wherein the vehicle entry point, the vehicle exit point and the pedestrian entrance are substantially disposed on a common side of the vehicle service station, for example along the same stretch of road.

A further inventive aspect may be a vehicle service station comprising a vehicle pathway extending between a vehicle entry point and a vehicle exit point, the vehicle service station further comprising a pedestrian area disposed adjacent the vehicle pathway, the pedestrian area comprising a pedestrian entrance, wherein the vehicle entry point, the vehicle exit point and the pedestrian entrance are substantially disposed on a common side of the vehicle service station.

Advantageously, this arrangement allows pedestrian access to the pedestrian area without needing to traverse the vehicle pathway -thereby improving the safety of the pedestrians and uninterrupting vehicle flow through the service station. Furthermore, as the pedestrian entrance, the vehicle entrance and vehicle exit can be disposed along a common stretch of road, each is directly visible and accessible from that road or roadside.

Thus, the service station can be located within a built-up area -for example on a rectangular plot of land surrounded by other buildings on three sides.

Optionally, the pedestrian entrance is situated at a side of the vehicle service station between the vehicle entry point and the vehicle exit point, and the pedestrian area is at least partly surrounded by the vehicle pathway.

Optionally, the vehicle pathway comprises a substantially curved portion, one side of the curved portion being concave and another side of the curved portion being convex; and the or a pedestrian area being situated at the concave side of the vehicle pathway.

Advantageously, these arrangements define a vehicle pathway along which vehicles are able to manoeuvre more easily. This is because the vehicle pathway does not need to have any sharp bends. Instead, the vehicle pathway can curve smoothly around the pedestrian area. This is particularly useful when the vehicle service station needs to accommodate vehicles that have large turning circles, for example fuel tankers. By comparison this arrangement with traditional petrol stations which situate the pedestrian (or shopping area) off to one side of the premises, it can be seen that the pedestrian area is advantageously located to maximise the space efficiency of the service station, especially with regard to the manoeuvrability of vehicles along the vehicle pathway.

It will be understood that where there are a plurality of vehicle pathways, they may be concentrically disposed to one another.

Optionally, the vehicle service station comprises a plurality of storeys, at least a first storey accommodating a product provisioning system for the delivery of products to product dispensing delivery stations situated on another storey.

Advantageously, by situating product storage and delivery systems at storeys separate to the delivery stations, the space efficiency of the service station can be maximised. For example, non-fuel products such as packaged food can be stored on a level of the service station separate to those levels accommodating user vehicles. In particular, the delivery systems can be positioned on one or more levels above the vehicles and can be arranged to selectively drop the products to appropriate delivery stations in response to an order from a user of that vehicle. By comparison with a traditional shopping area of a petrol station, the goods do not need to be set out for display and user picking but rather can be stored in a more space efficient arrangement within the product storage and delivery system. Furthermore, the security of service station can be maxim ised. As users cannot necessarily gain access to the products prior to ordering and payment of those goods, this reduces the chance of product theft.

According to a further inventive aspect, there is provided a fire suppression system for a vehicle service station arranged to detect and suppress fire within the service station, said fire suppression system comprising one or more fire and/or smoke detectors and one or more fire extinguishers operable under the control of the fire suppression system.

Optionally, the one or more fire and/or smoke detectors are arranged to determine the location of a fire and direct operation of the one or more fire extinguishers to concentrate fire extinguishing at the determined location.

Optionally, the fire suppression system comprises a set of fire extinguishers, each set being predominantly directed towards a different delivery station, and each set being individually operable in response to detection of fire affecting that delivery station.

Advantageously, by detecting the location of a fire outbreak, the fire suppression system can be made to operate more effectively. In particular, a greater proportion of the materials used for fire extinguishing (e.g. water) can be directed towards the location of the fire instead of causing unnecessary damage (e.g. collateral water damage) to surroundings. Furthermore, this increases the safety of the fire suppression system, especially when operating within a tunnel environment. If a tunnel is otherwise inundated with fire suppression materials, this could pose an asphyxiation risk to users within the tunnel.

Optionally, the fire extinguishers comprise a plurality of water mist generators.

Advantageously, water mist generators can suppress fire using less water than traditional sprinkler systems. This further improves the advantages of safety, efficient water use, and lowering the incidence of unnecessary collateral damage.

Optionally, the fire suppression system comprises a fuel spillage detector for the detection of the spillage of flammable fuel from a fuel pump, and a fuel cut-off actuator operable to restrict further delivery of fuel from that fuel pump.

Advantageously, if a fuel pump is being misused, either intentionally or deliberately, the fuel spillage detector can minimise the scale of a potential fire hazard.

According to a further inventive aspect there may be provided a product ordering system arranged to receive product orders from users for use in determining products to be delivered to at least one delivery station.

The product ordering system may be suitable for use with a vehicle service station.

The product ordering system may be arranged to receive product orders from vehicle service station users for use in determining the products to be delivered at the at least one delivery station.

It will be understood that the product ordering system will typically be associated with a product provisioning system that can subsequently deliver the ordered products.

Optionally, the product ordering system comprises a product menu arranged to receive an input from a user to signify which products the user would like to order.

Optionally, a product menu is presented to vehicle users at the entry point of the vehicle service station, the product menu being arranged to receive an input from a user to signify which products the user would like to order.

Advantageously, the use of a product ordering system allows receipt of product orders before a vehicle or user has reached a delivery station where product orders can be fulfilled. Therefore, product orders can be received when a vehicle may be in a queue for a delivery station. This is particularly useful for fulfilling orders that have a lead-time, for example associated with the picking of that product and transporting it to the appropriate delivery station. Furthermore, a user requiring time to decide which products to order can do so without occupying a vacant delivery station. This maximises order processing and where appropriate, vehicle flow through the service station.

It will be understood that the product menu will be associated with a user or vehicle so that subsequent delivery of products can be directed to the appropriate user or vehicle.

Optionally, the product menu is hand-portable, and so may be taken by a user into a vehicle.

Advantageously, this allows a user to move along the vehicle path into the service station beyond the entry point, thereby improving vehicle flow through the station. At the same time, the user retains access to the product menu. This is advantageous over prior product ordering systems in which a menu is presented in the form of a display fixed at one position, for example at the entry point of the vehicle service station.

Optionally, a support structure may be provided to aid manipulation of the product menu. Optionally, the support structure may comprise mounting arms to allow the product menu to rest against a steering wheel of a vehicle. Advantageously, this provides an ergonomic way for a user to view and interact with the product menu.

Optionally, the product menu comprises non-electronic media, such as paper, displaying a listing of orderable products, the media being user-markable to denote products to be ordered.

It will be understood that when the product menu is provided on flexible media such as paper, the support structure can provide a rigid planar backing surface to support the media during marking.

Optionally, the product menu comprises predefined markable areas corresponding to the listed products that are readable by an electronic scanner to automatically determine product orders.

Advantageously, providing a markable non-electronic menu provides a cheap and convenient way to allow vehicle users to see and select a listing of the available products.

Optionally, the product menu is printed in response to a vehicle arriving at the vehicle entry point.

Advantageously, this ensures that product menus are not supplied needlessly, nor contain out-of-date information. In particular, the product ordering system may be in communication with a stock control system to ensure that only available products are listed on the product menu.

Optionally, the product menu comprises an electronic menu system such as a touch-screen computing device, the electronic menu system displaying a listing of orderable products, the electronic menu system being arranged to receive a user selection of products.

A further inventive aspect may be an electronic menu system such as a touch-screen computing device, the electronic menu system displaying a listing of orderable products, the electronic menu system being arranged to receive a user selection of prod ucts Optionally, the electronic menu system comprises an integrated payment card reader for receiving payment for ordered goods.

Optionally, the electronic menu system is arranged to wirelessly communicate a product order.

Optionally, the electronic menu system is arranged to present a series of pages to a user in a sequence to receive user selections relating to products having a longer delivery time before receiving user selections relating to products having a relatively shorter delivery time.

Optionally, the product ordering system comprises a progress indicator providing dynamic feedback regarding the progress of the delivery of one or more ordered products.

Optionally, the progress indicator provides dynamic feedback regarding the expected time at which ordered products will be delivered.

It will be understood that the progress indicator may be provided via the electronic menu system and/or may be provided by another means -for example a display mounted adjacent the delivery station. Components of the traffic guidance system may provide said progress indicator.

Optionally, the product ordering system comprises a shopping area in which product representations, such as images and/or text, are shown on one or more displays, the shopping area being arranged to receive a user selection of products.

A further inventive aspect may be a shopping area in which product representations, such as images and/or text, are shown on one or more displays, the shopping area being arranged to receive a user selection of products.

It will be understood that the shopping area may be accessible to users from a delivery station. In such an arrangement, users would need to leave their vehicles to access the shopping area. Alternatively or in addition, the shopping area may be accessible to pedestrians from an exterior of the vehicle service station.

Optionally, the product representations are shown to substantially life-size scale.

Optionally, the product ordering system further comprises a user hand-held scanner arranged to allow user selection of products through interface of the scanner with the one or more displays.

Optionally, the user hand-held scanner is uniquely identified with a user, or a vehicle of a user.

It will be understood that the product ordering system may comprise a plurality of order receiving devices -for example, the electronic product menus. The plurality of order receiving devices may be arranged to allow product orders to be compiled in parallel. After each product order is complied, it may be confirmed as being completed. Advantageously, the product ordering system may be arranged to sequence product order fulfilment in order of completion. Advantageously, this reduces the amount of time taken for a group of product orders to be compiled, confirmed and then completed.

According to a further inventive aspect there is provided a product provisioning system arranged to receive product orders from a product ordering system and schedule the delivery of the ordered products to a delivery target.

The product provisioning system may be suitable for use with a vehicle service station.

Optionally, the product provisioning system is arranged to direct a delivery target to a product delivery system located at a delivery station.

Optionally, the product delivery system comprises a product delivery channel arranged to dispense packaged goods to a vehicle located at the delivery station.

Advantageously, by delivering packaged goods to the delivery station means this minimises the amount of carrying involved in getting the goods into the vehicle. If there are a large number of items, or the items are bulky, the user does not need to travel back and forth between the vehicle and a shopping area.

There may be a plurality of product delivery channels located at each delivery station. Advantageously, this allows convenient delivery of different types, sizes, shapes and/or weights of products.

Optionally, the product provisioning system comprises a detector arranged to detect an appropriate product delivery position relative to the vehicle and/or a user within the vehicle.

It will be understood that an appropriate position may be an open window of the vehicle. However, there may be other appropriate positions, such as a boot/trunk opening.

Optionally, the detector is arranged to determine the appropriate product delivery position by analysing images of the vehicle.

Optionally, the detector is arranged to determine the appropriate product delivery position by detecting the registration number of the vehicle, and using the detected registration number to query a servicing requirements database.

For example, the servicing requirements database may comprise data relating to the height of a vehicle window from the floor.

Optionally, the product provisioning system comprises at least one adjustment mechanism for adjusting the relative position of the vehicle and the product delivery channel so as to deliver products to the detected appropriate product delivery position.

A further inventive aspect may constitute an adjustment mechanism for adjusting the relative position of a vehicle and a product delivery channel so as to deliver products via the product delivery channel to an appropriate product delivery position.

Optionally, the at least one adjustment mechanism comprises a vehicle support plate for supporting and moving a parked vehicle thereon relative to the product delivery system.

Optionally, the product delivery channel comprises the at least one adjustment mechanism.

Optionally, the product delivery channel comprises an adjustable arm, operable for extension towards an open window of a vehicle, ordered products being deliverable via

said adjustable arm.

Advantageously, this allows a user of the vehicle to receive ordered goods without needing to leave the vehicle. In particular, the extendible arm is arranged to deliver goods to within reaching distance of a user sitting aside the open window of the vehicle.

Optionally, the adjustable arm may be used to deliver a receptacle containing ordered products to the open window. Preferably, the receptacle is arranged to allow a user to remove products therefrom, the receptacle being retrieved after user product collection. For example, where the receptacle is a smart-box, the extendible arm may provide a smart-box return system.

Optionally, the product delivery channel is gravity-fed ordered goods.

Optionally, the vehicle service station comprises a plurality of storeys wherein the product delivery channel receives ordered goods from a storey of the vehicle service station separate from the storey accommodating the delivery station.

Optionally, the product delivery channel is retractable away from the delivery station.

A further inventive aspect may be a vehicle service station comprising a plurality of storeys wherein a product delivery channel receives ordered goods from a storey of the vehicle service station separate from a storey accommodating a product delivery station, the product delivery channel being retractable away from the delivery station to define a vehicle path through that vehicle service station.

The product delivery channel may be retractable away from the delivery station to define a further vehicle path, or extend the size of an existing vehicle path through the service station. Advantageously, this can permit the passage of vehicles through the delivery station that may not otherwise have access.

Optionally, the product provisioning system comprises a plurality of delivery targets each relating to a separate product delivery order.

It will be appreciated that each delivery target will generally relate to an order originating from a specific user. A user may order multiple products as part of the same order, and these products will generally be assigned to one of the delivery targets.

It will be appreciated that features of different aspects of the invention may be combined where context allows. Furthermore, features of the aspects of the invention may constitute further independent inventive aspect. Furthermore methods of providing the functions of any one or combination of the features of the different aspects of the invention may be provided. Furthermore, computer controllers may be provided for controlling and/or receiving inputs from the systems relating to aspects of the present invention, and/or for carrying out methods relating to aspects of the present invention.

Brief Description of the Drawings

Embodiments of the present invention will now be described with reference to the accompanying drawings in which Figure 1 shows a schematic view of a traffic guidance system according to a first embodiment of the present invention; Figure 1 b is a schematic overview of a service station computer controller that is in communication with other electronic systems, or partly-electronic systems of a service stations incorporating a traffic guidance system according to embodiments of the present invention; Figure 2a shows a perspective schematic view of a vehicle service station comprising the traffic guidance system of Figure 1; Figure 2b shows the perspective schematic view of Figure 2a, further including a set of vertically oriented bollards being partially inflated; Figure 2c shows the set of vertically oriented bollards of Figure 2b being fully inflated; Figure 3a shows another perspective view of the vehicle service station of Figure 2a, further including a set of inflatable barriers, the barriers being fully deflated; Figure 3b shows the perspective view of Figure 3a, with the set of barriers being partially inflated; Figure 3c shows the perspective view of Figure 3a, with the set of barriers being fully inflated; Figure 4a shows the perspective schematic view of Figure 2a, further including a first moveable sign in a lowered position; Figure 4b shows the view of Figure 4a, with the first moveable sign in a raised position; Figures 5a and Sb show a second moveable sign alternative to that shown in Figures 4a and 4b, Figure 4a showing the sign in a raised position and Figure 4b showing the sign in a lowered position; Figure 6 shows another perspective schematic view of the vehicle service station of Figure 2a, comprising controllably highlightable road markings; Figure 7 shows a further perspective schematic view of the vehicle service station of Figure 2a, further comprising roller mechanisms; Figure 8 shows a perspective view of a roller mechanism as shown schematically in Figure 7; Figure 9 shows another perspective view of the vehicle service station of Figure 2a.

Figure 10 shows a plan schematic view of a service station incorporating a traffic guidance system according to a second embodiment of the present invention; Figures 1 Ia and II b show plan schematic views of a prior known service station; Figure 12 shows a plan schematic view of a service station incorporating a traffic guidance system according to a third embodiment of the present invention; Figure 13 shows a plan schematic view of a service station incorporating a traffic guidance system according to a fourth embodiment of the present invention; Figure 14 shows a plan schematic view of a service station incorporating a traffic guidance system according to a fifth embodiment of the present invention; Figure 15 shows a perspective view of an entry station for use with traffic guidance systems according to embodiments of the present invention; Figure 16 shows a perspective view of a tablet-style touch-screen device for use with traffic guidance systems according to embodiments of the present invention; Figure 17 shows a plan schematic view of a prior known service station; Figure 18 shows a further plan schematic view of a service station incorporating a traffic guidance system according to the second embodiment of the present invention; Figure 19 shows a further plan schematic view of a service station incorporating a traffic guidance system according to the fourth embodiment of the present invention; Figure 20 shows a further schematic plan view of footprints of service stations incorporating a traffic guidance systems according to embodiments of the present invention; and Figures 21a and 21b respectively show flow diagrams illustrating processes that are carried out at a conventional service station, and a vehicle service station associated with embodiments of the present invention.

Detailed Description of the Preferred Embodiments

Figure 1 shows a schematic view of a traffic guidance system 2 according to a first embodiment of the present invention. Herein, the traffic guidance system 2 is described as being part of a vehicle service station 1, and its components are particularly advantageous for use in conjunction with the vehicle service station 1. Furthermore, referring to Figure I b, the traffic guidance system 2 may form part of a wider service station computer controller for use in automatically controlling the functions within a vehicle service station 1.

However, it will be appreciated that the traffic guidance system may be used in other scenarios.

The traffic guidance system 2 comprises a vehicle detection system 3, a processor 4 and a set of guidance sub-systems 5 that guide or control the movement of vehicles 6 through the vehicle service station 1. In use, the vehicle detection system 3 detects the location of vehicles within the vehicle service station 1, and provides this information to the processor 4. In response, the processor 4 controls the set of sub-systems to guide or control vehicles 6 in an optimal manner, and in dependence on the location, movement and/or expected movement of other vehicles within the vehicle service station 1. In particular, within a service station 1, there may be a number of locations at which vehicles 6 (or users of those vehicles) may receive services. The optimal routing of vehicles to and from those service locations ensures that those services can be delivered as quickly and efficiently as possible.

The vehicle detection system 3 comprises a series of video cameras that allow the vehicle guidance system to monitor the vehicle service station I in real time. Of significance is tracking the movement and position of vehicles within the vehicle service station 1. However, it will be understood that the vehicle detection system 3 may be integrated with a security system that can also make use of the video information -for example, recording it, or transmitting the video information to a security authority.

The guidance sub-systems 5 comprise an inflatable bollards system 20, an inflatable barrier system 30, first and second movable sign systems 40, 50, a markings control system 60, a roller mechanism control system 70, a barrier arm control system 80 and a traffic light control system 90. These sub-systems respectively comprise a set of vertically oriented inflatable bollards 22, a set of inflatable barriers 32, first and second movable signs 42, 52, controllable markings 62, roller mechanisms 72, barrier arms 82 and traffic lights 92.

Figure 2a shows a perspective schematic view of the vehicle service station I comprising the traffic guidance system 2 of Figure 1. The vehicle service station I is an indoor service station and comprises a tunnel within which vehicles can be serviced. The tunnel has a substantially semi-circular vehicle pathway 10 leading between an entrance and an exit of the vehicle service station I. The vehicle pathway 10 comprises road markings 12 to aid a driver of a vehicle 6 to guide the vehicle 6 along the vehicle pathway 10.

The vehicle service station 1, comprises delivery stations 14, disposed either side of the vehicle pathway 10, each defining a bay via bay markings 14, and in which a vehicle 6 may be accommodated. Each delivery station 14 comprises a series of fuel pumps 16 and a product dispenser 17 which can be operated to deliver, respectively, fuel and packaged products to a vehicle 6. Packaged goods can be ordered at the product dispenser 17 and then delivered via product delivery channels or chutes 18 which route products from a product provisioning system located on a floor above the tunnel. Fuel is delivered in the traditional manner via fuel hoses of the fuel pumps 16. As it is possible to order packaged products at these delivery stations 14 they may also be referred to as ordering and delivery stations 14.

Each delivery station 14 is assigned a number that uniquely identifies it. The assigned number is represented by a marking 19 displayed prominently on structures within the vicinity of the appropriate delivery station 14. For example, a marking 19 may be displayed on the product dispenser 17 and another marking 19 may be displayed on the product delivery chute 18 adjacent the respective delivery station 14.

Thus, the delivery stations 14 define the locations at which vehicles are able to receive services. Therefore, as mentioned, the traffic guidance system 2 is arranged to guide the vehicles 6 to an appropriate and optimal delivery station 14 using the guidance sub-systems 5, and in response to the vehicle location information provided by the vehicle detection system 3.

Figures 2b and 2c shows the same perspective view as Figure 2a. However, a set of the vertically oriented inflatable bollards 22 of the inflatable bollard sub-system 20 can be seen in Figures 2b and 2c. The bollards 22 are shown in Figure 2b as being in a partially inflated state, and in Figure 2c as being in a fully inflated state. However, referring back to Figure 2a, when the bollards 20 are completely deflated, they are accommodated within a recess defined in the ground, and so are not easily visible. The inflatable bollard system 20 comprises an air delivery means to allow the bollards 22 to be inflated and deflated under the control of the vehicle guidance system 2.

Figures 3a to 3c shows another perspective view of the vehicle service station, further showing a set of inflatable barriers 32 of the inflatable barrier system 30. Figure 3a shows the barriers 32 in a deflated state, Figure 3b shows the barriers 32 in a partially inflated state, and Figure 3c shows the barriers 32 in a fully inflated state. In a similar way to the inflatable bollard system 20 described above, the inflatable barriers system 30 also comprises an air delivery means to allow the barriers 32 to be controllably inflated and deflated. As can be seen in Figure 3c, the barriers 32 comprise markings 34 printed on the barriers 32 to provide instructions to vehicle drivers as to where to guide their vehicles 6.

Although not shown in Figures 2a to 2c, instructional markings are also provided on the vertically oriented inflatable bollards 22.

As can be seen in Figures 2a to 3c, the inflatable bollards 22 and the inflatable barriers 32 are situated adjacent to a delivery station 14. When a vehicle 6 is parked within S a bay of the delivery station 14, the inflatable bollards 22 and the inflatable barriers 32 can thus be inflated around the vehicle 6. This not only indicates that the delivery station 14 is occupied, but also provides instructions to other drivers as to which other delivery station 14 they should direct their vehicles.

Even if a particular delivery station 14 is not occupied, the bollards 22 or barriers 32 may be in an inflated state, so as to block access to that particular delivery station 14. This may be particularly useful to prevent access to a delivery station 14 that, although unoccupied, is determined by the processor 4 of the traffic guidance system 2 as not being an optimal delivery station 14 for a vehicle to be routed.

The instructions provided to drivers via the bollards 22 and barriers 32 may include an indication as to which delivery station 14 a vehicle should proceed by showing the unique number associated with that delivery station 14.

One of the advantages associated with the bollards 22 and the barriers 32 is their resilience. As they are inflatable, if a vehicle 6 is accidentally driven into them, then they can easily absorb the impact of the vehicle without damage to the vehicle, or the bollards 22 and barriers 32 themselves. Furthermore, the inflatable nature of the barrier is readily apparent to a driver of a vehicle. This gives a user increased confidence to drive relative to the barrier -even in tight spaces.

A further advantage associated with a controllably inflatable bollards 22 and barriers 32 is that inflation and deflation provides a convenient way of raising and lowering the bollards 22 and barriers 32.

Figures 4a and 4b show the same perspective schematic view as Figure 2a, further including a first moveable sign 42 of the first movable sign system 40. The first movable sign 42 is in the form of a board on which instructions 44 are printed. The first moveable sign system 40 also comprises runners 46 along which the first sign 42 is moveable between a lowered position -as shown in Figure 4a, to a raised position -as shown in Figure 4b.

Similarly, Figures 5a and Sb show the same perspective schematic view as Figure 2a, further including a second moveable sign 52 of the second movable sign system 40.

The second movable sign 52 is in the form of a curtain on which instructions 54 are printed.

The second moveable sign system SO also comprises runners S6 along which the second sign S2 is moveable between a lowered position -as shown in Figure Sb, to a raised position -as shown in Figure Sa.

It can be seen that when the moveable signs 42, 52 are in the lowered position, they are within the field of view of a driver of a vehicle. When the signs are in the raised position, they are out of view. Accordingly, the traffic guidance system 2 can provide guidance to vehicle drivers by controlling the position of the signs 42, 52. The instructions provided to drivers via signs include an indication as to which delivery station 14 a vehicle should proceed by showing the unique number associated with that delivery station 14.

Furthermore, when the moveable signs 42, 52 are in the lowered position, they block access to a delivery station 14. Accordingly, this can prevent access to a delivery station 14 that although unoccupied, is determined by the processor 4 of the traffic guidance system 2 as not being an optimal delivery station 14 for a vehicle to be routed.

The main difference between the signs 42, 52 is that the first sign 42 is in the form of a board 42, whereas the second sign 52 is in the form of a curtain 52. The curtain 52 is constructed from a soft, light and flexible material. Accordingly, an advantage associated with the curtain 52 is that collision between the curtain 52 and a vehicle 6 does not result in damage to either the curtain 52 or the vehicle 6. Furthermore, the nature of material making up the curtain 52 is readily apparent to a driver of a vehicle. This gives a user increased confidence to drive relative to the curtain 52-even in tight spaces.

Figure 6 shows another perspective schematic view of the vehicle service station I of Figure 2a, comprising controllable road markings 62. The road markings 62 are part of the markings control system 60 and can be controlled by it to guide vehicles. In particular, the road markings 62 take the form of signs that can be controllably illuminated to indicate the direction a vehicle should take along the vehicle pathway 10 and into which delivery station 14 a vehicle should turn. As mentioned previously, the processor 4 of the vehicle guidance system 2 determines the most appropriate delivery station 14 and controls the road markings 62 via the markings control system 60 accordingly.

The markings control system 60 may also be arranged to control other components.

For example, each delivery station 14 may comprise an illumination system to indicate whether or not that delivery station 14 is suitable for use. In the event that the delivery station 14 is unoccupied, but is not an optimal delivery station for use, the markings control system 60 may switch off the illumination for that bay, thereby indicating to a driver of that vehicle that the bay is not to be used.

Figure 7 shows a further perspective schematic view of the vehicle service station I of Figure 2a, comprising roller mechanisms 72 and barrier arms 82.

The roller mechanisms 72 are part of the roller mechanism control system 70. As shown in Figure 7, roller mechanisms 72 are positioned in groups of four on the ground along the vehicle pathway 10, the group of four being spaced approximately to correspond with the wheel positions of an average vehicle. Accordingly, when an average vehicle 6 is correctly positioned over the group of four roller mechanisms 72, the wheels fit within the roller mechanisms 72 as shown in Figure 8.

Figure 8, shows a perspective view of a wheel 7 of a vehicle 6 fitting within a roller mechanism 72. Roller mechanisms 72 in generally are known in the art, and are commonly employed in rolling road' arrangements in which a vehicle 6 remains stationary whilst its wheels 7 freely rotate. In particular, the wheel 7 of the vehicle 6 sits between a front roller 74 and a rear roller 76 which contact and contra-rotate with the wheel 7 to maintain the vehicle in the same position, even if the wheels 7 are driven by the engine of the vehicle 6.

The roller mechanisms 72 can thus be employed to prevent the intentional or accidental movement of a vehicle 6. For example, if it is necessary for a vehicle 6 to remain stationary along the vehicle pathway 10, or within a delivery station 14, then the roller mechanisms 72 can be controlled by the roller mechanism control system 70 to ensure that the vehicle 6 remains stationary, even if the wheels 7 of the vehicle 6 turn.

This is achieved by ensuring the rollers 74, 76 are free to contra-rotate relative to the wheel 7 in which they are in contact. Conversely, if a vehicle does not need to be maintained in position, the roller mechanism control system 70 constrains the rollers 74, 76, so that the vehicle can be driven away from them. Thus, the roller mechanism control system 70 can be operated by the processor 4 of the traffic guidance system 2 to control the position of vehicles 6 within the vehicle service station 1.

It will be appreciated that not all vehicles have the same axle track (i.e. spacing between left and right wheels aligned with a common axis) and wheel base (i.e. spacing between front and rear wheels aligned with different axes). Accordingly, to be able to control a variety of vehicles, the roller mechanisms 72 are controllable and arranged to accommodate a range of axle tracks and wheel bases.

Referring back to Figure 7, the roller mechanisms 72 are arranged on adjustable plates 77 the spacing between which can be adjusted in response to a detected wheel base of a vehicle. In particular, the type of vehicle 6 can be detected via the vehicle detection system 3, for example by analysing a licence plate of the vehicle, and querying a database to determine the wheel base of that vehicle 6. This information can be passed via the processor 4 to the roller mechanism control system 70 to adjust the spacing of the plates 77. Furthermore, the axial length of the rollers 74, 76 of each roller mechanism 72 can be sized so as to accommodate a variety of axle tracks. Thus, it can be seen that the roller mechanisms 72 provide a convenient way of immobilising a variety of vehicles 6.

Figure 7 also shows a number of barrier arms 82 which are part of the barrier arm system 80. Each barrier arm 82 comprises a display system 84 on which instructions can be provided to vehicle drivers. The instructions provided to drivers via the display system 84 may include an indication as to which delivery station 14 a vehicle should proceed by showing the unique number associated with that delivery station 14. It will be understood that as the display system is a dynamic display system, such as an LCD display, the instructions provided by the display system can be changed over time.

Accordingly, different instructions may be provided to a driver by the display system 84, including instructions to stop the vehicle, prepare the vehicle for movement as well as providing a user with an indication of the time for which the vehicle is to remain stationary.

By providing such feedback to a driver enhances the user experience, and ultimately improves the efficiency with which vehicles move through the vehicle service station 1.

The position of the barrier arms 82 are controllable between a raised position in which access beyond the barrier arms 82 is allowed, and a lowered position in which access is denied. The barrier arm control system 80 is arranged to control the raised or lowered position of the barrier arms 82. Furthermore, the information displayed by the display system 84 mounted on the barrier arms 82 is also controlled by the barrier arm control system 80. Accordingly, the barrier arm control system 80 is able to provide guidance as well as vehicle access control.

Figure 9 shows another perspective view of the vehicle service station of Figure 2a comprising traffic lights 92. The traffic lights 92 are part of the traffic light control system 90, and are controlled by itto guide drivers along the vehicle pathway 10. In particular, and as is known in the art, traffic lights 92 can be operated to display a red, amber or green light to indicate respectively whether a vehicle should stop, prepare to stop, or move past the traffic light.

Accordingly, by providing a variety of components for controlling or guiding the movement of vehicle throughout the vehicle service station 1, the traffic guidance system I can thus be employed to improve the flow of traffic. As such, the utilisation of time and space within the vehicle service station I can be improved beyond traditional vehicle service stations.

Further alternatives of the traffic guidance system, and vehicle service stations in which it may be installed will now be discussed.

Referring to Figure 10 there is shown a plan schematic view of a service station I B incorporating a traffic guidance system 2B according to a second embodiment of the present invention. By comparing Figure 10 with that of Figure 11, it is possible to see the difference between the layout of the service station I B with that of the prior art.

In particular, the service station I B is arranged so that vehicles are not given the freedom to choose which path to take through the service station. Instead, there is a single vehicle path running through the service station along which vehicles queue to be serviced.

The vehicle path runs from an entry point on one side of the service station to an exit point on the same side of the service station, and is semi-circular in shape.

The vehicle path curves around a semi-circular retail region, which is concentrically divided into a stock area and a shop area. Products provided by the service station are provided on shelves wholly within the stock area, and therefore cannot be handled by customers until purchased.

The vehicle path is interrupted mid-way along its length so that queuing vehicles are divided into one of two main regions -a waiting region and a delivery region.

Each of the waiting regions and delivery regions are divided into a series of bays, or stations, which are each arranged to accommodate a typically-sized passenger vehicle.

These are marked on Figure 6 as Delivery Stations 01 to 05 and Waiting Stations 01 to 04.

An Entry Station acts as a waiting station. Delivery Station 01 is located closest to the exit point of the service station. Delivery Station 05 and Waiting Station 01 are located next to each other, across a boundary between the waiting region and the delivery region.

In the waiting region, it is intended that vehicles be parked for a predetermined period of time -for example eight minutes -before being allowed to pass through into the delivery region. The eight minutes correspond to the amount of time that the users of those vehicles get to choose the products and services that they would like once entering into the delivery region. Within the delivery region, the eight minutes correspond to the amount of time provided for the delivery of the products and services chosen by the users when in the waiting region.

Every eight-minute cycle, the vehicles in the waiting region are allowed to pass through into the delivery region, and the vehicles in the delivery region leave the service station.

The passing of the vehicles from the waiting region to the delivery region to another is controlled by the traffic guidance system 2B having driver feedback system including a traffic light system indicating whether the vehicles approaching the boundary between the waiting region and the delivery region should stop, or proceed into the delivery region.

Naturally, as the first vehicle approaches the boundary between the waiting region and the delivery region and stops, other vehicles will stop behind it.

Traffic lights of the traffic light system are mounted on a structural column at the transition point between the waiting and delivery stations. The traffic light system will alternate between displaying a red and green light depending on the availability of delivery stations. The traffic lights will appear in the driver's field of vision before vehicles approach the boundary between the waiting region and the delivery region. The traffic lights therefore provide feedback as to the status of the vehicle path ahead.

Another component of the driver feedback system -a countdown timer display -is displayed to the drivers of all of the vehicles that have come to a stop within the waiting region. This indicates to those drivers how long remains until those drivers will be permitted to pass through into the delivery region, and so how long they get to choose their desired goods and services.

As the service station I B is provided with a driver feedback system indicating how long remains until the vehicles need to be move on, then the turnover of vehicles passing through the service station can be improved over prior known service stations. This is also aided by the remaining components and set up of the service station as will be described.

An entry station controls access of vehicles into the waiting region. The entry station comprises a barrier arm and a menu dispenser. The menu dispenser dispenses menus from which the drivers, or other occupants of the vehicle can decide, whilst in the waiting region, which products and services are desired.

On approaching the service station, the vehicle is driven up to the barrier arm, which remains in the lowered position until the driver reaches out of the window of the vehicle and activates the menu dispenser so as to dispense a menu to the driver. Once the driver has retrieved the dispensed menu, the barrier arm is automatically lifted, allowing access to the waiting region.

The entry station also comprises a card reader. The card reader is arranged to allow the driver of the vehicle to register their card details with the service station. It will be appreciated that payment by card can take time to process and authorise. Therefore, by providing card details at the beginning of the process, drivers are able to let the first part of the card payment process to take place at the same time as the driver deciding what they want to purchase in the waiting region.

The menu is printed on paper, and indicates the products and services available at the service station, along with tick boxes next to those products and services. Pens are also provided at the entry station so that drivers can mark the menu to indicate which of those products and services are desired. The entry station may be linked to a stock control system (not shown) which controls the product or service items that are printed in response to availability.

After retrieving the menu, the driver moves the car forward into the waiting region and once parked there, begins to mark on the menu the desired goods and services.

When the control system indicates to the vehicle pass through from the waiting region to the delivery region, each vehicle is guided by road markings to a delivery bay which is adjacent a delivery window. Two dedicated personnel man each delivery bay: a cashier and petrol pump attendant. Upon reaching a vacant delivery station and without leaving the vehicle, the driver hands the cashier the completed menu showing the items that are to be ordered. At this stage, the driver may also request that the vehicle is refuelled petrol pump attendant.

The cashier places the completed menu into an electronic scanner that collates the required items on the list and relays this information electronically to displays situated in the stock area of the retail area. Personnel within the stock area locate the requested goods and place all the items into shopping bags, which are then placed onto the counter behind the cashier. The cashier receives payment from the driver, or if the driver has swiped a credit card at the entry station, payment is debited from the account associated with that card. The goods are given to the driver and the driver exits the service station.

It will be appreciated that after eight minutes, refuelling the car, providing the requested goods and services, and payment will be concluded to allow for the driver to exit the station to allow waiting vehicles to enter the delivery region. In alternatives, a different predetermined period may be used, and this predetermined time may be dynamically changed by a system monitoring the utilisation of the service station. In high usage circumstances, the monitoring system may reduce the time provided to increase vehicle throughput.

Located at the same side of the service station as the entry and exit points, is the entrance to the shop area. Advantageously, this can be located adjacent the pavement, and so pedestrians do not need to traverse a vehicle forecourt to access the shop. Thus the safety of a pedestrian accessing the shop is improved. This layout also allows the service station to provide a retail frontage in keeping with the appearance of a conventional high street shop. Advantageously, this can reduce the burden of converting a row of shops into a service station according the present invention.

Thus, in contrast to the traditional petrol station layout, the pedestrian shopper does not need to traverse a traditional petrol station forecourt to reach the shop area. Rather, access is possible directly from the street pavement.

Once inside the shopping area, pedestrian customers are provided with a menu similar to that provided to drivers. In a manner similar to that described above, counter staff receive menu orders from customers within the shop area. The goods are taken from the shelves within the stock area, payment is made, and the goods are given to the customers.

The driver feedback system, the monitoring system, the control system, the stock control system and the traffic light system have all been described above functionally.

These systems are all implemented using a central computer which has a plurality of sensors, and cameras for detecting the required events and is connected to a plurality of displays for providing messages to the drivers. Furthermore, the central computer also controls all systems, which are described in the different embodiments including the provisioning system which is described later. Thus when a particular system is referred to within this specification, its implementation will be readily apparent to the skilled person from understanding the function working of the system with the knowledge that that functioning can be implemented on the central control computer.

An alternative layout of a vehicle service station I C is shown in Figure 12 comprising a vehicle guidance system 2C according to a third embodiment of the present invention. Here, the layout departs from the first embodiments in that the service station facilities are distributed over multiple storeys, and there are two main vehicle paths. At the entrance to the service station, there are two entry stations provided, each permitting access to a different lane/vehicle path. At each entry station, a menu is provided in the same way as described in relation to the previous embodiment of the present invention.

Also, in the same way, the vehicles are initially held within a waiting region before being allowed to proceed to a delivery region. However, in this second embodiment, the time allocated to each lane is different. This is so that one lane can be processed more quickly than the other as a result of each lane having different servicing requirements.

The innermost guidance lane on the right would typically be assigned to vehicles requiring a full service (i.e. refuelling as well as the delivery of other services and goods), whereas the outermost guidance lane on the left would be dedicated to refuelling only. As a result, the left outermost lane can have a quicker turnaround time than the innermost lane. The fuel pumps are distributed between the lanes, each between a full service delivery station, and a fuel only delivery station. Therefore, vehicles can be refuelled whether they are in the right or left lane.

Typically, petrol pump attendants would receive instruction from the occupants of the vehicles in both lanes as to the quantity of the fuel, giving priority to the left lane. Petrol pump attendants could also received payment for fuel delivered to vehicles in the left lane.

It is envisaged that vehicles in the right lane would be managed by the staff operating from the delivery windows as discussed in the previous embodiment.

In this present, third embodiment of the present invention, the service station IC provides access to multiple levels. In particular, vehicles are able to travel via vehicle lifts to a basement level at which further delivery stations are provided.

The lifts are provided concentrically outward of the two vehicle lanes (i.e. outside (left) of the outermost (left) lane). Therefore, drivers of vehicles arriving at the left entry station that want a full service, and so do not only want to be refuelled, are able to divert out of the left lane, and down into the basement level to receive full service delivery.

The basement level has two lanes provided, one for the delivery of a full service, and the other for providing cleaning of the exterior of the vehicle via a vehicle washing system, generally referred to as a car wash.

In a similar way as described in relation to the first embodiments, the lanes at the basement level of the service station comprise computer-controlled driver feedback systems providing an indication as to whether to proceed from a waiting region to a delivery region and also the time remaining until movement is required from the presently occupied region.

In particular, the car wash system is timed so that drivers waiting to have their vehicles washed (at a waiting region before the car wash) know when to move their vehicles into the car wash, and how long the car wash is going to take via an electronic feedback display controlled by the computer-controlled driver feed back systems.

Once vehicles have been washed, the drivers of those vehicles can also receive additional services such as refuelling and ordering of goods by joining an appropriate bay at the full service delivery region. Alternatively, the vehicle may be driven to a maintenance region or be driven out from the service station by joining the queue for the exit lifts.

At a maintenance region of the service station, vehicles may be raised, or be driven over a pit so as to allow mechanics access to the underside of the vehicle to service the components there. Alternatively or in addition, staff may service the exterior or interior of the car. For example an exterior service may be using a tyre inflation and pressure sensor device for correcting the tyre pressures of the vehicle, or clearing the windows of the vehicle. An internal service could be the vacuuming of the vehicle using a vacuum clearer device provided at each delivery station.

Another lane at the basement level is that of a full service delivery, allowing drivers to request refuelling and ordering other goods and services as already described above.

However, in addition to providing refuelling for vehicle powered exclusively by liquid fuels (for example, petrol, diesel, LPG), the basement level of the service station also caters for vehicles that are electrically powered.

There are many known ways in which electrically powered vehicles may be refuelled or recharged. However, the main consideration in the present invention is electrical refuelling in a time comparable to the filling of a liquid fuel vehicle. The way this is achieved is via a battery switching mechanism. A drained battery is removed from the vehicle, and a fresh, charge battery is swapped into its place.

There are two full service delivery stations (01 and 02) at the basement level that have automated electric battery changing facilities. Specifically, an electrically powered car is driven over a frame from which the battery-changeover mechanism operates. Once the vehicle is in place, a battery shuttle of the battery-changeover mechanism is operated to engage with the underside of the vehicle where the drained battery is mounted, and act to disengage the drained battery from the underside of the car. The drained battery is moved away, and in its place a fresh, charged battery is introduced to, and engaged with the underside of the car. The battery shuttle is retracted, and the electrically refuelled car can then be driven off. Each of the two delivery stations (01 and 02) may be served by a common battery shuttle, which can travel between the first and second delivery stations.

The battery shuttle is fully automated, and travels between the respective delivery stations and a battery storage tower via a conveyor system recessed below the delivery stations. It will be appreciated that delivery stations (01 and 02) are also able to refuel liquid fuel vehicles by virtue of fuel pumps being disposed adjacent those delivery stations.

In alternatives, lanes may be allocated differently. For example, one of the lanes may not necessarily incorporate waiting or delivery stations, but rather can be an exit lane' providing direct access from the entry to the exit point of the service station. In this scenario, vehicles approaching either of the left or right entry stations can be directed to receive a full service either at the basement or ground level respectively. Drivers at the entry station may be provided via an automated display an indication as to the amount of time that it will take for a full service to be provided. In the event that drivers are not willing to wait the advertised period, then they may choose to drive their vehicles out from the service station immediately via the exit lane.

It will be appreciated that the service station I C can be easily configured to operate in this way. For example, the waiting and delivery stations in the left lane may simply be displayed by signage to be inactive, thereby allowing the left lane to operate as an exit lane.

It will be appreciated that as an alternative to the vehicle lift system described, other vehicle transport means may be provided to allow access to other levels of the service station. For example, ramps may be provided allowing vehicle to drive directly to the basement level, instead of needing to be transported via vehicle lifts.

It will be appreciated that whilst vehicle lifts can be more space saving than ramps, ramps can be provided at a lower initial and ongoing cost, and are capable of accommodating various shapes and sizes of vehicle.

An alternative layout of a vehicle service station I D is shown in Figure 13 comprising a vehicle guidance system 2D according to a fourth embodiment of the present invention. Here, there are dual entry stations provided each having their own entry station manager booth. It is also possible for the embodiment to be operated or configured to work with only a single entry station. Beyond the entry stations there is provided three guidance lanes: a right innermost lane, a middle exit lane, and a left outermost lane. Each guidance lane follows the semi-circular or arcuate path of the previous embodiment. The arcuate guidance lanes are arranged concentrically relative to one another to minimise space usage.

In the right innermost lane, there are no waiting regions provided. Instead, four ordering and delivery stations are provided. In the left outermost lane, eight further ordering and delivery stations are provided, two of which are capable of refuelling electrically powered vehicles as described above. Furthermore, in the left lane, the first two of the ordering and delivery stations also provide entry lifts to take vehicles down to a basement level. The last two ordering and delivery stations in the outermost guidance lane also provides lifts up from the basement.

Between the central and the outermost guidance lanes at each of the ordering and delivery stations an additional order delivery channel 18 is provided. These additional order delivery channels enable the right hand side of the vehicle to be serviced and delivered to without the driver having to leave the vehicle. Clearly in the UK and several other countries drivers are positioned on the right hand side of the vehicle and so these additional delivery channels are only required for the outermost lane. However in other countries where the drivers are positioned on the left hand side of the vehicle, the additional order delivery channels can be provided between the innermost and central guidance lanes. As shown in Figure 2c, such delivery channels 18 are retractable into the ceiling of the tunnel structure which forms the service station 1.

Advantageously this can provide the space required to enable a refuelling tanker to progress from the entry station to the storage tank fuelling position and after fuelling to the exit of the service station 1.

The multiple vehicle paths running from the entry point to the exit point split the stock area into two main portions. A first stock area portion stores the goods and accommodates the cashiers serving the vehicles in the left lane, and the second stock area portion serves the vehicles in the right lane.

Carousel product dispensers disposed within the stock area along with the shelving facilitate quick access to products ordered by drivers of the vehicle. For example, the carousel product dispensers may be automatic, and can be controlled by the ordering system (described later) to dispense products in response to a scanned-in menu, relieving staff of the need to manually pick certain products. It will be appreciated that, the embodiments of the present invention have been described as providing ordered products using to some degree service station staff for providing those products. However, fully automatic-picking systems can be incorporated into any of the described embodiments.

Furthermore, it will be appreciated that an advantageous combination of manual and automated picking may also be employed.

The shop is provided in a region that is at the concave side of the guidance pathways. On the convex side of the guidance pathways a backroom area is provided for product storage on shelving and on product dispensing carousels. Here the picking and delivery of products to fulfil an order may be carried out manually. However, as is described later an automated provisioning system can also be applied to this embodiment to automate the provisioning of orders.

The shop is provided with multiple delivery stations that are manned by cashiers.

The customers enter the shop from the street, order their goods and proceed to a waiting area. However the alternative of a virtual shop is also possible and is described in detail later.

An alternative plan layout of a vehicle service station I E is shown in Figure 14 comprising a vehicle guidance system 2E according to a fifth embodiment of the present invention. Here, only a single entry station is provided that controls access into an innermost waiting lane. A plurality of ordering and delivery stations are located adjacent the waiting lane and are disposed in outwardly extending positions radially from a centre of curvature of the arcuate guidance paths. Barrier arms control access to the ordering and delivery stations -one at the entrance to each ordering and delivery station. The exit from each ordering and delivery station leads into an outermost arcuate common exit lane that leads to the exit and from which the vehicles can leave the premises.

The exit lane also provides sufficient space to allow a fuel tanker to enter the service station to allow refuelling of the service station. In particular, a separate entry door adjacent the main vehicle entry station can be opened to allow a fuel tanker to directly enter the exit lane.

Each ordering and delivery station is equipped to delivery both fuel and products ordered by a user. In particular, the products ordered by the user can be automatically dispensed to the driver window, regardless of whether the vehicle is a left-hand drive or right-hand drive vehicle, and regardless of the height of the window of the vehicle.

In further alternatives, drivers may not necessarily control the movement of their vehicles through the service station. Rather, vehicles may be supported on movable vehicle support plates that automatically guide the vehicles to an appropriate position within the service station to receive ordered goods and services. Advantageously, once a vehicle has been parked on a support plate, a driver does not need to worry or pay attention to further manoeuvring the vehicle. Instead, the driver can start the process of ordering desired goods and services. As this is occurring at the same time as the support plates are automatically guiding a vehicle to an available ordering and delivery station, the overall time spent within the service station can be reduced. This is another example of how parallel processing of actions that are traditionally performed sequentially improves the throughput of the service station.

Several of the above embodiments include common features that may be combined or substituted with one another. Some of these features are described in further detail below and it is to be appreciated that these features can be applied in a modular fashion independently to any of the above embodiments.

Entry Station Referring to Figure 15 in which a perspective view of an entry station I OF is shown, a concern at the entry station IOF is whether a vehicle should be authorised to enter the service station 1. This authorisation is associated with the physical and financial security associated with the vehicle and/or the occupants of that vehicle. Accordingly, the entry station comprises a kiosk hF, a plurality of bollards 12F, a barrier arm 13F, a road blocker 14F, sliding security doors 1SF, security cameras 16F and a security scanner 17F.

The plurality of bollards 12F and the road blocker 14F are controllably actuated by the traffic control system 2 such that they can be raised and lowered to respectively deny or permit access to a vehicle. Similarly, the barrier arm 13F can be pivotably raised and lower to respectively allow or deny passage to a vehicle to the interior of the service station 1.

The barrier arm 13F is provided with an electronic display 130F that provides the driver with visual feedback, for example directing the driver to stop in front of the barrier, or -if permitted access -directing the driver to a specified waiting or delivery station. If the driver is denied access to the premises, then the electronic display I 30F may instruct the driver to turn the car around to exit.

If the service station is closed, then the sliding security doors 15F can be used to shut out both vehicles and people.

The security scanner 17F is recessed into the floor, allowing the underside of a vehicle to be scanned. The security scanner is of a flatbed type, and is linked to an image processing system (not shown), which is arranged to detect abnormalities with the underside of the vehicle -for example, detecting foreign objects or signs of fluid leakage.

Depending on the type of abnormality detected, the image processing system may flag to staff of the entry station that the vehicle is to be denied entry, or that the vehicle may require servicing to fix a leak. It will be understood that the image processing system may also be linked to the security cameras positioned above and around the vehicle to detect other parameter associated with the vehicle.

It will be understood that the vehicle registration number and the make and model of a vehicle are defined in an official database, for example the DVLA (Driver and Vehicle Licensing Agency) in the United Kingdom. The image processing system may be arranged to determine the vehicle registration number, and then interface with the official database to retrieve the make and model of the vehicle. This information can be used to determine the servicing requirements of that vehicle (for example, the type of fuel used by that vehicle).

Furthermore, the make and model of the vehicle may be used to retrieve model images for comparison against actual images taken of the vehicle to detect abnormalities. This file also provides information about the vehicle window height, which can be used later by the ordering system to control the positioning of the final delivery channel directly to the vehicle window.

The image processing system may, in addition to retrieving the vehicle parameters based on the determined vehicle registration number, independently determine the parameters of the vehicle. For example, from the captured images, the image processing system may determine the size, colour and design of the vehicle, and so independently determine the make and model. This data could be cross-checked against the data retrieved from the official database to ensure that the officially registered make and model of the vehicle tallies with the independently detected make and model. If the data does not correlate, then this is an indicator that the vehicle is likely using a false registration number plate, and this could be flagged as a security concern. Of course, as well as capturing the images of the vehicle, images of the occupants of the vehicle can also be captured for the purpose of crime prevention and enforcement.

As well as using the captured images for security purposes, the images can also be used to by the image capture system determine the servicing requirements of the vehicle.

For example, the captured images can be used to determine the goods carrying space available to the vehicle. If the vehicle is detected to be carrying a full complement of passengers, then the goods carrying space is more limited than if only the driver is present within the vehicle. Such a determination can be used to calculate a limit on the number of goods that may be carried by the vehicle -and so may be used to control the number and type of goods that are subsequently delivered to the vehicle, by a goods delivery system.

Another way in which the captured images may be used to better service the vehicle is through registering and retrieving preferences for repeat customers. For example, a vehicle may be associated with a particular customer -or set of customers -each of which may have preferred goods and service requirements. The image processing system may be arranged to interface with a customer relationship management (CRM) system (not shown) to retrieve customer details that may be used during the customers visit to the service station. For example, the CRM system may allow the retrieval of the customer's name, so that customers may be greeted personally on entry into the service station. The CRM system may also allow retrieval of previous payment details and preferred goods and services. Furthermore, if a customer is identified as a repeat customer, then the security checks may not necessarily need to be so rigorous.

The CRM system is also arranged to allow customers to register data including their details and ordering preferences before arrival at the service station. The CRM system may have an online interface through which users are able to provide relevant details, and pre-pay for goods and services. Customers may submit a request to the online interface to be provided with specified goods and services the next time that the customer (as identified by a specified vehicle registration number automatically detected by a camera provided at the entry station) arrives at the service station. In this way, the processing of the vehicle can be sped up by reducing the time required on-site to authorise entry of the vehicle, receive an order for goods and services, delivery and then payment for those goods and services.

In response to an online request, the customer may be provided with a pre-order number that can be provided on arrival to the entry station to initiate the speedy processing of that customer's vehicle. This may be useful under circumstances where the customer is present in a vehicle that has not yet been registered by the system (for example, a hired car).

Positioning of the vehicle as it is driven to the order and delivery station can be controlled by the guidance system to accurately position the vehicle for delivery of the ordered products. In order to do this the guidance system includes a plurality of sensors and a feedback mechanism for the driver. Using the information which has already been determined by the entry station about the type of vehicle, the guidance system knows where the vehicle window is positioned in terms of height and distance from the front of the vehicle. Sensor provided at the delivery station sense the front edge of the vehicle and can thus determine the exact position that the front edge should be at in order for the delivery channel to be correctly aligned with the vehicle window. This is a target position, which can be compared to the actual position of the vehicle as determined by the sensors of the guidance system. The guidance system can then provide the driver with visually displayed feedback messages to indicate how the vehicle should be manoeuvred into the target position. This feedback is provided on the driver feedback system.

Digital Ordering System There are two different ways in which the user can order goods using a digital input device. In both cases, it can be seen that this is an alternative ordering method to the menu-based ordering system already described above. It will be appreciated that this and other ordering methods may be used either alone or in combination in the different embodiments of the present invention, where context allows.

A further method to allow ordering of goods and services can be provided by way of an electronic menu system. The first method is now described below.

With reference to Figure 16, instead of the printed menu, the driver of a vehicle at the entry station may be provided with a touch-screen computing device 20F that allows menu selections to be made automatically. This tablet-style touch-screen data input device 20F -for example an iPad® device -is provided so that a user can be guided through the use of the service station 1. This guidance is interactive, and arranged to receive choices as to desired goods and services.

The tablet-style touch-screen device 20F may comprise an integrated card reader 21 F so as to receive and process payments made via a credit card. The removal of the tablet-style touch-screen device 20F from the entry station IOF may be prevented until a credit card has been registered. However, once authorised, the touch-screen device can be removed from the entry station IOF, and used within the vehicle to go through an ordering process. Typically, the touch-screen device would be operated when the vehicle is parked in one of the waiting and/or ordering and delivery stations. To this end, it can be seen that the device has a curved attachment formation 22F provided which enables the driver to hook the device over his steering wheel such that he can then tap in his order.

This curved attachment formation 22F makes it easier for the user to use the data input device. After receiving the chosen goods and services, before being allowed to leave the service station, the touch-screen device would be returned.

It will be appreciated that the tablet-style touch-screen device 20F is a proprietary device dedicated for use with the service station I of embodiments of the present invention -and so is not a general purpose computing device. This improves the speed of operation of the tablet-style touch-screen device 20F, and also reduces the motivation for the theft of the device. It will be appreciated that this device is provided to the user as a loan whilst at the service station 1.

Once the user has taken the tablet-style touch-screen device 20F, he or she advances to the correct position in either the waiting region or to the service point itself depending on how the vehicle service station is arranged. For example, once a user has been granted entry into a service station 1, a driver may be presented with a view similar to that shown in Figure 2a, and could be guided to one of the appropriate delivery stations 14 as already described.

Another way in which the driver may be provided with the tablet-style touch screen device 20F is once they have reached a delivery station 14. Here the device 20F can be taken from a tray by the user and placed in his car. The engagement formations 22F may comprise a pair of hooks to hook over the driver steering wheel in use.

Whichever way is used to obtain the tablet-style touch-screen device 20F, it can be attached temporarily to the steering wheel of the vehicle to enable the user to use the tablet-style device 20F more readily. Also, when the driver is at the service point, they may be provided with messages to help them understand what is going on and what is required next.

The tablet-style touch-screen device 20F may be provided to the driver in a tray, which automatically extends towards the vehicle window.

The electronic menu system provided by the touch-screen device 20F is wirelessly connected to the service station, and once a user confirms the quantity and type of fuel desired, this quantity is communicated from the electronic menu system to a petrol pump attendant that can then commence filling of the vehicle, with the appropriate type of fuel to the desired quantity.

The petrol pump attendant is capable of making a visual determination as to the type of fuel compatible with the vehicle as a cross-check against the type of fuel selected by the user. However, in addition, the image recognition system may also assist in this check by determining the type of fuel received by the determined make and model of the vehicle. If there are any discrepancies, these can be brought to the attention of the ordering user -either via the petrol pump attendant, or if determined automatically, via an appropriate prompt appearing on the electronic menu system.

After ordering fuel, the user is then prompted by the electronic menu system to order further items. For example, a user may wish to order hot food and/or packaged products. It is to be appreciated that if the user has already swiped their card on entry into the station, they need only confirm the amount and the originally swiped credit card is used for the transaction.

It will be appreciated that whilst the user continues to make menu selections to order further items, the vehicle is simultaneously being filled with fuel. In the same way, after a user has ordered hot food, the preparation of that ordered hot food can take place at the same time as the user is deciding what other products to select. Furthermore, the picking of those products can take place at the same time as the user confirming and paying for the ordered goods and services.

In an alternative set up, in which users desire to fill their own vehicles with fuel, the electronic menu system may prompt the user to select the products they wish to order first before refilling their vehicle. In this way, goods can be picked whilst the user is refuelling.

Thus, ordering and provisioning of goods and services can be maintained in parallel, minimising the total time necessary for the vehicle to remain within the service station. This is another advantage maximising vehicle throughput.

Further driver feedback Once the driver has submitted their order, typically with the tablet-style touch-screen device communicating the order wirelessly (WiFi network or Bluetooth for example) to the provisioning system, the screen of the tablet-style touch-screen device 20F can display an order progress monitor screen to the driver. The screen may typically confirm the number of boxes that the order is being provided in and the identifiers of those boxes. A box tracking system can then provide information indicating the current position and state of the boxes, for example box number 1018 being filled'. Other states include box filling completed', and being delivered to final delivery channel' of a delivery station 14 for example. The order progress monitor screen can also provide an estimated time of arrival of each the completed box. This progress monitoring builds confidence with the driver that the order is being processed and that they will receive their ordered goods shortly.

Modular delivery stations It will be appreciated that the ordering and delivery stations 14 so far described may be modular. In particular, an ordering and delivery station 14 can be a modular unit which is and can be replicated multiple times as a unit. This modular unit not only provides for the delivery of fuel but also provides delivery of the ordering device to the driver, automated delivery of the ordered goods including hot food, virtual shopping, and cash ATM facilities.

In this regard the modular ordering and delivery station can be considered to be the only user interface with the service/petrol station which provides all of the required products and services from the service/petrol station.

The order delivery station may also have enhanced safety features such as the provision of fine water mist sprinklers to form a cell of water mist as well as a concentrated amount near the likely fuel spillage. In the event of a fire, then the water mist sprinklers can quickly put the fire out.

Furthermore, fuel spillage trays are provided under a vehicle-spotting region to collect up accidentally spilt fuel. In this regard they may be fitted with a fuel-sensing device that is connected to the automatic shut off for the petrol pump located closest to the fuel tray. On detection of a fuel spillage the sensor automatically can shut off the fuel supply without any human intervention.

Space Considerations The present embodiments, as described above, are very efficient in the use of space. The reduction in floor space provided by the present embodiments over the prior art service stations is however limited by certain factors. One of these factors is the ability for a fuel tanker to access the service station.

Referring to Figure 17, a prior known service station is shown together with a scale plan view of space requirements for allowing access to a fuel tanker. The shaded area shows the required space for accommodating the fuel tanker and allowing it to enter the service station, have access to filling pipes of the service station and thus to underground fuel storage tanks of the station, and also exit the service station once refuelling has been completed. As can be seen, the turning circle of the fuel tanker, which has wider portions in some areas, is readily accommodated due to the open area structure of the prior art forecourt.

Referring now to Figure 18, the service station lB of Figure 10 is shown. Here as can be seen by the shaded area, the space required by a fuel tanker to turn and negotiate the enclosed structure of the service station is shown. The wider shaded areas of the turning route are accommodated in the corners of the service station. However, the overall size of the service station is much smaller than the prior art service station.

Referring now to Figure 19, the service station 1 D of Figure 13 is shown. Here as can be seen by the shaded area, the space required by a fuel tanker to turn and negotiate the enclosed structure of the service station is shown. The wider shaded areas of the turning route are accommodated in the corners of the service station I D. However, whilst the overall size of the service station can be much smaller than the prior art service station, here additional services and more efficient useable of space is shown. Thus the footprint of the this service station I D is the same as the prior art service station of Figures 11 a, 11 b and 17 but much more functionality and a greater throughput of vehicles per hour is possible.

Referring back to Figure 11 b, the footprint of a conventional service station is shown. Here the amount of area used by vehicles and the remaining area, which is available for storage and product delivery is shown. The conventional petrol station uses 538 square metres of space for product delivery such as a shop and cashier services and 1225 square metres for vehicles giving a total size of approximately 1815 square metres.

The service stations 1, 1B, 10, ID associated with embodiments of the present invention having a curved vehicle path running through them can thus either make the overall size of the footprint smaller or within the same footprint, provide a greater amount of area for storage and product delivery, without sacrificing throughput of vehicles. This is illustrated in Figure 20 which shows a schematic plan view of footprints of such service stations. Figure 20 shows the same footprint as Figure 19 but with different amounts of space available for vehicles (724 square meters) and product delivery (642 plus 449 = 1091 square metres). Compared with Figure 11 b the amount of product delivery space available is almost double that of the prior art service stations.

In further alternatives, the efficient utilisation of space can be maximised by relocating the products to a different storey of the service station and using a vertical provisioning system to channel products to delivery stations as described.

In other alternatives, a mixed-use building incorporating a service station may be provided. Such a building accommodates the entrance and exit of the service station and shop within the ground floor, with the service station extending over two further basement floors, and the provisioning system on the second and third floors. In addition, apartments are provided above the second and third floors.

In further alternatives, the resulting "indoor" vehicle service station defines an encapsulated tunnel structure. The tunnel structure accommodates the ordering and delivery stations in the tunnel walls. A part of the driver feedback system and the guidance system may additionally be provided in the tunnel floor which may provides floor guide lights which provide guidance to vehicles to direct them to the correct service bay from the entry station checkpoint. Such a tunnel structure also has the benefit of providing an enhanced safety characteristic for the service station. Where the service station is providing fuel to vehicles, there is a high risk of fire and explosion due to the flammable nature of the fuels. In view of this, the tunnel structure is provided with a weakened flooring area which enables any explosion to be absorbed and contained.

Another advantage of the tunnel structure is illustrated in Figure 9. Here it can be seen that the tunnel structure of the service station has an increased height. This extra height of the walls enables advertising areas to be provided along the walls above the delivery stations. The advertising can be continuous and provided on both sidewalls of the tunnel. Furthermore, due the time the driver spends within the enclosed space, this represents a high-value prime advertising space.

Timing Considerations Figures 21a and 21 b respectively show flow diagrams illustrating processes that are carried out at a conventional service station, and a vehicle service station associated with embodiments of the present invention. The processes that need to be carried out at a conventional service station are shown in Figure 21 a. Here it can be seen that these different processes are effectively carried out sequentially. This leads to an average estimated processing time of around 8 minutes. Conversely, using the embodiment of the present invention described above, the same number of processes can be carried out but in a far shortened time, of around three minutes. This is simply because the processes are handled in parallel by the systems of the service station.

Having described the present invention with reference to several specific embodiments, it is to be appreciated that the present embodiments are not limiting and that various modifications and adaptations that the skilled person will be aware of are encompassed herein with reference to the spirit and scope of the present invention as set forth in the appended claims.

Claims

Claims 1. A traffic guidance system for a vehicle service station arranged to control a flow of vehicles along a vehicle pathway within the vehicle service station.
2. The traffic guidance system of claim 1, comprising a vehicle detection system for detecting the location of vehicles relative to the vehicle service station and in response determining an optimal way to route vehicles through the vehicle service station.
3. The traffic guidance system of claim I or claim 2, wherein the vehicle pathway extends between a vehicle entry point and a vehicle exit point, said vehicle pathway facilitating routing of a vehicle to one of a plurality of delivery stations disposed along the vehicle pathway.
4. The traffic guidance system of claim 3, arranged to control the flow of vehicles by determining the operational state of each of the delivery stations and in response thereto operating guiding means for guiding each vehicle to a delivery station being in a vacant operational state.
5. The traffic guidance system of any preceding claim, comprising barriers having a resilient portion arranged to absorb the impact of a vehicle colliding with said barriers.
6. The traffic guidance system of any preceding claim, comprising barriers that are controllably operable via the traffic guidance system to control access along the vehicle pathway.
7. The traffic guidance system of claim 6, wherein the barriers are controllably inflatable to control access relative to the vehicle pathway, the barriers being inflatable to a first position, at which access beyond the barrier is denied to a vehicle and deflatable to a second position, at which vehicle access beyond the barrier is permitted.
8. The traffic guidance system of any of claims 2 to 8, wherein the vehicle detection system is arranged to determine the servicing requirements of vehicles, for example, the type of fuel received by a vehicle.
9. The traffic guidance system of claim 8, wherein the vehicle detection system is arranged to determine the servicing requirements of a vehicle by detecting the registration number of that vehicle, and using the detected registration number to query a servicing requirements database.
10. The traffic guidance system of claim 8 or claim 9, wherein the vehicle detection system is arranged to estimate the physical space within a vehicle, said estimation being used to determine the quantity of goods that are receivable by the vehicle, said estimation of the physical space within the vehicle being determined by processing images of the vehicle.
11. The traffic guidance system of any preceding claim, comprising a driver feedback system.
12. The traffic guidance system of claim 11, wherein the driver feedback system comprises a timer to indicate when a delivery station will become vacant.
13. The traffic guidance system of claim 11 or claim 12, wherein the driver feedback system comprises a dynamic display for providing visual feedback, the dynamic display being mounted on a barrier so as to provide feedback to a driver about how to control a vehicle relative to the barrier before, during and/or after the barrier has been controlled to permit and/or deny access to a vehicle.
14. The traffic guidance system of any preceding claim, wherein the vehicle pathway comprises a waiting region and a delivery region, the waiting region being disposed on the vehicle pathway adjacent the vehicle entry point and the delivery region being disposed on the vehicle pathway adjacent the vehicle exit point, and the traffic guidance system controlling traffic flow between the waiting region and the delivery region.
15. A vehicle service station comprising a traffic guidance system according to any preceding claim.
16. A method of controlling the flow of vehicles along a vehicle pathway within a vehicle service station, the method comprising: detecting the location of vehicles relative to the vehicle service station; and determining an optimal way to route vehicles through the vehicle service station.