GB2566348A

GB2566348A - Vehicle speed control system

Info

Publication number: GB2566348A
Application number: GB1809125.6A
Authority: GB
Inventors: Stephen Mitchell John
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-09-08
Filing date: 2017-09-08
Publication date: 2019-03-13
Also published as: GB201714455D0; GB2567802B; GB201809127D0; GB201809125D0; GB2567802A

Abstract

A vehicle speed control system for efficient overtaking, particularly for slow vehicles e.g. lorries, HGVs etc., attempting to pass other slow vehicles. It includes a vehicle location tracking device e.g. GPS 13, a vehicle speed calculator for calculating the vehicle speed based upon data obtained from the tracking device, a vehicle speed controller 14 for limiting the achievable speed of the vehicle to a standard maximum speed, and a speed adjuster 12 for permitting the standard maximum speed to be exceeded to facilitate overtaking. The system further includes a hard-wired speed limit if no location signal is available. The speed adjuster may boost the speed of the vehicle or override or cancel the speed limiting. The location tracking device may obtain data from a SMART motorway system. Cameras may be used to determine if the standard maximum speed can be exceeded. There may be a predetermined maximum time period in which the standard maximum speed can be exceeded.

Description

Vehicle speed control system

The invention is directed to a vehicle speed control system and, in particular, a system which can be used to allow a vehicle to exceed a standard maximum speed to permit more efficient overtaking.

Congestion, especially on all major multi-lane roads such as motorways, autoroutes, freeways and other main trunk roads, is increasing. Much of this congestion comes from vehicles travelling at similar, but slightly different, speeds leading to a high number of overtaking manoeuvres being required. Where the speed differential is only minimal, such overtaking manoeuvres take a long time, leading to faster vehicles behind being delayed.

The issue is common when a first slow (relative to the permitted road speed) vehicle is attempting to pass a second slow vehicle. Often lorries, HGVs, or other larger vehicles such as vans, minibuses, coaches and the like are speed regulated to restrict their maximum speed, for example to something of the order of 97 kph (60 m.p.h) in the UK. Were they all to travel at exactly the same speed as a result of this legal limit, there would be very little overtaking and hence much reduced congestion, thus any queuing for cars attempting to make their way along such roads would generally be very much less.

However, although the vehicles may have a common maximum speed, the setting arrangements can deliver a noticeable small difference in the rate at which they travel along the roads. Such vagaries can occur for numerous reasons including:

a) a small difference in the setting of maximum engine r.p.m.

b) the variation from one vehicle of a particular make/model as to how a particular r.p.m. setting translates into a given road speed.

c) how the tread depth - hence circumference-of a properly inflated tyre of the drive wheels causes difference in road speed for a given engine r.p.m.

d) differences in drive wheel tyre temperature and tyre inflation pressures may cause a variation of maximum speed of the vehicle even when it has the same engine r.p.m.

e) a gradual deterioration of performance/efficiency between servicing of the vehicle or just its age.

These, together with the large numbers of vehicle on the roads, especially HGVs, leads to a high number of overtaking manoeuvres.

If it is assumed that a vehicle’s speed restriction is converted into a maximum number of engine revolutions per minute, this value for each different model of engine may well then be a standard figure conversion from 97 kph (60 m.p.h.) Even if all such lorries could be adjusted at some given time to have exactly the same maximum speed, whatever this turns out to be in engine revs per minute, small changes in the depth of tyre tread, or a change in tyre pressure may well cause some small difference in the speed along the carriageway, owing to a change in outer radius of the drive tyres. While there are such minor differences in carriageway speed between these HGV, overtaking will continue to occur. This proposal may have the effect of reducing the problems which such overtaking generates.

If a series of HGV’s, each of length 16.0 metres, are travelling along a motorway closely behind one another, let us say with a gap of 4.0 metres between the nose of one and the tail-end of the next in front, the distance to be gained over the lorry being overtaken by the one doing the overtaking before it can move back into the nearside lane will be 40.0m. With a relative distance gained of just 20m its cab is now level with the front of the one which was leading. It will be a further 20m before it can move back in and provide a gap of 4.0m once again between them. In fact it is more than likely that the distance to be gained is more than this. If the relative speed of the one vehicle with respect to the other is 1.0 m.p.h. (0.444 m/s) this will take roughly 90 seconds to overtake just one lorry.

Such slow over taking manoeuvres themselves also lead to congestion as the effect of the front few cars of a stream of faster vehicles being forced to slow down, for example due to an unexpected slow overtaking move, is well known. Particularly slowing down below a critical speed when reacting to such an event, a driver would force the car behind to slow down further and the next car back to reduce its speed further still. The result of this is that several miles back, cars would finally grind to a halt, with drivers oblivious to the reason for their delay. The traffic jam moves backwards through the traffic creating a so-called ‘backward travelling wave’, which drivers may encounter many miles upstream, several minutes after it was triggered. The main issue is around the smoothness of traffic flow. Heavy traffic will not automatically lead to congestion but can be smooth-flowing. The problem is the inherent time-delay in drivers’ reactions, which lead to drivers braking more heavily than would have been necessary had they identified and reacted to a problem ahead a second earlier.

If the relative speed between such vehicles can be legally increased to 8kph (5.0 m.p.h.) the time taken to overtake reduces to about 18 seconds, assuming that the lorry doing the overtake can quickly achieve this speed as it begins the manoeuvre, or build up this difference a short while in advance of it.

The aim is to reduce congestion by one or more of: providing a more accurate upper speed limit for a speed controlled vehicle thereby reducing overtaking manoeuvres and by permitting a speed limited vehicle to perform an overtaking manoeuvre in a much reduced time period, and thus to be using a space in an outer lane of a major trunk road for as little time as possible and hence reduce the present constraints to the passage of lighter vehicles in the outer lanes.

Thus, the present invention provides a vehicle speed control system comprising a vehicle location tracking device, a vehicle speed calculator for calculating the vehicle speed based upon data obtained from the tracking device; a vehicle speed controller for limiting an achievable speed of the vehicle to a standard maximum speed; and a speed adjuster for permitting the standard maximum speed to be exceeded to facilitate overtaking and further comprising a hard-wired speed limit for use if no location signal available.

By determining the actual moving speed of the vehicle based on location information such as GPS data, which can be accurate to as little as 1 to 2 metres, a series of vehicles in a line will require fewer overtaking manoeuvres. Additionally, the system provides a simple mechanism to permit a vehicle which is speed limited, but moving only slightly faster than a vehicle ahead, to increase its speed to overtake that vehicle.

Such a system will reduce the congestion on the roads, reduce the money required to improve road communications, and will allow current roads systems to carry higher traffic volumes, thereby increasing efficiency and minimising the need to build additional roads.

Whilst the system is primarily directed to driven vehicles, i.e. those directly operated by a person sitting within the vehicle, the system could equally be applicable to driverless vehicles. Those driverless vehicles could be independently controlled, or could be part of a “convoy” of vehicle where at least the lead vehicles is driven directly, and the others “follow” the lead vehicle. Any refence to “driver” means not only a person sitting within the vehicle operating the various controls, but also any “remote” driving carried out by a computer or other tracking and sensing devices.

The speed adjuster may be a temporary speed boost controller for permitting the standard maximum speed to be exceeded. The speed adjuster may suspend the limiting of the standard maximum speed. The speed adjuster may override the vehicle speed controller. The speed adjuster may have a time limiter to provide a predetermined maximum time period in which the standard maximum speed can be exceeded.

The vehicle location tracking device may include a GPS tracking device. Additionally or alternatively, the vehicle location tracking device may obtain location data from one or more SMART motorway systems. The SMART motorway system may include one or more roadside locators emitting location data.

The temporary speed boost controller may permit the standard maximum speed to be exceeded only if one of more conditions are met. The conditions may include one or more of distance from vehicle ahead, speed of vehicle ahead, time of day, road conditions, weather, driver experience, driver appraisal, or previous motoring offences.

The system may include one or more cameras. Data from the camera may be used by the temporary speed boost controller to determine if the standard maximum speed can be exceeded.

The system may also include a maximum permitted speed receiver for receiving data about the standard maximum speed and adjusting the standard maximum speed accordingly. The maximum permitted speed data may be received via GPS data. In the event that no location data is available, the maximum permitted speed may be dependent upon the last received location data. Maximum permitted speed data may be received from a SMART motorway system. The maximum permitted speed data may be adjusted based on one or more of time of day, road conditions, weather, driver experience, driver appraisal, previous motoring offences.

A data recorder may be provided for recording information about a temporary speed boost time period for subsequent analysis. The data recorder may record and/or store data concerning one or more of speed, location of vehicle, overtaking events, camera data, distance from other vehicles, suspension of or loss of location tracking signals

A distance sensor may be provided for determining the distance to a vehicle ahead.

An operator display unit may be included for providing information to an operator concerning any possible overtaking opportunity.

The hard-wired speed limit may be higher than national limit for the vehicle type.

The system may be for use with a remotely controlled vehicle. The system may be for use with a driverless vehicle. The system may be for use with a convoy of one or more vehicles.

For a given section of highway, the standard maximum speed limit is controlled by reference to a speed measurement determined from location data. This speed can then then be consistent for all vehicles of a given class.

Such a system could provide a further advantage in that individual sections of highway may have different “standard maximum speed limits”. This would be beneficial with regard to sections of roadworks or built up areas, where lower speeds would be regarded as appropriate, or when road conditions change owing to fog or freezing weather. Such speeds could be imposed directly to a vehicle as it enters the location, by virtue of the location data received.

The speed adjuster is typically operated by the operator of the vehicle. However, such a driver operated mechanism could be misused by a driver wishing to complete his journey against the clock. A check system is preferably provided to guard against such an eventuality. The check system would typically entail the monitoring of certain data such as speed, number of speed adjuster manoeuvres, and the sensing or imaging of vehicles ahead during any speed adjuster manoeuvre, the time at which each operation of the mechanism occurs, or a record of a cab road view camera (plus any additional worthwhile data from inside the vehicle) to check there were real obstacles in the ‘slow’ lane around which it was sensible to pass. It may also be possible to include a limit to the number of speed adjuster manoeuvres that were permitted in any given time or distance, again to reduce the misuse of the system by a driver.

When the speed adjuster system is activated, the speed may only be permitted to rise to a pre-set maximum. This maximum may be determined by r.p.m. count set for each individual vehicle as at present, or may be the national speed limit for a given road, or may be a certain percentage (e.g. 10%) or absolute value (e.g.8kph (5 mph)) over the standard maximum speed. This will stop vehicles attaining much higher speeds than would normally be sanctioned on that style of highway.

If the vehicle were to enter into a long tunnel or other area in which the location data became unavailable, it is preferable that a default maximum speed becomes effective. The default maximum speed may be set at the standard maximum speed or to the national speed limit of the road from the last known location data.

The system is preferably retrofittable to existing vehicles and should be possible on present day HGVs and other similar vehicles. If this is not possible, it is possible to arrange for all nonfitted vehicles to have a speed setting which could be nominated by a government body or other motoring organisation and a fixed predetermined setting be made along the lines employed at present.

The present invention will now be described with reference to the accompanying drawings, in which:

Figure 1 is a basic implementation of a vehicle speed control system of the present invention; Figure 2 is a further implementation of a vehicle speed control system with additional functionality including a speed adjuster; and

Figure 3 is a further implementation of a vehicle speed control system with additional functionality including a speed adjuster.

Figure 1 illustrates a system 10 having a vehicle speed controller 11 (electronic throttle control unit), a speed adjuster 12, a location data receiver 13 (GPS or other suitable receiver), and a setting unit 14 for setting the absolute maximum speed of the vehicle.

The vehicle speed controller 11 is typically an electronic control unit fitted in the engine or connected to the engine to allow the speed of the vehicle to be controlled, often by controlling the amount of actuation of the throttle that is permitted. As engines become more and more computerised, the throttle may be an entirely electronic throttle. The vehicle speed controller receives a data signal from the location data receiver 13, which is typically some form of GPS device. The location data receiver 13 may obtain data from GPS satellites, or may obtain data from road side systems built into so called SMART motorways. The location data is used to determine the standard maximum speed of the vehicle for the given road type, so can vary as the vehicle moves from a more major to a more minor road (or vice versa). Additional information may also be used to determine the standard maximum speed, such as weather, time of day, vehicle load, driver ability or the like. Such information may be obtained via the location data stream, by a wireless signal transmitted to the vehicle or may be hard coded into the system. In this example, the location data is fed into a location/speed activator 15 which converts the location data into a standard maximum speed for the vehicle. A control signal is then fed to the vehicle speed controller 11 to ensure that the vehicle cannot exceed that standard maximum speed, unless the speed adjuster is activated as discussed below.

The speed adjuster 12 acts to allow the electronic throttle control unit to operate such that the vehicle can exceed the standard maximum speed to facilitate overtaking. The speed adjuster is typically operated by the driver directly, for example by actuating a button or lever within the vehicle. The speed adjuster may provide for the vehicle to have a speed increase for limited amount of time sufficient to complete an overtaking manoeuvre, or it may be unlimited. It is preferred that the speed increase permitted is only for a limited amount of time, so as to prevent continual “overspeeding”, although it is undesirable for the speed to be reduced back to the standard maximum speed if the overtaking manoeuvre is not complete. Misuse of the speed adjuster can be monitored, as described in later Figures. Information can be recorded about the duration and frequency of the use of the speed adjuster and this can be fed to various bodies such as owners of the vehicle, employers of the driver, or vehicle insurance companies. In the case of an “unlimited” duration, one or more other information recording devices will be required so that misuse can be monitored

The setting unit 14 is not essential, but provides a basic level of safety to prevent the vehicle to which the system is fitted exceeding a predetermined maximum, typically the highest national speed limit in the country of use. Other mechanisms could also be used to provide the ultimate maximum permitted speed of the vehicle including, but not limited to, location data from the GPS or other location provider, the road type, the country of operation or weather conditions. Such an element is helpful when location data is not available, for example when a vehicle is passing through a tunnel or forest, where a GPS signal may not be easily obtained. It also acts as a failsafe should the location system cease to operate correctly. The functionality of the setting unit 14 may be incorporated directly into the vehicle speed controller.

The vehicle speed controller 11 is also fed by an input signal 16 from the driver. This is typically simply the driver’s input regarding how fast to make the vehicle travel. This would typically be related to the operation of the throttle or accelerator. An alternative would be where the vehicle was being remotely controlled, either within a convoy of vehicle or in a standalone “driverless” mode, where control is either provided by way of remote wireless signals to the vehicle or by way of electronic control singals generated within the vehicle or hard coded into the vehicle.

In one example of the invention, there may be a button/control switch, which a driver can operate to permit the maximum speed to rise temporarily by 8kph (5.0 m.p.h.) (or any figure considered to be optimum for safety versus time spent in the overtaking lane) and to permit a suitable time to elapse before the onboard speed limiting circuitry resumes its normal function/value. This control would over-ride the standard electronic throttle control unit 11 and raise the maximum permitted speed of the vehicle for a given period.

However, this system might be misused by some drivers by operating this switch continuously, hence the average speed of their journey might be artificially high and by a substantial degree. A checking system 20 as shown in Figure 2 can be utilised, connected in this example such that a CPU 21 receives data from both the speed adjuster 12 and the speed controller 11, and would help to reduce the likelihood of such misuse. The checking system 20 incorporates a visual record (recorded digitally in a similar fashion to CCTV data storage) by a dashboard camera 22 to show that genuine overtaking is occurring, how often and for how long this circuit is operated. A clear record is preferably to be displayed in the driver’s cab on a display device

23. It is vital that a clear statement of explanation of the unit and the consequences of misuse leading to criminal/driving offences of such misuse should ensure compliance should be known by all concerned, as well as the aim of the scheme. A clock 26 is also provided to allow time based information to be recorded such as duration and frequency of use of the speed adjuster 12.

Storage of digital data in a storage device 24, protected from intervention by drivers and by transport companies, which can be read via appropriate read out systems 25 by both vehicle owners/employers and police or other traffic or vehicle monitoring bodies may reduce the risk of such behaviour. Proper support from motorway/trunk route mobile police units should have a further deterrent effect upon such misuse.

Figure 3 shows a yet more enhanced system yet but keeps the important elements of Figures 1 and 2. The extensions to the basic circuitry which have been shown on Figure 2 include a position, time and/or speed recorder 31 for holding position, time and/or speed data of all journeys. This helps to manage the driver of the vehicle and ensure correct usage of the system and in particular to check for overuse of the speed adjuster 12.

A sonic distance measuring circuit 32, or other distance measuring device, may be included to ensure that vehicles do not get too close to vehicles in front when in the same lane of traffic. Whilst one or more distance sensors may be used, the system may obtain distance data from a SMART motorway system.

A driver operated cruise control circuit 33 may be used to ensure that the vehicle does not breach speed limits lower that that expected for the given road e.g. roadworks 80kph (50 m.p.h.) sections, or 64/48kph (40/30 m.p.h.) road sections near big towns/cities. This gives the driver the ability to check for temporary reduced speed road sections, information about which had not been hardcoded into the system previously and which cannot be, or has not been, provided to the vehicle by way of the location data or other data streams which the system might receive. For example, although not shown, the present invention may receive controlling signals regarding temporary speed restrictions remotely, via either wi-fi, radio or other wireless systems.

Where “smart speed control sections” are employed on motorways, with variable speed limits owing to works or other congestion scenarios, these signals may be picked up by an appropriate data receiver 34 and be passed into the speed controller 11 unit automatically. A reduced maximum speed for all vehicles of a given vehicle type could be generated without 10 drivers having to set any controls.

Any driver responses to be monitored, including inboard camera systems to check use of mobile ‘phones or texting (including using ‘in cab CCTV’) could be recorded throughout any journey by a driver monitoring system 35 which may include cameras or other sensors.

Claims

1. A vehicle speed control system comprising:

a vehicle location tracking device;

a vehicle speed calculator for calculating the vehicle speed based upon data obtained from the tracking device;

a vehicle speed controller for limiting an achievable speed of the vehicle to a standard maximum speed; and a speed adjuster for permitting the standard maximum speed to be exceeded to facilitate overtaking, and further comprising a hard-wired speed limit for use if no location signal available.

2. A system according to claim 1, wherein the speed adjuster is a temporary speed boost controller for permitting the standard maximum speed to be exceeded.

3. A system according to claim 1 or claim 2, wherein the speed adjuster suspends the limiting of the standard maximum speed.

4. A system according to any one of claims 1 to 3, wherein the speed adjuster overrides the vehicle speed controller.

5. A system according to any one of the preceding claims, wherein the speed adjuster has a time limiter to provide a predetermined maximum time period in which the standard maximum speed can be exceeded.

6. A system according to any one of the preceding claims, wherein the vehicle location tracking device includes a GPS tracking device.

7. A system according to any one of the preceding claims, wherein the vehicle location tracking device obtains location data from one or more SMART motorway systems.

8. A system according to claim 7, wherein the SMART motorway system includes one or more roadside locators emitting location data.

9. A system according to any of the preceding claims, wherein the temporary speed boost controller permits the standard maximum speed to be exceeded only if one of more conditions are met.

10. A system according to claim 9, wherein the conditions include one or more of distance from vehicle ahead, speed of vehicle ahead, time of day, road conditions, weather, driver experience, driver appraisal, previous motoring offences.

11. A system according to any of the preceding claims, further comprising one or more cameras.

12. A system according to claim 11, wherein data from the camera is used by the temporary speed boost controller to determine if the standard maximum speed can be exceeded.

13. A system according to any of the preceding claims, further comprising a maximum permitted speed receiver for receiving data about the standard maximum speed and adjusting the standard maximum speed accordingly.

14. A system according to claim 13, wherein maximum permitted speed data is received via GPS data.

15. A system according to any of the preceding claims, wherein, in the event that no location data is available, the maximum permitted speed is dependent upon the last received location data.

16. A system according to any of claims 13 to 15, wherein maximum permitted speed data is received from a SMART motorway system.

17. A system according to any of claims 13 to 16, wherein the maximum permitted speed data is adjusted based on one or more of time of day, road conditions, weather, driver experience, driver appraisal, previous motoring offences.

18. A system according to any of the preceding claims, further comprising a data recorder for recording information about a temporary speed boost time period for subsequent analysis.

19. A system according to claim 18, wherein the data recorder records and/or stores data concerning one or more of speed, location of vehicle, overtaking events, camera data, distance from other vehicles, suspension of or loss of location tracking signals.

20. A system according to any of the preceding claims, further comprising a distance sensor for determining the distance to a vehicle ahead.

21. A system according to any of the preceding claims, further comprising an operator display unit for providing information to an operator concerning any possible overtaking opportunity.

22. A system according to any of the preceding claims, wherein the hard-wired speed limit is higher than national limit for the vehicle type.

23. A system according to any one of the preceding claims, wherein the system is for use with a remotely controlled vehicle.

24. A system according to any one of the preceding claims, wherein the system is for use with a driverless vehicle.

25. A system according to any one of the preceding claims, wherein the system is for use with a convoy of one or more vehicles.