WO2006079165A1

WO2006079165A1 - Proximity warning system

Info

Publication number: WO2006079165A1
Application number: PCT/AU2006/000083
Authority: WO
Inventors: Martin Wayne Paterson; Bruce Keith NEAL
Original assignee: Alert Systems Pty Ltd
Priority date: 2005-01-25
Filing date: 2006-01-25
Publication date: 2006-08-03

Abstract

A proximity detection system for proximity detection of at least one other relatively moving object with respect to a first object. The system comprises a GPS device associated with each object to determine its geographical location. A transmitter is associated with each object for transmitting the geographical location data of each object. A receiver is associated with at least the first object for receiving the geographical location data of each other object. A computational device is provided for determining a zone of greater geographical extent than the first object based on its geographical location data, and for analysing the geographical location data of each other object to determine whether any of the other objects are located in the first object's zone. An alert device is provided for receiving a signal from the computational device and alerting the first object when any of the other objects are located in its zone.

Description

PROXIMITY WARNING SYSTEM

TECHNICAL FIELD

A system for detecting the proximity of vehicles or other objects to a subject object (eg. vehicle) in an unconstrained (eg. off road) environment using a combination of global positioning system (GPS) data and emf, in particular radio frequency (RP), communications is disclosed.

BACKGROUND ART Systems for detecting and avoiding collisions between vehicles, aircraft or ships (generically "vehicles") based on their position as determined using a GPS receiver, and transmitting this data to other vehicles, are known. Such systems, as eg. evidenced in US Patents 5,983,161 and 5,325,302, typically comprise:

• RF Transmission by each vehicle of its position as determined using a GPS system;

• Trajectory analysis undertaken by computing devices in the receiving vehicle or, in some instances, by a remote controlling station, providing predicted future trajectories of both the transmitting and receiving vehicles;

• A collision detection analysis undertaken in respect to these trajectories (eg. by a system computer);

• Warnings (either or both of audio and visual) that are issued to the vehicle operators of any impending collision.

Australian Patent 754414 discloses a GPS-based collision avoidance system for vehicles to prevent collision with trains. The train is passive, its path is constrained and it does not monitor collision likelihood. The system also does not calculate whether an object is within an "area of protection" of the vehicle, but rather whether coordinates of a train crossing are within a geographical area around the vehicle's geographical location which could lead to a collision.

Similarly, US 5,872,526 discloses a GPS-based collision avoidance system. However, in this system a so-called "threat sphere" is defined around each of two planes. Again, the system makes a complex calculation of trajectory and collision likelihood once the threat spheres overlap.

Again, US 2002/0138200 discloses a GPS-based collision avoidance system for air and water craft, and postulates imaginary "protective envelopes" around each craft. Again, the system still requires the complex calculation of trajectory and collision likelihood, and may do this once a craft comes within a certain distance (equating with the protective envelope) of another craft. Thus, this system is in effect no different to the known systems of US 5,983,161 and 5,325,302.

Thus, none of these systems are concerned as such with simple proximity determination, but rather are based on positively calculating trajectories for collision avoidance. This requires increased system sophistication which increases software and hardware complexity and cost.

It is to be understood that a reference herein to a prior art document does not constitute an admission that the document forms a part of the common general knowledge in the art in any country

SUMMARY OF THIS DISCLOSURE

In a first aspect a proximity detection system is provided for proximity detection of at least one other relatively moving object with respect to a first object, the system comprising: - a GPS device associated with each object to determine as data its geographical location;

- a transmitter associated with each object for transmitting the geographical location data of each object;

- a receiver associated with at least the first object, for receiving the geographical location data of each other obj ect;

- a computational device for determining for at least the first object a zone of greater geographical extent than the first object based on its geographical location data, and for analysing the geographical location data of each other object to determine whether any of the other objects are located in the first object's zone; and - an alert device for receiving a signal from the computational device and alerting the first object when any of the other objects are located in its zone.

The terminology "relatively moving object" embraces the situation where there is more than one moving object. It also embraces a situation where the first object is fixed and at least one of the other object(s) is moving, or where the first object is moving and at least one of the other object(s) is fixed.

The present system for proximity detection can employ simple components and does not require complex software and hardware, as it is not concerned with predicting object (eg. vehicle) trajectories or collisions, but only with determining object proximity (ie. it alerts once a zone has been entered). Its simplicity enables all components to be used on each moving object (and selected stationary objects), so that each such object becomes self-sufficient (or a "system within itself). For example, each moving object (and selected stationary objects) can comprise its own receiver for receiving the geographical location data of each other object, and its own simple computational device for determining a respective zone based on received geographical location data. The computational device can then analyse the geographical location data of each other object to determine whether any of the other objects are located in its zone. Each moving object (and selected stationary objects) may further comprise its own alert device to alert that object (eg. and especially alert any human users or occupants associated therewith) when any other object is located in its zone. Where an object is stationary, there is the option of not providing a receiver, computational device and alert device with that object, but simply a GPS device and a transmitter, thus further simplifying the system. However, if the stationary object houses a human user (eg. a building) then there is the option of also providing those components. Further, the computational device can comprise a simple CPU mounted within the object to receive as an input (via the object's receiver) geographical location data from the transmitter of each other object. Software on the CPU can then include an algorithm for simply determining the relative location of each other object to the CPU's object, calculating a respective zone for the CPU's object, and determining whether any other object is located in that zone.

In a usual application, each moving object is unconstrained in its extent of geographical movement. This may include off road applications such as in mining and civil construction. In such applications the moving objects may comprise vehicles (such as trucks, cars or heavy machinery) which may alter speed and direction suddenly, quickly or in an unpredictable fashion. In prior art systems, to effectively track and predict the path of a number of vehicles moving in a random manner, significant computing power and very fast update times have been required in respect of the data. This is generally expensive, and may be inappropriate in remote locations or in rugged or dirty/dusty environments. The simplicity of the present system, however, is suited to such locations and environments, as each moving vehicle can comprise its own self- contained system.

In one form the alert device alerts a respective object by visual and/or audible alert signal(s). These are the most reliable ways of alerting eg. a human operator associated with the object. The alert signal(s) may vary depending on the location of another object in the zone of the respective object. For example, the frequency and/or intensity of the alert signal(s) can increase when the other object moves relatively closer to the respective object whilst in its zone. In one form, the visual alert signal can be provided by visual signal-generating devices (eg. lights) situated in the periphery of the field of vision of the human operator associated with the object. For example, when the object is a vehicle, lights may be located either above, below and/or to the left or right of a forward windscreen. This allows the operator to continue to effectively control the vehicle whilst receiving the visual signals.

The visual signal-generating devices may comprise three units or clusters of units (eg. one to the left, one to the right, and one centrally located in the field of vision of the human operator). The units can be colour-coded to emit standard colours for ease of reference. Optimally a standard navigation colour coding of red for left (port), green for right (starboard) and white for the central unit can be used for object detection within the zone of the given object.

Each unit may also indicate the relative direction of another object within the zone of the object. For example, the left unit can be activated when an object is to the left of the subject object, and the right unit can be activated when an object is to the right. The central unit can be activated when an object is located to the front or rear of the subject object (eg. relative to a direction a vehicle is travelling). Alternatively, the units may indicate defined sectors and may use a combination of units and/or flashing to indicate either more precise object directions or the existence of multiple objects. For example, the central unit can have a 360° clock-like configuration, to readily and clearly visually indicate a direction of approach (ie. assuming the subject object is represented by the centre of the clock).

A collision zone can additionally be defined within the zone, and the frequency and/or intensity of the alert signal(s) can increase when an object moves relatively into the collision zone of the subject object.

In one form, additional object data may be transmitted by the or each other object to provide for predictive data analysis, and to enhance proximity detection of the given object to the other object. For moving objects, the additional object data may include speed and/or direction data. The additional object data can also be received and processed by the computational device, and the results of data processing can then be communicated via the alert device of each respective object. The data processing results transmitted can include a signal that represents that two or more objects are on a collision path and/or have a high likelihood of collision.

In one form, for each moving object the transmitter and receiver are embodied as one in a transceiver associated with each such object. Each transceiver can also be coupled to its respective GPS device and can act therewith in the determination of geographical location data. In other words, the transceiver can provide GPS and position communication functions simultaneously. Optimally each transceiver is an antenna mounted to its respective object. This simplifies system configuration, reduces cost, and minimises the number of rugged, tough components that need to be fabricated.

In one form each transmitter transmits a signal including identification information for its respective object. This enables the computational device to identify the type of object, and communicate this information as desired.

In a usual form each transmitter and receiver transmits and receives radio signals, for system simplicity although other emf signals may be employed (eg. microwave or infrared). In one usual form the first and other objects are each a vehicle. In an alternative form the objects can comprise various combinations of vehicles with persons and/or static structures.

In a second aspect a method for detecting the proximity of at least one other relatively moving object with respect to a first object, the method comprising the steps of:

- determining the geographical location of each object;

- transmitting the geographical location of each other object;

- receiving at the first object the geographical location of each other object;

- determining for the first object a zone of greater geographical extent than the first object based on its geographical location;

- analysing the geographical location of each other object to determine whether any of the other objects are located in the first object's zone; and

- alerting the first object when any of the other objects are located in its zone

The method of the second aspect can make use of relevant components of the system of the first aspect for each of its respective steps.

DESCRIPTION OF DRAWINGS

An exemplary system in accordance with the Summary will be better understood from the following non-limiting Description, to be read in conjunction with: Figure 1 , which schematically and non-limitingly depicts a specific system embodiment of the present disclosure; and

Figure 2, which schematically and non-limitingly depicts specific system apparatus of the present disclosure.

DESCRIPTION OF SPECIFIC EMBODIMENTS

The system embodiment of the present disclosure has been fabricated to provide a different approach to prior art systems. It does not seek to positively identify potential collisions. Rather, it alerts eg. a vehicle operator to the presence of other vehicle(s)/object(s) that may potentially collide with the operator's vehicle and thus allows or empowers the operator to take the appropriate action.

The system embodiment of the present disclosure differs from prior art systems in that it does this by determining whether a vehicle is in a defined zone in which a potential collision may occur. In other words, it is a proximity-oriented system, as opposed to a collision prevention system of the prior art. In the present system embodiment collision prevention is in the hand of the operator (ie. once a certain proximity has been indicated). Because of this, the system can be fabricated from less costly, and more robust and reliable (eg. simpler) components.

More particularly, when applied to vehicles, the system embodiment of the present disclosure defines a "zone of interest" or "warning zone" around each vehicle. This zone of interest is typically a geometrical area, the area typically extending in all directions from each vehicle (eg. as a circle or ellipse - as shown in Figure 1). The zone may be of any geometrical shape (including irregular shapes) as determined eg. by the operator and/or by the system (eg. a programmer). It may also vary from vehicle to vehicle and from time to time. Furthermore, a "collision zone" may be defined within this zone (as shown in Figure 1) in which there is a high or dangerous likelihood of collision, and in which system alerts are intensified. In one typical form, the GPS data received from a transmitting vehicle is analysed and the relative position of the transmitting vehicle to a receiving vehicle is determined. In Figure 1 the receiving vehicle is the truck located at the centre of the circle of the Imminent Collision Range zone. Also, in Figure 1 the transmitting vehicle is the truck located on the perimeter of the Initial Warning Range zone circle. Transmission between the vehicles is typically via coded (eg. proprietary) radio signals, to eliminate and differentiate noise and other signal interference.

If the relative position of the transmitting vehicle places it within the zone of interest of the receiving vehicle, audible and/or visual alerts are issued to the operator of the receiving vehicle. The nature and frequency of these alerts may vary depending on the position of the transmitting vehicle within the zone of interest (eg. increasing or changing when the transmitting vehicle is located in the collision zone).

As an option, additional vehicle data, such as speed and direction data, may also be received and processed by the receiving vehicle to provide a predictive capacity to the system, and to enhance the proximity detection process. This may be provided as an enhancement or upgrade feature to a basic system.

Apparatus for implementing the system is more particularly shown in Figure 2. As depicted, a receiving vehicle may house left and right visual display Peripherals, and a central clock-like visual Heads Up Display. These are typically located in relation to a vehicle's forward windscreen, within the peripheral view of a driver. In Figure 2, the right Peripheral, and the Heads Up Display are clearly and easily indicating an obstacle (eg. another vehicle) approaching the driver's vehicle from the forward right. The apparatus of Figure 2 further comprises a Speaker that is typically located in a vehicle cabin, in easy earshot of the driver, and that can issue pre-recorded or machine- generated audible messages (eg. "Warning - Vehicle To Your Right").

The apparatus of Figure 2 also comprises a Control Box which can be mounted on or under the vehicle dash, console etc, and which houses the system's CPU. The control Box is either in hard-wired or wireless communication with the left and right Peripherals, the Heads Up Display, the Speaker, and with an Aerial Box. The Aerial Box is typically externally mounted on a vehicle's cabin and acts as both receiver and transmitter for emf (eg. radio) communication with other objects, and for GPS positioning.

Example of a Vehicle To Vehicle (V2V) System of this Disclosure

A specific and non-limiting embodiment of the system was developed and labelled "V2V". V2V was developed as a proximity warning system employing a combination of GPS and coded radio signals to accurately locate machinery and warn operators of their proximity to other vehicles, buildings and other fixtures including equipment, light poles, posts, towers and other objects. The system was noted to readily lend itself to also being used with personnel operating away from vehicles (eg. a personal, self-contained system can be provided in a backpack, belt, harness, helmet etc for a human user). Again, a schematic of a V2V system example is depicted in Figure 1. The system employed a single, rugged, dual-purpose antenna that was mounted on or near a vehicle cab in a protected location. This antenna was used for both GPS reception and radio transmission/reception.

For vehicles, an in-cab unit was developed comprising four components - an under-dash CPU, a dash-mounted diode (LED) display, speakers mounted near the operator, and the antenna. Installations were able to be varied based on vehicle type.

Stationary units for fixed objects could comprise a GPS and antenna only (or comprised the four components where a human user was located with the stationary unit).

The LED display was dash mounted (eg. either above, below and/or left and right of the forward windscreen) and was designed so that it operated in the peripheral vision of the operator. This had two advantages over television-style display units. Firstly, the operator was not required to shift his field of vision to focus on a screen, thus distracting the operator at a time when concentration should be greatest. Secondly, it was demonstrated that the peripheral field of vision was much more sensitive to movement, ensuring that the warning was received by the operator.

The LED system was designed as a simple system of lights to ensure correct and immediate interpretation of a warning. A typical LED system comprised three light units or clusters of units, one to the left, one to the right, and one centrally located with respect to the dash. The units were colour-coded for ease of reference; red was employed for the left light unit (ie. port), green for the right (ie. starboard) and white for the central unit (ie. using a standard nautical navigation convention).

In operation, the system formed an intelligent radio net. Each unit used GPS to track its own position (and optionally direction and speed) and transmitted these via radio signal, together with customisable identification information, to all other units within range. The received information was input to the CPU which was then able to identify a given object type and communicate this information via the alert (eg. via an electronic voice via the speakers (eg. [beep noise] - "dump truck approaching from forward left") as necessary. The system also continuously monitored the broadcasts of other units and tracked their position (and optionally direction and speed).

Each unit was able to monitor between 1 to 200 other units within a predetermined range. This range typically extended from a minimum distance of 5 metres to a maximum distance of 32kms (and distances in between). These ranges could be determined by the system, by the operators or by a safety regulator and would also depend upon the velocity of the different types of vehicles on a given site/application.

Where proximity (that may result in a collision) was identified between vehicles, the V2V system then warned the operator both audibly (eg. by an alarm noise) and by recorded voice, and also visually via the dash mounted diode display. In a first system enhancement, each light unit optionally indicated the relative direction of an object within the defined zone of the vehicle. The left unit was activated when an object was to the left of the subject vehicle, and the right unit was activated when an object was to the right. The central unit activated when an object was either to the front or rear relative to the direction the vehicle was travelling in. In the system enhancement, the light units were also able to indicate defined sectors (eg. the proximity zone had a certain intensity and rate of flash, which either immediately or progressively increased when or until the object moved into the collision zone). Combinations of signals from the light units and/or flashing were able to be used to indicate more precise locations and/or directions of other objects (especially vehicles) and to indicate the existence of multiple vehicles.

In an enhanced variation of the central unit, the central unit had the form of a 360° clock-like display configuration, with lighting in a given sector indicating a direction of vehicle approach, and with the subject object being represented by the centre of the clock.

In a further system enhancement, each mode of warning optionally provided the operator with additional information as to the direction of approach. Further, an audible warning optionally provided additional information such as speed and distance of an encroaching vehicle, and a time and/or probability for impact.

In another system enhancement, multiple staged calls were employed to provide escalated warnings where a collision looked more imminent. All warning ranges were customisable to suit the individual site and equipment requirements. Importantly, V2V did not attempt to automatically control the vehicle. It was noted that the operator was in the best position to determine the most appropriate and safest response to a potential collision. Automatic control systems were noted to be inherently dangerous because they cannot predict and accommodate all possible real- life circumstances. Typical industries in which the system was employable were mining, civil construction and agriculture. Safety is a major concern in open cut mines, and in large scale infrastructure construction (eg. roads, dams and the like), with large and small vehicles moving in multiple directions, often in a limited- visibility environment. A typical mine or civil project can have in the order of 100-150 vehicles, from large "haul packs", graders and loaders through to light service vehicles. Collisions between two or more vehicles in such applications can be extremely costly.

The present system was thus able to reduce the incidence of vehicle to vehicle and vehicle to structure collisions. Each system unit was able to monitor all other units through a distributed intelligent net and warn a given vehicle operator, both audibly and visually of any potential collisions. The system also has the potential to significantly reduce injuries and deaths resulting from such collisions, as well as the cost of damage to vehicles and infrastructure.

As stated above, visual alerts were typically provided by lights but other visual signal-generating elements or devices could be employed and situated in the periphery of the field of vision of the operator of the vehicle (eg. dials, direction letters etc).

Whilst radio signal transmission was typically employed because of its ready access, other forms of emf signal transmission were able to be used.

Disadvantages of Prior Systems The following issues were noted to affect the safety of known systems:

• External aerial arrays - considered necessary in the past because the location of other vehicles was determined by triangulation of radio signals. Because these arrays needed to be mounted at various points around the vehicle, they were subject to frequent damage, reducing the effectiveness of the system.

• Video display in a vehicle cabin - requires the operator to divert attention from the primary task of driving/controlling the vehicle. • Automatic vehicle slowing - not advisable because there may be situations where this is inappropriate and possibly dangerous in itself.

• Implementation costs of prior systems - significant, often exceeding tens of thousands of dollars per vehicle; ongoing costs also significant due to susceptibility to damage.

Advantages of V2V

V2V improved upon known systems by addressing the shortcomings listed above. In particular, V2V offered:

• The combination of advanced radio technology and GPS to allow a single robust aerial system to be used in place of the fragile arrays used on current systems;

• A simple but effective dash-mounted light system in place of a video display unit. This operated in the peripheral vision of the vehicle operator allowing the operator to continue to focus on driving the vehicle;

• Lower installation and operating costs because of system simplicity. • Components able to be built to military specifications for rugged operating conditions;

• The visual alerts allowed the operator to continue to effectively control a vehicle whilst receiving and responding to the visual signals.

Whilst specific embodiments of the system of the present disclosure have been described, it should be appreciated that the system may be embodied in many other forms.

In the claims which follow and in the preceding description, except where the context requires otherwise due to express language or necessary implication, "comprise" and variations such as "comprises" or "comprising" are used in an inclusive sense (i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features).

Claims

1. A proximity detection system for proximity detection of at least one other relatively moving object with respect to a first object, the system comprising:

- a GPS device associated with each object to determine as data its geographical location;

- a receiver associated with at least the first object, for receiving the geographical location data of each other object; - a computational device for determining for at least the first object a zone of greater geographical extent than the first object based on its geographical location data, and for analysing the geographical location data of each other object to determine whether any of the other objects are located in the first object's zone; and

- an alert device for receiving a signal from the computational device and alerting the first object when any of the other objects are located in its zone.

2. A system according to claim 1, wherein each moving object comprises:

- a receiver for receiving the geographical location data of each other object;

- a computational device for determining a respective zone based on the received geographical location data, and for analysing the geographical location data of each other object to determine whether any of the other objects are located in that moving object's zone; and

- an alert device for alerting that object when any other object is located in its zone.

3. A system according to claim 1 or 2, wherein the or each computational device comprises:

- a CPU mounted within the object to receive as an input (via the object's receiver) geographical location data from the transmitter of each other object; and

- software on the CPU including an algorithm for determining the relative location of each other object to the CPU's object, calculating a respective zone for the CPU's object, and determining whether any other object is located in that zone.

4. A system according to any one of the preceding claims, wherein each moving object is unconstrained in its extent of geographical movement.

5. A system according to any one of the preceding claims, wherein the alert device alerts its respective object by visual and/or audible alert signal(s).

6. A system according to claim 5, wherein the visual alert signal is provided by visual signal-generating devices situated in the periphery of the field of vision of a human operator associated with the object.

7. A system according to claim 6, wherein the visual signal-generating devices comprise three units located to the left, to the right, and centrally within the field of vision of the human operator.

8. A system according to claim 7, wherein the visual signal-generating devices units are colour-coded and emit a colour of red for left, green for right and white for central object detection within the zone of the respective object.

9. A system according to any one of claims 6 to 8, wherein the visual signal-generating devices are adapted to indicate one or more of:

- the relative direction of another object within the zone of the respective object;

- defined sectors with reference to the respective object;

- the existence and/or directions of multiple other objects with reference to the respective object.

10. A system according to any one of claims 5 to 9, wherein the alert signal(s) vary depending on the location of the other object(s) in the zone of the respective object.

11. A system according to claim 10, wherein the frequency and/or intensity of the alert signal(s) increase when the other object(s) move relatively closer to the respective object whilst in its zone.

12. A system according to claim 11 , wherein a collision zone is defined within the respective object's zone, and the frequency and/or intensity of the alert signal(s) increase when the other object(s) relatively move into the collision zone of the respective object.

13. A system according to any one of the preceding claims, wherein additional data is transmitted by each other object to enable predictive data analysis and thereby enhance proximity detection of each other object to at least the first object.

14. A system according to claim 13, wherein when each other object is a moving object, the additional data includes speed and/or direction data.

15. A system according to claim 13 or 14, wherein the additional data is received and processed by the computational device and, as necessary, the results of data processing are then sent to the alert device of at least the first object.

16. A system according to claim 15, wherein the data processing results sent to the alert device can include a signal that represents that the first and other object(s) are on a collision path and/or have a high likelihood of collision.

17. A system according to any one of the preceding claims, wherein for each moving object the transmitter and receiver are embodied as one in a transceiver associated with each such object.

18. A system according to claim 17, wherein each transceiver is also coupled to its respective GPS device and acts therewith in the determination of geographical location data.

19. A system according to claim 17 or 18, wherein each transceiver is an antenna mounted to its respective object.

20. A system according to any one of the preceding claims, wherein each transmitter transmits a signal including identification information for its respective object.

21. A system according to any one of the preceding claims, wherein each transmitter and receiver transmits and receives radio signals.

22. A system according to any one of the preceding claims, wherein the first and other objects are each a vehicle.

23. A system according to any one of claims 1 to 21, wherein the objects comprise various combinations of vehicles with persons and/or static structures.

24. A method for detecting the proximity of at least one other relatively moving object with respect to a first object, the method comprising the steps of:

- determining the geographical location of each object;

- transmitting the geographical location of each other object; - receiving at the first object the geographical location of each other object;

- alerting the first object when any of the other objects are located in its zone.

25. A method according to claim 24 that employs respective components of the system of any one of claims 1 to 23.