U.S. patent application number 15/653108 was filed with the patent office on 2017-11-02 for system for preempting the normal function of traffic signals.
This patent application is currently assigned to Collision Control Communications, Inc.. The applicant listed for this patent is Collision Control Communications, Inc.. Invention is credited to Dave Gross.
Application Number | 20170316687 15/653108 |
Document ID | / |
Family ID | 59559743 |
Filed Date | 2017-11-02 |
United States Patent
Application |
20170316687 |
Kind Code |
A1 |
Gross; Dave |
November 2, 2017 |
SYSTEM FOR PREEMPTING THE NORMAL FUNCTION OF TRAFFIC SIGNALS
Abstract
A traffic preemption system including at least one
identification device for an identification of a vehicle and/or a
driver of the vehicle; a historical travel database including
records of previously taken routes by the vehicle or the driver;
and a traffic signal preemption device. The traffic signal
preemption device is configured to preempt a normal action of
traffic signals dependent upon the identification of the vehicle
and/or the identification of the driver by the identification
device and the previously taken routes by the vehicle and/or the
driver as determined by the historical travel database.
Inventors: |
Gross; Dave; (Fort Wayne,
IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Collision Control Communications, Inc. |
Fort Wayne |
IN |
US |
|
|
Assignee: |
Collision Control Communications,
Inc.
Fort Wayne
IN
|
Family ID: |
59559743 |
Appl. No.: |
15/653108 |
Filed: |
July 18, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15582586 |
Apr 28, 2017 |
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15653108 |
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14976607 |
Dec 21, 2015 |
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15582586 |
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62328856 |
Apr 28, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G 1/166 20130101;
G08G 1/164 20130101; G08G 1/0965 20130101; G01S 19/13 20130101;
G08G 1/087 20130101 |
International
Class: |
G08G 1/087 20060101
G08G001/087; G08G 1/0965 20060101 G08G001/0965; G08G 1/16 20060101
G08G001/16 |
Claims
1. A traffic preemption system, comprising: at least one
identification device for an identification of a vehicle and/or a
driver of the vehicle; a historical travel database including
records of previously traveled routes by the vehicle or the driver;
and a traffic signal preemption device configured to preempt a
normal action of traffic signals dependent upon the identification
of the vehicle and/or the identification of the driver by the
identification device and the previously traveled routes by the
vehicle and/or the driver as determined by the historical travel
database.
2. The traffic preemption system of claim 1, wherein the
identification device identifies the vehicle.
3. The traffic preemption system of claim 2, wherein the
identification device identifies a type of the vehicle.
4. The traffic preemption system of claim 3, wherein the historical
travel database includes travel data related to the type of the
vehicle.
5. The traffic preemption system of claim 3, wherein dependent upon
the type of vehicle identified by the identification device the
traffic signal preemption device is configured to continue to
preempt the normal action of traffic signals until an end of
preemption event is detected.
6. The traffic preemption system of claim 5, wherein the end of
preemption event is a detection of an ending vehicle.
7. The traffic preemption system of claim 1, wherein the
identification device identifies the driver of the vehicle.
8. The traffic preemption system of claim 1, further comprising a
turn signal detector for the vehicle configured to provide a turn
signal indication signal to the traffic signal preemption device
for preempting the normal action of traffic signals dependent upon
the turn signal indication signal.
9. The traffic preemption system of claim 8, wherein the turn
signal indication signal causes the traffic signal preemption
device to not use the historical travel database.
10. The traffic preemption system of claim 1, wherein the
historical travel database includes both historical travel data
when the vehicle is using the traffic preemption system and when
the vehicle is not using the traffic preemption system.
11. A method of preempting traffic signals, comprising the steps
of: identifying at least one of a vehicle and an operator of the
vehicle; comparing a current route of at least one of the
identified vehicle and the identified operator with at least one
previous travel route of the identified vehicle or the identified
operator; predicting at least one likely travel path of the vehicle
dependent upon the results of the comparing step; and preempting a
normal operation of traffic signals along the at least one likely
travel path of the vehicle.
12. The method of claim 11, wherein the identifying step identifies
the vehicle.
13. The method of claim 12, wherein the identifying step identifies
a type of the vehicle.
14. The method of claim 13, wherein the previous travel routes are
contained in a historical travel database that includes travel data
related to the type of the vehicle.
15. The method of claim 13, wherein dependent upon the type of
vehicle identified in the identifying step the preempting step
additionally includes the step of continuing to preempt the normal
action of traffic signals until an end of preemption event is
detected.
16. The method of claim 15, wherein the end of preemption event is
a detection of an ending vehicle.
17. The method of claim 11, wherein the identifying step identifies
the driver of the vehicle.
18. The method of claim 11, further comprising a turn signal
detector for the vehicle configured to provide a turn signal
indication signal, with the preempting step preempting the normal
action of traffic signals dependent upon the turn signal indication
signal.
19. The method of claim 18, wherein the turn signal indication
signal causes the method to not use the likely travel path.
20. The method of claim 11, wherein the previous travel routes are
contained in a historical travel database, the historical travel
database includes both historical travel data when the vehicle is
using the method and when the vehicle is not using the method.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This is a divisional application based upon U.S.
non-provisional patent application serial no. 15/582,586, entitled
" COLLISION AVOIDANCE AND TRAFFIC SIGNAL PREEMPTION SYSTEM", filed
Apr. 28, 2017, which is incorporated herein by reference.
Application Ser. No. 15/582,586 was a continuation-in-part
application based upon U.S. non-provisional patent application Ser.
No. 14/976,607, entitled "SYSTEM FOR PREEMPTING THE NORMAL FUNCTION
OF TRAFFIC SIGNALS", filed Dec. 21, 2015, and was additionally
based on U.S. provisional patent application Ser. No. 62/328,856,
entitled "METHOD AND PROGRAMMING OF EMERGENCY VEHICLE TRAFFIC
SIGNAL PREEMPTION AND COLLISION AVOIDANCE SYSTEM", filed Apr. 28,
2016.
BACKGROUND OF THE INVENTION
1. Field of the Invention
[0002] The present invention generally relates to traffic control
systems, and more particularly to, a signal preemption system that
prioritizes traffic signal changes to efficiently route an
emergency vehicle.
2. Description of the Related Art
[0003] Emergency vehicles, such as fire-fighting engines,
ambulances and police cars, generally have the need to cross or
pass intersections under the control of traffic signals. This must
be accomplished in the least amount of time possible so that the
function of an emergency vehicle can be successfully fulfilled. It
is generally understood that the more quickly an emergency vehicle
can reach the scene of an emergency, the greater are the chances
that the victims involved can be helped or successfully
treated.
[0004] Since the earliest times, emergency vehicles approaching
intersections have depended upon sirens, horns, bells or other
types of audible and/or visible warning devices to alert other
people in the intersection. This has not always proven to be a
successful technique, even though it is still the standard mode of
operation for emergency vehicles today. Unfortunately, accidents
involving emergency vehicles often occur at intersections due to
confusion, impaired hearing, inattention, noise conditions or
overly-aggressive drivers seeking to clear the intersection before
the arrival of the emergency vehicle. Other factors are the speed
of the emergency vehicle and the resulting inability of others to
react to it, distractions affecting the driver of the emergency
vehicle, and the like. Further problems are caused when multiple
emergency vehicles are approaching the same intersection. This
situation is further complicated when the sirens and other signals
from multiple emergency vehicles can be heard within the same
area--a combination confusing to both pedestrians and other
motorists, as well as the operators of both emergency vehicles. In
many cases, due to siren noise and the intensity of focused driving
at high speeds through congested areas, emergency vehicle operators
are often not aware of other such vehicles in the same area.
[0005] During the course of emergency vehicles which are preempting
traffic signals enroute to the scene, emergency vehicle drivers can
often forget to use their turn signals. If a preemption-equipped
emergency vehicle is about to make a left turn, for example,
traffic signals to the left of the intersection will not begin
their preemption sequence until after the left turn has been made.
This may not allow for ample time for the next traffic signal in
its path (following the turn) to effectively clear traffic along
the route, slowing its response.
[0006] While emergency vehicles operate in proximity to each other
there is a heightened chance of their colliding due to assumptions
made on the part of the operators. A system that will predict the
proximity of emergency vehicles at intersections is needed to
reduce the likelihood of accidental collisions.
[0007] What is needed in the art is a system that can predictively
preempt the normal operation of traffic signals.
SUMMARY OF THE INVENTION
[0008] The present invention provides a system and method of
preempting a normal operation of traffic signals.
[0009] The invention in one form is directed to a traffic
preemption system including at least one of a vehicle and a driver
identification device; a historical travel database; and a traffic
signal preemption device. The traffic signal preemption device is
configured to preempt the normal action of traffic signals
dependent upon the vehicle and/or the driver identified by the
identification device and historical routes taken by the vehicle
and/or the driver as determined in the historical travel
database.
[0010] The invention in another form is directed to a method of
preempting traffic signals including the steps of: identifying at
least one of a vehicle and an operator of the vehicle; comparing a
situation of at least one of the identified vehicle and the
identified operator with previous travel patterns of the at least
one of the identified vehicle and the identified operator;
predicting at least one likely travel path of the vehicle dependent
upon the results of the comparing step; and preempting a normal
operation of traffic signals along the at least one likely travel
path of the vehicle.
[0011] An advantage of the traffic preemption system of the present
invention is that it looks at historical traffic patterns to help
clear traffic from a likely route.
[0012] Another advantage is that the traffic preemption system
allows the function of the turn signal to override the predicted
path.
[0013] Yet another advantage is that the system uses the habits of
drivers to determine the likely travel path.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] The above-mentioned and other features and advantages of
this invention, and the manner of attaining them, will become more
apparent and the invention will be better understood by reference
to the following description of an embodiment of the invention
taken in conjunction with the accompanying drawings, wherein:
[0015] FIG. 1 is a perspective view of a traffic intersection where
an embodiment of a traffic signal preemption system of the present
invention is functioning;
[0016] FIG. 2 is a generic top view of a series of streets that
have the traffic signal preemption system of FIG. 1 installed
therein, with this figure being used to discuss the system;
[0017] FIG. 3 is a top view of a series of streets that have the
traffic signal preemption system of FIG. 1 installed therein, with
this figure also being used to discuss the system;
[0018] FIG. 4 is also a top view of a series of streets that have
the traffic signal preemption system of FIG. 1 installed therein,
with this figure also being used to discuss the system;
[0019] FIG. 5 is a chart that illustrates some of the functions of
the traffic signal preemption system of the previous figures;
[0020] FIG. 6 is another chart that illustrates some of the
functions of the traffic signal preemption system of the previous
figures;
[0021] FIG. 7 is yet another chart that illustrates some of the
functions of the traffic signal preemption system of the previous
figures;
[0022] FIG. 8 illustrates two emergency vehicle locations, each
having a circle around a directional chevron that indicates that
they are within a collision avoidance trigger range;
[0023] FIG. 9 illustrates a setup screen to configure the vehicle
device's collision trigger settings relative to the display in FIG.
8;
[0024] FIG. 10 illustrates actual positions of "off-map" vehicles,
which cannot be seen in the display of FIG. 8, and how arrows
relate to the locations of these other vehicles with which the
driver may have a potential to collide;
[0025] FIG. 11 illustrates an entry screen that will appear upon
touching the words "Collision Avoidance Distance" on the screen
depicted in FIG. 9, where the distance trigger is digitally
entered;
[0026] FIG. 12 illustrates an entry screen that will appear upon
touching the words "Collision Avoidance Window" on the screen
depicted in FIG. 9, where the collision avoidance window can be
digitally set;
[0027] FIG. 13 illustrates the use of a diamond symbol, which may
be green, to represent a traffic signal that has received and acted
upon a preemption request sent by the invention;
[0028] FIG. 14 shows another diamond symbol, which may be red, to
indicate that the traffic signal has been successfully preempted in
favor of a different vehicle which is just exiting the intersection
ahead;
[0029] FIG. 15 illustrates a setup screen that will appear upon
touching the words "Vehicle Hardware Setup" on the screen depicted
in FIG. 9, which allows a technician during setup to confirm that
the system is properly sensing the status of various inputs to the
present invention;
[0030] FIG. 16 illustrates a confirmation screen when operational
parameters of the present invention are to be updated, with a
version of the screen of FIG. 9 in the background;
[0031] FIG. 17 illustrates a blank data entry screen of a
"TrafficLightDefinition.rtf" file template to define Geo
windows;
[0032] FIG. 18 illustrates details of an intersection of a specific
latitude and longitude, that has been named to reflect the name of
the intersection that is being programming to define Geo
windows;
[0033] FIG. 19 illustrates details of a Geo window with the present
invention have a set of operating protocols related to the Geo
window; and
[0034] FIG. 20 is a schematical block diagram depicting devices of
the present invention that carry out the functions of the present
invention depicted in the foregoing drawings and the related text
of the specification.
[0035] Corresponding reference characters indicate corresponding
parts throughout the several views. The exemplification set out
herein illustrates one embodiment of the invention and such
exemplification is not to be construed as limiting the scope of the
invention in any manner.
DETAILED DESCRIPTION OF THE INVENTION
[0036] Referring now to the drawings, and in particular to FIG. 1
there is shown a traffic intersection with a traffic light system
10 under the control of a traffic light preemption system 12 of the
present invention. An emergency vehicle V1 is shown moving in
direction 14 with the light system 10 stopping the normal flow of
traffic so that vehicle V1 can proceed through the intersection
with no, or at least minimalized traffic. The present invention
identifies the type of vehicle, the vehicle itself and/or the
driver of the vehicle and uses this information to predict the
travel path of vehicle V1 toward a destination. The prediction is
based on historical travel information of the type of the vehicle,
the vehicle itself and/or the identified driver.
[0037] The present invention puts forward the concept of
"intelligent predictive preemption", based on historical data. For
the purposes of this invention, the term "preemption" can also mean
transit signal priority for buses (TSP). The invention further
allows the incorporation of geowindows, which are well known to
those skilled in the discipline of traffic signal preemption and
TSP (geowindows are disclosed in U.S. Pat. Nos. 5,986,575 and
8,912,922 among others). Geowindows may be created either by the
intersection (as in U.S. Pat. No. 5,986,575), or by the vehicle (as
in U.S. Pat. No. 8,912,922).
[0038] Now, additionally referring to FIG. 2 there is shown a
generic grid of streets SA-SC and S1-S3, with a destination
indicated. The present invention, when activated, receives
information about the movement of vehicle V1 (by way of position
detecting devices and active communication from vehicle V1) and
preempts the operation of signal lights L1-L9 based on historical
travel information. For ease of explanation we will assume that the
destination is a hospital and vehicle V1 is an ambulance. As a
first example we will discuss a scenario where only the type of
vehicle is known and vehicle V1 has been identified as an
ambulance. The historical travel patterns of ambulances show that
80% of ambulances travel along street SA to light L1, turn right on
street S1, then left on street SC at light L3 to arrive at the
hospital. In this example, lights, L7, L4 and L1-L3 will be used,
in a timed manner, to clear traffic so that vehicle V1 will have a
statistically improved travel time to the hospital. It is also
contemplated that lights L5, L6, L8 and L9 may be operated to move
traffic away from the anticipated route.
[0039] Now, as a second example, we will assume that vehicle V1 has
been identified as specifically No. 3 ambulance of the hospital.
The historical travel pattern of No. 3 is that 75% of the time it
takes street SA to street S2, turns right and continues on street
S2 to street SC, turns left and proceeds straight to the hospital.
In this case lights L7, L4, L5, L6 and L3 are used to preempt the
normal working of these lights so that vehicle V1 can reach the
destination in a statistically improved amount of time.
[0040] Now, as a third example, we will assume that vehicle V1 is
being driven by an identified driver, here assumed to be Sally.
Sally, as recorded in the historical travel database, 90% of the
time turns right at light L7, proceeds along street S3 to light L9,
turns left on street SC and then travels straight to the hospital.
In this case lights L7-L9, L6 and L3 are used to preempt the normal
working of these lights so that vehicle V1 can reach the
destination in a statistically improved amount of time.
[0041] In the above scenarios if the driver uses a turn signal that
is contrary to the predicted route, then the present invention
responds to the turn signal selection to preempt traffic in that
indicated route, and will release those lights from preemption
which will now not be effected. For example if the No. 3 ambulance
uses a turn signal to turn right at light L7, then the route along
street S2 will be abandoned to normal operation and if a new likely
route is predicted that route will anticipate the travel of No.
3.
[0042] In the above scenarios, if Sally were to use the left turn
signal at light L7, and turn left on street S3 then the prediction
to the hospital is abandoned, unless reestablished by some routing
of vehicle V1 back toward the hospital. Here if Sally turns left at
light L7 it may be predictive of a route to another hospital and
the present invention adapts and establishes a predicted route
thereto, using the preemption method of the present invention.
[0043] To illustrate the advantage of the present invention it is
important to understand the difference between the prior art and
the inventive nature of the present invention, look now to FIG. 3,
which depicts an ambulance traveling in a direction that is upward
on the figure (assumed to be northbound) on a street. As would be
expected, in prior art systems the next two traffic signals L10 and
L11 in its northbound path have already been preempted in its
favor. If the ambulance is going to make a left turn onto Butler
Street enroute to the hospital, some preemption systems have the
ability to read the turn signal status of the vehicle and begin
preempting the traffic lights L12 and L13 at Butler and Hoagland
Ave, and Butler and Fairfield Ave in its favor. However, if the
driver of the ambulance has forgotten to engage his left turn
signal, the status of the other two traffic lights on Butler
traveling west toward the hospital will remain in normal operation
until after the driver has turned left onto Butler. Upon turning
left onto Butler, the two traffic signals L12 and L13 at Butler and
Hoagland, and Butler and Fairfield will begin preemption sequences.
It is commonly known in the field of traffic signal preemption that
preemption requests are not always granted immediately. Many
require a preemption "preamble" that must allow for minimum
clearance times for pedestrians in opposing directions, and for
minimum green time in opposing directions. This may prevent the
remaining traffic signals enroute to the hospital on Butler from
promptly clearing the intersections along the ambulance's path, and
can lead to unnecessary delays.
[0044] This problem is overcome by the approach of the present
invention. For example, if an ambulance normally turns left at a
given intersection 90% of the time, and the driver has forgotten to
engage his left turn signal, this system will automatically begin a
preemption sequence for traffic lights to the left of the
intersection, just in case he does turn left, based on historical
preemption data. This approach involves the storage of preemption
data (including how many times the vehicle has previously turned
left/right or continued straight through the intersection),
retrieval of this data (including vehicle ID, driver ID, direction
of travel, speed, date and time of preemption initiation and
termination for each event, direction of preemption, location of
intersection), the aggregation of the data, its analysis, and the
additional subsequent preemption of traffic signals in anticipation
of the emergency vehicle's route based on an analysis of this
historical data which is logged, aggregated, analyzed and put in
useful form for administrative personnel to review. The logs and
data generated by this methodology may additionally, for example,
be useful as a training tool to show how many times a particular
emergency vehicle turned right or left, while failing to properly
use turn signals prior to making those turns. This could allow
supervisors to identify which drivers, if any, may be in need of
additional safety training regarding the proper use of turn
signals.
[0045] It is also contemplated that the preemption system can
detect a sequence of vehicles, such as a convoy or a funeral
procession, with the detection being a vehicle that is allowed a
prolonged preemption with the system detecting and tracking an
ending event to the convoy/procession, such as an ending vehicle
that releases the intersection from the preemption process. For
example, in FIG. 2 a vehicle V2 will be considered the ending
vehicle and as vehicles V1 and V2 proceed in the same route the
preemption process for the route is continued until being released
by the movement of vehicle V2 through the particular intersection.
It is also contemplated that this sort of preemption may be used
without anticipating the movement of vehicle V1 through traffic
using the wrong lanes of travel as shown in FIG. 1, where vehicle
V1 is in what would be a normally oncoming traffic lane. It is
further contemplated that the ending event can be simply the
passage of a predetermined amount of time.
[0046] It is further contemplated that the traffic signal
preemption of the present invention will also take into account the
historical travel patterns relative to the time of day, the day of
the week and other historical events, such as holidays and
community events (such as sporting events). For example, if a
driver typically takes one route in the morning to the destination
and another in the afternoon to the destination, the present
invention will weigh such behavior in the decision to preempt the
normal function of the traffic systems accordingly. This
advantageously allows the present invention to take advantage of
the historical data that may be related to driving habits that may
be based on otherwise uncontemplated routine occurrences. These
uncontemplated occurrences may be simply the solar incidence in the
morning along one route versus another route that causes the driver
to take a certain route in the morning and a different route in the
afternoon.
[0047] Now, additionally referring to FIG. 4 where lights L14-L16
are additionally identified, and to FIGS. 5-7 where combinations of
function diagrams and flowcharts are used to further explain the
operation of the present invention. In method 100 the logic behind
a left turn is illustrated. Here vehicle V1 interacts with traffic
preemption system 12 by making a preemption request to a traffic
preemption device 16. Traffic preemption device 16 is in
communication with a historical travel database 18, which stores
historical travel patterns of vehicles that can request a traffic
signal preemption from normal operations. At step 102 it is
determined if the left turn signal is activated in vehicle V1,
which can be in the form of a signal from a turn signal indicator
or sensor, and if activated method 100 proceeds to step 104,
otherwise method 100 proceeds to step 106.
[0048] At step 104 traffic preemption takes place dependent upon
the use of a turn signal and method 100 continues to be available
to assist in the preemption of a predicted pathway. Step 104
effectively overrides a contrary pathway prediction. However, if
the left turn signal is in concert with the predicted path then the
signal lights along that path are already in the mode of preempting
their normal operation and the turn signal reinforces the already
predicted travel path. As a result of arriving at step 104 lights
L10, L12 and L13 will be preempted as vehicle V1 travels, see FIG.
3.
[0049] At step 106, database 18 is queried by device 16 to see what
the identified type of vehicle, the identified specific vehicle
and/or the driver of the vehicle generally does at upcoming
intersections. At step 108 that follows, if vehicle V1 historically
turns left at an intersection more than a predetermined percentage
of the time then method 100 proceeds to step 112 and if not then to
step 110. The method then repeats.
[0050] At step 110, if vehicle V1 is as shown in FIG. 3 then lights
L10 and L11 are selected for preemption, since the historically
left turn percentage is below the predetermined amount. Of course
if vehicle V1 turns left then system 12 seeks to determine a new
predicted pathway.
[0051] At step 112, lights L10-L13 are all selected for preemption
since there is a reasonably high probability that vehicle V1 will
turn left. The preemption of both the straight forward direction as
well as the left turn is to accommodate the two likely travel paths
of vehicle V1.
[0052] Now, reviewing a method 200, illustrated in FIG. 6, which is
similar to the steps of method 100, with 100 added to the similar
step numbers, and what is generally stated about method 100 is true
of method 200 with the direction being addressed being right
instead of left. The actions of vehicle V1 will be discussed
relative to FIG. 4 as vehicle V1 is traveling on Fairfield.
[0053] At step 202 it is determined if the right turn signal is
activated in vehicle V1, which can be in the form of a signal from
a turn signal indicator or sensor, and if activated method 200
proceeds to step 204, otherwise method 200 proceeds to step
206.
[0054] At step 204 traffic preemption takes place dependent upon
the use of a turn signal and method 200 continues to be available
to assist in the preemption of a predicted pathway. Step 204
effectively overrides a contrary pathway prediction. However, if
the right turn signal is in concert with the predicted path then
the signal lights along that path are already in the mode of
preempting their normal operation and the turn signal reinforces
the already predicted travel path. As a result of arriving at step
204 lights L15, L14 and L11 will be preempted as vehicle V1 travels
right at the next intersection, see FIG. 4.
[0055] At step 206, database 18 is queried by device 16 to see what
the identified type of vehicle, the identified specific vehicle
and/or the driver of the vehicle generally does at upcoming
intersections. At step 208 that follows, if vehicle V1 historically
turns right at an intersection more than a predetermined percentage
of the time then method 200 proceeds to step 212 and if not then to
step 210. The method then repeats.
[0056] At step 210, if vehicle V1 is as shown in FIG. 4 then lights
L15 and L16 are selected for preemption, since the historically
right turn percentage is below the predetermined amount. Of course
if vehicle V1 turns right then system 12 seeks to determine a new
predicted pathway.
[0057] At step 212, lights L15, L16, L 14 and L11 are all selected
for preemption since there is a reasonably high probability that
vehicle V1 will turn right. The preemption of both the straight
forward direction as well as the right turn is to accommodate the
two likely travel paths of vehicle V1 in this scenario.
[0058] Now, reviewing a method 300, illustrated in FIG. 7, as a
combining of methods 100 and 200, which is similar to the steps of
both method 100 and 200, with a multiple of 100 added to the
similar step numbers, and what is generally stated about methods
100 and 200 is true of method 300 with the direction being
addressed being both right and left as well as no turn. The actions
of vehicle V1 will be discussed relative to FIGS. 3 and 4 as
previously discussed relative to methods 100 and 200.
[0059] At step 302 it is determined if either the right or left
turn signal is activated in vehicle V1, which can be in the form of
a signal from a turn signal indicator or sensor, and if activated
method 300 proceeds to step 304, otherwise method 300 proceeds to
step 306.
[0060] At step 304 traffic preemption takes place dependent upon
the use of the turn signal and method 300 continues to be available
to assist in the preemption of a predicted pathway. Step 304
effectively overrides a contrary pathway prediction. However, if
the turn signal is in concert with the predicted path then the
signal lights along that path are already in the mode of preempting
their normal operation and the turn signal reinforces the already
predicted travel path. As a result of arriving at step 304 lights
in the selected direction will be preempted as vehicle V1 travels
right at the next intersection, see FIG. 4, or left at the next
intersection, see FIG. 3, as applicable.
[0061] At step 306, database 18 is queried by device 16 to see what
the identified type of vehicle, the identified specific vehicle
and/or the driver of the vehicle generally does at upcoming
intersections. At step 308 that follows, if vehicle V1 historically
turns at an upcoming intersection more than a predetermined
percentage of the time then method 300 proceeds to the appropriate
step 312L or 312R and if not then to step 310. The method then
repeats.
[0062] At step 310, vehicle V1 is presumed to be heading in a
straight direction and the lights in the straight direction are
selected for preemption, since the historically right or left turn
percentages are below the predetermined amount. Of course if
vehicle V1 turns at the upcoming intersection then system 12 seeks
to determine a new predicted pathway.
[0063] At step 312L, lights to the left as well as those in a
straight path are all selected for preemption since there is a
reasonably high probability that vehicle V1 will turn left. The
preemption of both the straight forward direction as well as the
left turn is to accommodate the two likely travel paths of vehicle
V1 in this scenario.
[0064] At step 312R, lights to the right as well as those in a
straight path are all selected for preemption since there is a
reasonably high probability that vehicle V1 will turn right, in
spite of the lack of use of the turn signal. The preemption of both
the straight forward direction as well as the right turn is to
accommodate the two likely travel paths of vehicle V1 in this
scenario.
[0065] Now additionally referring to FIGS. 8-20, there is shown a
display 400, in FIG. 8, that illustrates, in part, how a collision
avoidance system and a traffic light preemption system,
collectively referred to as 12, functions. Display 400 includes
graphical representations of vehicle 402, which is a first vehicle
402, which is carrying display 400 for reference to by a driver of
first vehicle 402. Representations of vehicles 404, 406, 408, 410
and 412 are shown as chevrons, although other symbols are also
contemplated, with the point of the chevrons indicating direction
of travel of these other emergency vehicles, with emergency
vehicles 410 and 412 respectively referred to as second vehicle 410
and third vehicle 412. As first vehicle 402 is moving in a
direction upward on display 400, second vehicle 410 is moving
toward first vehicle 402. Additionally third vehicle 412 is moving
to the right toward an upcoming intersection of the routes being
taken by first vehicle 402 and second vehicle 410. Collison
avoidance and traffic light preemption system 12 will take action
to preempt the function of a traffic signal at the intersection of
the two routes in the middle of display 400, in favor of at least
one of the vehicles 402, 410 and 412, as discussed herein, and
additionally alert the driver of vehicle 402 of collision potential
with second vehicle 410 and third vehicle 412. Here a circle 414 is
displayed around second vehicle 410 along with "2S", indicating
that in 2 seconds second vehicle 410 will be proximate to first
vehicle 402 at the intervening intersection. In a similar manner a
circle 416 surrounds third vehicle 412 with "3S" denoting that in 3
seconds third vehicle 412 will be proximate to first vehicle
402.
[0066] The situation of emergency vehicles being proximate to each
other particularly at an intersection where the normal function of
a traffic signal is being preempted for an emergency vehicle can
lead to an assumption that the intersection is cleared for them and
can lead to a collision of the emergency vehicles. To avoid such
situations the present invention identifies when emergency vehicles
are likely to be proximate to each other at traffic signals that
are about to or are having their normal functions preempted, and
provide indications of potential conflicts at an intersection so
that the drivers can adjust accordingly. In the situation shown in
FIG. 8 on display 400 vehicles 410 and 412 will be proximate to
vehicle 402 respectively within 2 seconds and 3 seconds. This
allows the driver of vehicle 402 to be alert at the upcoming
intersection to ensure that a collision is avoided. Likewise
similar displays in vehicles 410 and 412 will have alerted those
drivers of the proximity of vehicle 402. Since emergency vehicle
406 is not headed for the intersection, its presence is noted, but
is not highlighted with a circle. Also, vehicle 408, although it is
headed for the traffic signal/intersection that is of interest it
is outside of the predetermined time interval in which it will
likely be proximate to vehicle 402, so it does not have a circle
surrounding it. However, it may be that on the display in vehicle
412, the vehicle 408 will have a circle around it to alert the
driver of vehicle 412 of vehicle 408.
[0067] Additionally there is shown in FIG. 8, directional
indicators 418, 420, 422, and 424, along the perimeter of display
400, these indicate upcoming potential collision conflicts at
upcoming traffic signals that are not yet displayed on display 400.
For example, directional indicator 420 shows that in an estimated 8
seconds vehicle 402 will be proximate another emergency vehicle at
an off-screen traffic signal/intersection, with the directional
indicator, in the form of an arrow 420 pointing to a current unseen
location in the direction indicated. This all being on a likely
predicted route that is anticipated to be taken by first vehicle
402 as well as the likely predicted routes taken by the other
emergency vehicles, as discussed herein.
[0068] A display of a configuration screen 400A is shown in FIG. 9,
where the configuration of vehicle 402 is identified as a
firetruck, and information regarding the collision avoidance
distance, and avoidance window time are displayed. With the phrases
also serving as selections on the touch screen of the display to
set up other features of the present invention.
[0069] FIG. 10 depicts in a schematic manner aspects of the off
screen positioning of emergency vehicles 418V, 420V, 422V and 424V
that are referred to onscreen by way of directional indicators 418,
420, 422 and 424. For example, at an upcoming intersection,
illustrated as a box above screen 400, vehicle 420V is anticipated
to be proximate both the intersection and vehicle 402 in 8 seconds.
In a like manner, vehicle 422V is predicted to be proximate to the
intersection and vehicle 402 in 10 seconds. And, likewise, vehicle
424V is predicted to be proximate to the intersection and vehicle
402 in 10 seconds.
[0070] In FIG. 11 a screen 400B is illustrated where the collision
avoidance distance that was selected on screen 400A is entered.
This advantageously allows for the configuration of system 700, in
each emergency vehicle to be configured to the features and
limitations of the vehicle. On screen 400C (FIG. 12), the collision
avoidance window in seconds is input, which was selected from the
text of the screen 400A.
[0071] In FIG. 13 with a new map displayed on display 400, there is
shown a diamond 430 at an intersection. The diamond 430 may be
colored green, for example, to indicate that this upcoming
intersection has been preempted in favor of vehicle 402, which is
of course from the perspective of the driver of vehicle 402. While
in FIG. 14 a diamond 432, is colored red to indicate that the
intersection has a traffic light preemption that is favored for
another vehicle in circle 434. Here a circle 436 surrounds vehicle
402 in order to further alert the driver that his vehicle is not
the favored vehicle at the upcoming intersection.
[0072] In FIG. 15, there is depicted some configuration information
for system 700, which allows inputs that can differ from vehicle to
vehicle to be electrically connected and then be correctly
interpreted by the present invention. For example, if the light bar
of one emergency vehicle has a high signal when on and another
vehicle has a low signal when on, the detector can be configured
from screen 400D to provide the correct information to system 700
even though the level of the signals are contrary to each other.
Screen 400D of FIG. 15 illustrates the confirmation of the changes,
which may also involve a security feature to prevent unauthorized
personnel from changing the configuration elements. (Note: 400E is
a confirmation screen for resetting the heading calibration setting
in FIG. 9.)
[0073] Screens 400F and 400G illustrate the establishing of geo
windows that may take place either in system 600 or system 700, to
define the latitude and longitude of the geo windows, for use by
the present invention.
[0074] In FIG. 19 there is shown an illustration 500 of roadways
including streets 502 and 504 with an intersection 506 that is
equipped with a traffic signal preemption device. An established
geo window 508 is a boundary, which when a vehicle is therein
initiates some of the functions of the present invention. For
example if an emergency vehicle is traveling north bound in geo
window 508 and has a left turn signal on then the traffic signal at
intersection 506 will function to clear traffic for the vehicle.
Alternatively, if the vehicle is southbound on street 504, and is
in geo window 508 and has a left turn signal on, then the traffic
signal at intersection 506 is not preempted. For the sake of
simplicity only one GEO window 508 is depicted to better illustrate
another aspect of the present invention. However, the intersection
would typically have four GEO windows on the main approaches and
those four GEO windows are not dependent on a turn signal. The GEO
window 508 is an additional one that requires a turn signal to
activate. However it is also contemplated that it could also
activate only in the absence of a turn signal. Again looking at
FIG. 19, instead of the left turn signal activating a west bound
preemption, it could also be that a right turn signal would result
in no preemption and a left turn or NO turn signal would result in
a west bound preemption. This is most useful at intersections near
fire stations, EMS stations, and police stations to allow the
emergency vehicle access to those locations with reduced or no
traffic flow.
[0075] In FIG. 20, there is illustrated one embodiment wherein a
collision avoidance and traffic light preemption system 12 is
carried out. System portion 600 may be centralized and interface
with multiple system portions 700. System 700 can be located in
each emergency vehicle and interfaces with display 400 to convey
information to the driver. System portion 600 includes a controller
602 that interfaces with the controller 702. Controller 602 is in
communication with a driver ID device 604 and a vehicle ID device
606, which together can be considered as an identification device
608, which allows for the identification of specific emergency
vehicles or the types of vehicles and for the identification of
drivers of the vehicles. Controller 602 is also in communication
with traffic signal preemption devices 610 and an historical travel
database 612. Traffic signal preemption devices 610, may be
considered to exist at each traffic light intersection, or may be
part of a centralized control.
[0076] System portion 700, is implemented in each vehicle and
controller 702 interfaces with vehicle information 704, a driver ID
reader 706, a turn signal detector 708, a light bar detector 710, a
GPS system 712, a parking brake detector 714, a door ajar detector
716, a temperature detector 718, a road condition detector 720, and
any other sensors that may be a part of an emergency vehicle.
[0077] The advanced notifications of potentially impending
collisions of the present invention is a useful tool for the
emergency vehicle driver. The following outlines the method and
programming of the collision avoidance system 12 for emergency
vehicles which also preempts traffics signals.
[0078] This is merely one method of programming and using a graphic
user interface (GUI) to facilitate and more easily control the
programming and function of a GPS 712 based emergency vehicle
traffic signal preemption and collision avoidance system 12.
[0079] Vehicle System
[0080] FIG. 8 shows one iteration of a GUI, on display 400 giving
useful information to the emergency vehicle driver. It conveys
valuable long range collision avoidance information to the
emergency vehicle driver. The "I Beam" 402 (in the lower center of
FIG. 8) shows the relative position of the vehicle 402, with the
chevrons 404, 406, 408, 410 and 412 depicting location and
direction of travel of other emergency vehicles in the area. It
should be understood that different shapes and colors of icons
could be used to depict different classes of emergency vehicles.
Time to proximity with each of these vehicles is calculated and
displayed in red text on display 400. Circles 414 and 416, which
may have a red color, around two of the chevrons 410 and 412
indicate that they are within the collision avoidance trigger
range. The trigger range is configured by the user (in units of
both time and distance). FIG. 9 depicts what a setup screen could
look like to configure the vehicle device's collision trigger
settings.
[0081] Touching the words "Collision Avoidance Distance" takes you
to a screen shown in FIG. 11, where the distance trigger is
digitally entered. Likewise, touching the words "Collision
Avoidance Window" takes the user to a screen such as the one shown
in FIG. 12, where the collision avoidance window can be digitally
set. In FIG. 12, setting the time to 6 seconds, will provide for
any vehicles that you will miss colliding with by less than 6
seconds will trigger an alarm for (and a red circle will surround)
that vehicle depicted on display 400. The trigger range in the case
shown in FIG. 9 is set to alert the driver to collisions within
either 5 seconds or 1000 feet. Potential collisions that satisfy
either of those criteria will have their icons circled in red, with
a circle like circles 414 and 416.
[0082] In FIG. 9 if you touch the words "Vehicle Hardware Setup" on
the screen, you will be taken to the screen shown in FIG. 15. This
allows a technician during setup to confirm that the system is
properly sensing the status of the light bar detector 710, the left
and right turn signals detector 708, the parking brake detector
714, the door detector 716, the GPS 712, and the device temperature
718.
[0083] FIG. 15 can indicate that the light bar is currently on.
However if the light bar is currently off, the technician need only
touch the "off" button next to "Light Bar", and the system is now
properly configured without requiring the technician to reverse the
polarity of the input wire from the light bar. Likewise is true for
these other "troubleshooting" settings. The screen in FIG. 15 also
depicts what may be shown if neither turn signal is activated, the
emergency vehicle's transmission is in drive, all doors to the
vehicle are closed, and GPS, the device temperature, and inertial
measurement unit (IMU) of system 700 are all properly
functioning.
[0084] Touching the screen in FIG. 9 where it says "Reset Heading
Calibration" will clear stored GPS data, and allow the vehicle
system to be used "freshly" (devoid of GPS anomalies stored from
its use in any previous vehicles, and allowing it to re-calibrate
properly). This is followed by the confirmation screen shown in
FIG. 16. The words "Data Cleared" indicate this process has been
successful.
[0085] Touching the screen in FIG. 9 where it says "Restart" will
restart the device.
[0086] Again the (red) arrows 418, 420, 422 and 424 near the edge
of the screen in FIG. 8 depict "off-map" potential collisions. FIG.
10 shows the actual positions of the "off-map" vehicles, which
cannot be seen in FIG. 8, and how their arrows relate to the
locations of these other vehicles with which the driver is likely
to collide.
[0087] Icons on the upper left side of the screen in FIG. 8
indicate the status of (from top to bottom) the GPS, the IMU
(Inertial Measurement Unit), the Radio, the Compass heading, and
whether the Light Bar is On or Off. Icons on the lower left
indicate preemption mode status (On/Off/Smart).
[0088] In one mode of operation (referred to above as "smart mode")
the system 600/700 will automatically preempt traffic signals
without any user intervention required. In smart mode, the vehicle
will automatically begin preempting traffic signals when the
following conditions are satisfied: [0089] 1. The vehicle is
determined to be within range to begin turning a traffic signal
green in favor of the vehicle's direction of travel. [0090] 2. The
light bar is engaged. [0091] 3. None of the doors on the vehicle
are opened. [0092] 4. The parking brake is not applied. [0093] 5.
The vehicle's transmission is in "Drive".
[0094] When any of the above conditions are NOT satisfied (while in
smart mode), preemption is deactivated. Also, "Off" mode manually
deactivates preemption, and "On" mode is the same as "smart" mode,
except that the light bar does not need to be activated for
preemptions to occur. "On" mode may be useful, for example, by a
police vehicle that does not wish to announce its presence with the
use of its light bar, but still wishes the use of the preemption
feature.
[0095] The upper right hand quadrant of buttons depicted in FIGS. 8
and 10 control the track and pan of the screen. This allows the
user to see portions of the surrounding area that would not
otherwise be shown on the screen. The button directly below the
"track/pan" slider (depicting four arrows pointing toward the
center of the button) instantly re-centers the display to that
shown in FIG. 8.
[0096] The GUI of the present invention can also show the status of
nearby traffic signals. In FIG. 13, the diamond 430 (which can be
green) represents a traffic signal that has received and acted upon
a preemption request. FIG. 14 diamond 432 (which may be red),
indicates that the traffic signal has been successfully preempted
in favor of a different vehicle which is just exiting the
intersection ahead.
[0097] Traffic Signal System
[0098] The traffic signal system is such that it does not require a
GPS antenna to know its location. This can save considerably in the
manufacturing cost of the Traffic Signal System. Each traffic
signal intersection can be programmed using Google Earth, for
example, to "know" where it is located, using conventional
coordinates for latitude/longitude. Additionally, the traffic
signals are programmed to work on "geo windows" (drawing a polygon
surrounding the intersection to determine when preemption will be
activated) or ETA (preempting based on estimated time of arrival at
the intersection). One method of programming a traffic signal
follows.
TABLE-US-00001 Step Description 1) If Google Earth is not
installed, navigate to
https://www.google.com/intl/en/earth/download/ge/agree.html to
download Google Earth Select [Agree and Download] Open your
download folder and execute the `GoogleEarthSetup.exe` file Follow
instructions to install Google Earth Make a copy of the
"TrafficLightDefinition.rtf" file template (FIG. 17), and name it
to reflect the name of the intersection you are programming (FIG.
18). 2) In the [Search] text field, enter the address or the
latitude/longitude of the intersection of interest Select the
[Search] button Confirm the map is at the location of interest 3)
Select the [Thumb Tac] button shown on the left Place the [Thumb
Tac] at the center of the intersection Enter [Name:] for the
placemark dialog and select [OK] Go to "Tools" then "Options" then
3D view then Under "Show Lat/Lon" check "Decimal Degrees". Add the
Lat and Lon of center point to the *.RTF file 4) Select the [Ruler]
Select the center of the Thumb Tac on the map and draw a line down
the intersection Enter the heading for your first intersect angle
definition in the open Traffic Light Definition RTF Save it in a
word document. Repeat this step for at least four intersect angles
or upwards of eight if necessary (FIG. 18) 5) If defining GEO
windows, select the icon to the left On the map, select the four
points that represent the GEO window. NOTE: Only define four points
Enter [Name:] for the new path dialog Repeat this for at least four
GEO window definitions (FIG. 18). 6) From the [Places] control
select the GEO window definition from step 5 Right-click [the
Place] and select [Copy] Open Notepad and select [Paste] Copy the
latitude/longitude definitions that exist within the
<coordinates> </coordinates> tag Paste the values into
the RTF GEO window definition. Ensure no spaces exist at the
beginning/end or between the latitude/longitude definitions.
Eliminate any `0` that exist between the latitude/longitude
definition Only four point definitions should exist for a GEO
window definition Repeat this step for the remaining GEO window
definitions 7) Note: If utilizing GEO windows, you must define both
intersect angles (0- 3) and GEO windows (0-3) for the device to
work properly. The utilization of GEO windows occurs by setting the
`StaticDevice.IsETA=false`. Specify the following information in
the file from a traffic definition RTF: #Utilized if the MAC
address cannot be determined: Device.SerialNumber=000000000000000
#Value=Latitude; Longitude (degrees)
StaticDevice.Location=41.043716;-85.235665
StaticDevice.StreetInfo=Engle Road #true for intersect angles,
false for intersect angles and GEO windows StaticDevice.IsETA=true
#Value=Integer number in feet
StaticDevice.MinPreemptionDistanceFeet=300 #Value=Integer as
seconds StaticDevice.ETAThresholdSeconds=25 #Value=Angle From North
(degrees) StaticDevice.IntersectAngle0=35.68
StaticDevice.IntersectAngle1=215.57
StaticDevice.IntersectAngle2=123.96
StaticDevice.IntersectAngle3=286.98
StaticDevice.IntersectAngle4=NOT_SET
StaticDevice.IntersectAngle5=NOT_SET
StaticDevice.IntersectAngle6=NOT_SET
StaticDevice.IntersectAngle7=NOT_SET
#Value=StartLatitude;StartLongitude;EndLatitude;EndLongitude;Width
(feet) decimal form
StaticDevice.GeoWindow0=41.044485;-85.235609;41.043614;-
85.235856;41.043559;-85.235643;41.04439;-85.235308
StaticDevice.GeoWindow1=41.043614;-85.235856;41.042813;-
85.232958;41.043284;-85.232878;41.043831;-85.235736
StaticDevice.GeoWindow2=41.043831;-85.235736;41.043186;-
85.236082;41.043158;-85.235882;41.043559;-85.235643
StaticDevice.GeoWindow3= 41.044413;-85.237539;41.043559;-
85.235643;41.043755;-85.235439;41.044669;-85.237217
StaticDevice.GeoWindow4=NOT_SET StaticDevice.GeoWindow5=NOT_SET
StaticDevice.GeoWindow6=NOT_SET StaticDevice.GeoWindow7=NOT_SET
COPY File To Static Unit 8) Change directory to the CCC System BIN
directory: cd /home/p/CCC System/config 9) Copy the PROPERTIES file
from the thumb drive to the configuration directory: sudo cp [Media
Drive Location]/*.properties. Validate the Settings 10) Change
directory to the CCC System BIN directory: cd /home/p/CCC
System/bin 11) Execute the diagnostic command: sudo ./cccStartup.sh
static_hw_tech 12) Test executes validating the properties file and
then reports via STDOUT the status of the attached supporting
hardware. Any errors will report as an EXCEPTION. Correct as
necessary and re-execute this procedure. 13) Reassemble, reboot the
device, or power off when completed
[0099] The steps of a method of avoiding collisions and preempting
traffic signals, include predicting a first likely travel route of
a first vehicle 402 along established roadways; predicting a second
likely travel route of a second vehicle 410 along the established
roadways; preempting a normal operation of at least one traffic
signal at an intersection of roadways along at least one of the
first likely travel route and the second likely travel route
allowing at least one of the first vehicle and the second vehicle
to traverse the intersection; and determining whether both the
first vehicle 402 and the second vehicle 410 will be at the
intersection within a predefined time interval of each other.
[0100] The sending information to a receiving device 702 is
depicted in FIG. 20 and information is sent to controller 702 in
the first vehicle 402 and also the second vehicle 410. The
information includes an estimated amount of time until the first
vehicle 402 will be proximate to the second vehicle 410.
[0101] An alert is provided to an operator of the first vehicle 402
if the determining step indicates that the first vehicle 402 will
be proximate to the second vehicle 410 within the predefined time
interval in the intersection. The alert can be visual, audible or
mechanical, such as a vibration in a portion of the driver's
seat.
[0102] The estimated amount of time, such as 2 seconds depicted in
FIG. 8 for vehicle 410 until the first vehicle 402 will be
proximate to the second vehicle 410, the displaying taking place on
at least one display 400 in the first vehicle 402. Directional
indicators 418, 420, 422, and 424 are overlaid on a map on the
display 400 of the first vehicle 402 indicating a direction to a
current position of the second vehicle 418V, 420V, 422V, or 424V.
The estimated amount of time is associated with the directional
indicators 418, 420, 422, and 424 on the map on the display 400 of
the first vehicle 402. This is undertaken while the current
position of the second vehicle 418V, 420V, 422V, or 424V places it
beyond a boundary of the map being displayed on the display 400 of
the first vehicle 402.
[0103] The method of avoiding collisions and preempting traffic
signals, further including the steps of identifying the first
vehicle 402 or an operator of the first vehicle 402; and arriving
at what the first likely travel route is of the identified first
vehicle 402 or the identified operator dependent upon previous
travel routes of the identified first vehicle 402 or the identified
operator; and executing the preempting of the normal operation of a
traffic signal dependent upon the first likely travel route. The
identifying step can also identify a type of the first vehicle 402,
such as it being an ambulance, which will influence the like route
determination if the ambulance is going in a general direction
toward a hospital.
[0104] The collision avoidance and traffic signal preemption system
12 has a travel route prediction device 600 predicting a first
likely travel route of a first vehicle 402 along established
roadways and a second likely travel route of a second vehicle 410
along the established roadways. A traffic signal preemption device
610 preempting a normal action of a traffic signal at an
intersection of the roadways along at least one of the first likely
travel route and the second likely travel route allowing at least
one of the first vehicle 402 and the second vehicle 410 to traverse
the intersection. Controller 602 determines the information as to
whether both the first vehicle 402 and the second vehicle 410 will
be at the intersection within a predefined time interval of each
other.
[0105] Receiving device 702 in the first vehicle 402 and/or the
second vehicle 410, receives the information from the controller
602. The information includes an estimated amount of time until the
first vehicle 402 will be proximate to the second vehicle 410. An
alert device (display 400) provides an alert to an operator of the
first vehicle 402 if the first vehicle 402 will be proximate to the
second vehicle 410 within the predefined time interval in the
intersection. Display device 400 in the first vehicle 402 displays
the estimated amount of time until the first vehicle 402 will be
proximate to the second vehicle 410.
[0106] The collision avoidance and traffic signal preemption system
12 also includes at least one identification device 608 for
identification of the first vehicle 402 and/or a driver of the
first vehicle 402; and a historical travel database including
records of routes previously taken by the first vehicle 402 or the
driver, the travel route prediction device 602 using the records of
routes to predict the first likely travel route.
[0107] While a system for collision avoidance and directional
control and the flow of traffic has been described with respect to
at least one embodiment, the present invention can be further
modified within the spirit and scope of this disclosure. This
application is therefore intended to cover any variations, uses, or
adaptations of the invention using its general principles. Further,
this application is intended to cover such departures from the
present disclosure as come within known or customary practice in
the art to which this invention pertains and which fall within the
limits of the appended claims.
* * * * *
References