WO2022038329A1

WO2022038329A1 - A vehicle turn indicator system

Info

Publication number: WO2022038329A1
Application number: PCT/GB2020/052029
Authority: WO
Inventors: Christopher Philip HANSON-ABBOTT; Richard Thomas NEVARD; Barry Childs
Original assignee: Brigade Electronics Group Plc
Priority date: 2020-08-21
Filing date: 2020-08-21
Publication date: 2022-02-24

Abstract

A turn indicator system for a vehicle (10) which comprises four or more visual indicators (12, 14, 16, 18) and one or more audible indicators, such that at least two visual indicators (12, 14, 16, 18) are on each side of the vehicle (10), and the one or more audible indicators emits sound selected from broadband sound, white sound ® or noise, pink sound or noise and multi-frequency sound, and a vehicle speed monitor which stops operation of the audible indicator or indicators when no motion is taking place, in which the visual and the audible indicators (12, 14, 16, 18) operate at the same time, such that when the vehicle (10) is in motion upon operation of the indicator system the visual and the audible indicators (12, 14, 16, 18) emit their warning signals at the same time.

Description

A vehicle turn indicator system

The present invention relates to a vehicle turn indicator system especially but not exclusively for commercial vehicles.

Commercial vehicles are a major feature of road transport today. In order to deliver goods it is often necessary for them to traverse city environments. In such environments there is often a multitude of other road users. Due to the length of such a vehicle, their cab’s height off the road and other difficulties a driver may not see certain types of other vulnerable road user, such as cyclists, motorcyclists or pedestrians. This means that when for example a driver indicates visually or visibly that the vehicle is making a left turn using direction-indicator lamps, whose position is determined usually by regulations such as UNEC Regulation 48, a cyclist proceeding down the road edge next to the near side of the vehicle, that is to say between the vehicle and the road edge, may not see the indicators and could thus impact one side of the vehicle. This can lead to serious injury or the death of the cyclist. This is a significant problem in cities such as London where for instance the Mayor, Mr Sadiq Khan, will not allow his daughters to cycle on the roads due to such safety issues.

Currently all vehicles in the United Kingdom are equipped with visual indicators or warning lights at least approximately at each corner of the vehicle. These indicate visibly/visually when a vehicle is about to turn or turning. However if a cyclist is alongside the vehicle then these indicators are more difficult for a cyclist to see or notice. Similarly this hazard occurs on the opposite side of the vehicle in Left Hand Drive vehicles. For example Germany has introduced the “TurnAssistant” standard to protect vulnerable road users on the right hand/other side of vehicles. Similar hazard areas develop when a vehicle turns across oncoming traffic or operates where the driving side of the vehicle is opposite to that of the vehicle design. Furthermore similar hazards arise when vehicles and mobile machinery are operating off-road such as on a construction or mining site. Similar applications are carts or buggies used to convey people or goods in pedestrianised areas such as airports and used to assist people with impaired mobility.

It is an aim of the present invention to seek to reduce the problems discussed.

Accordingly the present invention is directed to a turn indicator system for a vehicle which comprises four or more flashing visual indicators, one or more audible indicators, such that at least two visual indicators are on each side of the vehicle, and the one or more audible indicators emit(s) sound selected from at least one of broadband sound, white sound ® or noise, pink sound or noise and multi-frequency sound, and a cut out which upon engagement stops operation of the audible indicator or indicators, in which the visual and the audible indicators operate at the same time, such that when the vehicle is in motion upon operation of the indicator system the visual and the audible indicators emit their warning signals at the same time.

Preferably the visual and audible indicators emit their warning signals synchronously or simultaneously.

Advantageously the cut out can be acted upon by a vehicle speed monitor which stops operation of the audible indicator or indicators when no motion in occurring or when the vehicle speed exceeds a predetermined speed. This has the advantage of reducing noise pollution. Similarly the cut-out can be operated at predetermined times which are for instance deemed anti-social.

This provides the advantage that a cyclist next to the vehicle will be cue-ed by the sound to notice the audible and/or the visual indicators or direction-indicator lamps. The use of the sound types indicated is such that the sound has sound-source locatability thus indicating to the cyclist where the sound is being emitted from. This is especially effective when the vehicle is adjacent. Examples of the use of such audible alarms can be found in GB2345392A, WO2012025702A, GB2303235A and WO2007012806A, whose contents are imported.

Preferably at least one of the audible indicators is placed on the near side, off side, blind side or rear of the vehicle. This has the advantage that the audible indicator is installed where driver-visibility difficulties are most acute. Advantageously there is at least one audible indicator on each side of the vehicle.

In a preferred embodiment the sound emitted is in the human audible hearing range, preferably 50 Hz to 6 kHz, and in an especially preferred embodiment 50 Hz to 4 kHz. The frequency range is such that it does not necessarily enhance the locatability of the sound which depends on the sound’s frequency spectrum and number of frequencies that are emitted at the same time or richness of the sound. Also in higher frequency ranges the ability of older people to hear is reduced. This is discussed in the Brigade White Paper of March 2009, whose contents are imported. The audible warning can in addition include voice instructions which can vary depending on the side of the vehicle concerned, local language and driving position on the road. The turn indicator system can have a country selector included with it to enable appropriate audible warnings and voice commands.

In a preferred embodiment the visual indicator and the audible indicator are a single unit and can be fitted to a vehicle as one unit. This provides the advantage that the indicator system can be fitted simply.

In a preferred embodiment the audible indicator is powered by a source independent to that of the visual indicator. This provides the advantage that such an indicator system can be retrofitted readily to most commercial vehicles as current commercial vehicles have circuits which indicate to the driver that an indicator light is not working. If the audible indicator takes power from the fitted indicator system it is likely that the existing vehicle safety system will misinform the driver that the relevant visual indicator is not working.

Preferably each visual indicator has a locatable audible indicator associated with it. This helps draw the cyclist’s attention to the visual indicator. In a preferred embodiment a vehicle is equipped with one or more visual and audible indicators down each side in addition to those at each corner. This provides the advantage that a cyclist proceeding down the side of a particularly long vehicle will see the indicators more readily as they are closer.

The use of broadband sound, white sound® or noise, pink sound or noise or multi-frequency sound means that the propagation of the sound is limited to an area round the vehicle and does not provide nuisance in a built-up area. Furthermore it means that a cyclist will not be distracted by other vehicles equipped with a similar system.

In a preferred embodiment the indicator system is equipped with a selector such that if the hazard lights are switched on the audible indicators can be selected on one or other side or on both sides of the vehicle. This provides the advantage that attention can be drawn to a stopped vehicle.

It should be noted that terms referring to sides of the vehicle relative to the driver will vary depending on whether the vehicle is left or right hand drive.

Advantageously the audible indicator is linked directly to or through the cut-out switch to an object detection system so that the audible indicator is only operational or is operational at a lower sound level except when an object or person is detected in the hazard zone. This minimises the emission of sound and potential noise nuisance. To achieve this one or more sensors or cameras are positioned along the side of the vehicle such that they can detect objects in the danger zone alongside the vehicle. The width and length of the detection zone may be varied depending on the capability of the detection technology used (ultrasonic, radar or camera image processing) and the perceived area of danger. On detecting a target for example a cyclist the detection system transmits a signal via high or low voltage trigger wire or CAN message. This signal is used as an input to the audible indicator. For example as the inverse of the cutout activation. Such that when there is no detection the cutout is ON and where there is detection the cutout is off.

Examples of vehicle turn indicator systems in accordance with the present invention will now be discussed hereinbelow in relation to the accompanying drawings, in which:

Figure 1 shows a perspective view of a commercial vehicle;

Figure 2 shows a perspective view of an articulated commercial vehicle;

Figure 3 shows a plan view of a commercial vehicle with a cyclist next to it;

Figure 4 shows a block diagram of an alarm system according to the present invention;

Figure 5 shows an operational logic table for the indicator system according to Figure 4;

Figure 6 shows a block diagram of a further alarm system according to the present invention; and

Figure 7 shows an operational logic table for the indicator system in Figure 6 according to the present invention.

Figure 1 shows a commercial vehicle 10. The commercial vehicle 10 is shown in perspective such that its driver’s side is seen. The vehicle 10 is equipped with a front driver’s side visual indicator or direction-lamp indicator 12 and a rear driver’s side visual indicator 14 and a front offside visual indicator 16. The rear offside visual indicator is not shown. In this case the vehicle 10 is equipped with an additional side visual indicator 18. The vehicle 10 is equipped in this case with audible indicators on each side. These can be placed directly in association with the

visual indicators

12, 14, 16, 18 or alternatively with just one on each side. The audible indicators are placed such that the sound emission can be heard readily by a cyclist on that side.

Figure 2 shows an articulated commercial vehicle 20. The commercial vehicle 20 is shown in perspective such that its offside is seen. The vehicle 20 is equipped with a front driver’s side visual indicator or direction-lamp indicator 22 and a rear offside visual indicator 26 at the rear of the trailer and a front offside visual indicator 24. The rear driver’s side visual indicator is not shown. The cab 28 of the articulated vehicle is equipped with visual indicators 30 at its rear, in this case only the offside visual indicator 30 is shown. In this case the vehicle 20 is equipped with two additional side visual indicators 32 on the trailer 34. The vehicle 20 in this case is equipped with audible indicators on each side. These can be placed directly in association with the

visual indicators

22, 24, 26, 30, 32 or alternatively with just one on each side. The audible indicators are placed such that the sound emission can be heard easily by a cyclist on that side.

Figure 3 shows a plan view of a vehicle 40. The vehicle 40 is equipped with four visual indicators 42 at each corner. The vehicle 40 is also equipped with side

visual indicators

44 and 46. In the case that the vehicle 40 is articulated as indicated by the dotted line 48, there is a separation of cab and trailer and the indicators 44 are placed on the rear of the cab. A cyclist 50 is seen alongside the vehicle offside. Cyclist 50 is making its way along the side of vehicle between the side of the vehicle 52 and the road edge 54. In reality the distance between vehicle side 52 and the edge of the road 54 can be quite narrow. Thus as can be seen in such cases it may not be easy for the cyclist 50 to see the indicators 42. Furthermore depending upon the position of the cyclist 50 the visibility of the

indicators

44 and 46 may be low. Therefore audible indicators in association with any of the visual indicators would draw the attention of the cyclist to the

visual indicators

42, 44, 46.

It should be noted that whilst the examples in Figures 1 to 3 have audible indicators on both sides for cost reasons operators may only fit an audible indicator on the near side or off side.

Figure 4 shows a block diagram of an indicator system 60 according to the present invention. A left turn visual indicator input 62 and a right turn visual indicator input 64 are connected to the system 60. These inputs 62, 64 are initiated by the vehicle driver selecting a left or right turn indicator. A vehicle speed signal 66 and a cut out input 68 are connected to the indicator system 60. The cut out input 68 is a driver or timer operated cut out which stops the transmission of the left or right turn indicator input by the system 60 to the audible alarms when for instance operating in hours deemed to be anti social i.e. between 23:00 and 07:00. The indicator system 60 is connected to a left turn audible output 72 connected to an audible indicator 72 and a right turn alarm output 74 connected to a right turn audible indicator 76. The indicator system 60 is connected independently to the vehicle 12/24 volt power supply by connection 78. The indicator system 60 is also attached to the vehicle ground 80.

The vehicle speed signal 66 connected to the indicator system 60 which has a predetermined threshold speed set. Above the selected speed, the indicator system 60 will switch a transmission switch from an “off” state to an “open” state allowing output to the

audible indicators

72, 76. When the left turn visual indicator input 62 is active the left turn audible indicator 72 will sound in sync with the left turn indicator input 62. When the right turn visual indicator input 64 is active the right turn audible indicator 76 will sound in sync with the right turn indicator input 64. In all other states the

outputs

70, 74 are off.

Figure 5 shows the operational logic for the indicator system. As can be seen if the vehicle speed is not sufficient then the audible indicators do not operate. This ensures that if the vehicle is stationary and the indicators are operating then no sound is emitted. As is obvious if a vehicle is stopped then it is unlikely to be a danger to a cyclist and furthermore this reduces noise pollution. It also ensures if the hazard lights are selected when the vehicle is stationary then the audible indicators do not work. Furthermore the cut-out input can stop output of the audible indicators during anti-social hours.

Figure 6 shows a block diagram of a further indicator system 160 according to the present invention. An A indicator input 162 and a B indicator input 164 are connected to the system 160. These

inputs

162, 164 are initiated by the vehicle driver selecting a left or right turn indicator thus also initiating the relevant visual indicators. A vehicle speed signal input can be optionally connected to the indicator system 160. A latched mute input 166 is connected to the system 160 and is a driver operated cut out which stops the transmission of the A or B indicator input by the system 160 to the audible alarm when desired. A timed mute input 168 is connected to the system 160 and is a timer operated cut out which stops the transmission of the A or B indicator input by the system 160 to the audible alarm when for instance operating in hours deemed to be anti social i.e. between 23:00 and 07:00. The timed mute input 168 has a predetermined mute period, in this case four minutes after which it operates in order to provide warning as necessary. The

mute inputs

166, 168 are reset when vehicle is turned off and on. The indicator system 160 contains a single audible output 172. The indicator system 160 is connected independently to the vehicle 12/24 volt power supply by connection 178. The indicator system 160 is also attached to a vehicle ground 180.

When the A indicator input 162 is active the audible indicator 172 will sound in sync with the A indicator input 162. When the B indicator input 164 is active the audible indicator 172 will sound in sync with the B indicator input 164. In all other states the audible indicator 172 is off.

Figure 7 shows the operational logic for the indicator system 160. As can be seen if the A or B indicators are operating then the audible warning is on. However if both indicators are off or are both operating then the audible indicator is off. This ensures that if the vehicle indicators are off or the hazard lights are selected then the audible indicator does not work.

As shown in Figures 1 and 2 the turn indicator system 160 can be attached to an object detecting system or sensors 90 to 99 attached to one or both the sides of the vehicle. Such sensors can be ultrasonic or other appropriate technology and may be combined with an infrared detector or other analysis by an electronic control unit (ECU) to differentiate pedestrians and cyclists from the background. Their field of detection is aimed at the hazard zone for pedestrians or cyclist and especially at vehicle blind spots and at appropriate height. Figure 1 shows a ridged vehicle where there may be 4 sensors 90 to 94 spaced equidistant along the side of the vehicle 10 just under the body such that the sensors are approximately 1m above the ground. Additional sensors may be placed at the side of the cab one on the bumper 96, one on the wheel arch 95 and a third on or just behind the wheel arch 94. On an articulated vehicle shown in Figure 2 the sensors are fitted along the side of the cab with one on the bumper 97, one on the wheel arch 98 and one on or just behind the wheel arch 99. The sensors might be set with detection from 0 to 1.5m from the side of the vehicle. Each detector might have a horizontal detection zone of 90° and a vertical detection zone of 60°. The sensors can be grouped together using a common ECU or ECUs to analyse their signals. If a target is detected within this zone each sensor will send a signal to the ECU and the ECU will signal this to the audible device by changing the voltage on a trigger wire. This signal is used as an input to the audible indicator. For example as the inverse of the cutout signal described in Figure 5. Such that when there is no detection the cutout signal is ON and where there is detection the cutout signal is off. Thus the system stops operation of the audible indicator when no obstacle be it pedestrian or cyclist is detected in the field of detection.

The positioning of the various parts of the turn indicator system described above are illustrative and are likely to be in future dictated by the Direct Vision Standard in London or TURNASSIST in Germany.

Claims

A turn indicator system for a vehicle which comprises four or more flashing visual indicators, one or more audible indicators, such that at least two visual indicators are on each side of the vehicle, and the one or more audible indicators emit(s) sound selected from at least one of broadband sound, white sound ® or noise, pink sound or noise and multi-frequency sound, and a cut out which upon engagement stops operation of the audible indicator or indicators, in which the visual and the audible indicators operate at the same time, such that when the vehicle is in motion upon operation of the indicator system the visual and the audible indicators emit their warning signals at the same time.
A turn indicator system for a vehicle according to Claim 1, in which the visual and audible indicators emit their warning signals synchronously.
A turn indicator system for a vehicle according to Claim 1 or Claim 2, the cut out can be acted upon by a vehicle speed monitor which stops operation of the audible indicator or indicators when no motion in occurring or when the vehicle speed exceeds a predetermined speed or operated at predetermined times.
A turn indicator system for a vehicle according to any preceding Claim, in which at least one of the audible indicators is placed on the near side, off side, blind side, or rear of the vehicle
A turn indicator system for a vehicle according to any preceding Claim, in which at least one audible indicator on each side of the vehicle.
A turn indicator system for a vehicle according to any preceding Claim, in which the sound emitted is in the human audible hearing range, preferably 50 Hz to 6 kHz, and in an especially preferred embodiment 50 Hz to 4 kHz.
A turn indicator system for a vehicle according to any preceding Claim, in which the visual indicator and the audible indicator are a single unit and can be fitted as one unit to a vehicle
A turn indicator system for a vehicle according to any preceding Claim, in which the audible indicator is powered by a source independent to that of the visual indicator
A turn indicator system for a vehicle according to any preceding Claim, in which each visual indicator has a locatable audible indicator associated with it.
A turn indicator system for a vehicle according to any preceding Claim, in which the indicator system is equipped with a selector such that if the hazard lights are switched on the audible indicators can be selected on one or other side or on both sides of the vehicle.
A turn indicator system for a vehicle according to any preceding Claim, in which the audible indicator is linked directly to or through the cut-out switch to an object detection system so that the audible indicator is only operational or is operational at a lower sound level except when an object or person is detected in a hazard zone.