United States Patent (19)
`Schreder
`
`III III III III
`
`USOO5504482A
`Patent Number:
`11
`45 Date of Patent:
`
`5,504,482
`Apr. 2, 1996
`
`54 AUTOMOBILE NAVIGATION GUIDANCE,
`CONTROLAND SAFETY SYSTEM
`
`75 Inventor: Kenneth D. Schreder, Lake Forest,
`Calif.
`
`73 Assignee: Rockwell International Corporation,
`Seal Beach, Calif.
`
`21 Appl. No.: 76,502
`22 Filed:
`Jun. 11, 1993
`(51
`int. Cl. ................ G08G 1/123
`52 U.S. C. ........................... 340/995; 340/988; 364/449
`58 Field of Search ..................................... 340/995, 990,
`340/988,905, 438, 439, 435,903; 364/449,
`436; 180/282
`
`56)
`
`References Cited
`U.S. PATENT DOCUMENTS
`1/1983 Merkel .................................... 340,436
`4,369,426
`4,939,662 7/1990 Nimura et al. .......................... 340/995
`5,122,796 6/1992 Beggs et al. ............................ 340/903
`5,172,321 12/1992 Ghaem et al.
`... 340/995
`5,243,528 9/1993 Lefebvre .......
`... 340/995
`5,272,638 12/1993 Martin et al. .
`... 340,995
`5,293,163 3/1994 Kakihara et al. .
`... 340,995
`5,293,318 3/994 Fukushima .............................. 340/995
`
`OTHER PUBLICATIONS
`Motorola, Intelligent Vehicle Highway Systems, published in
`1993.
`Delco, "Other Vendors Display Navigation Wares at IVHS
`Event', Inside IVHS, Apr. 26, 1993, p. 6.
`Primary Examiner-Brent A. Swarthout
`Attorney, Agent, or Firm--George A. Montanye; David J.
`Arthur; Susie H. Oh
`ABSTRACT
`57)
`An automobile is equipped with an inertial measuring unit,
`an RF GPS satellite navigation unit and a local area digitized
`street map system for precise electronic positioning and
`route guidance between departures and arrivals, is equipped
`with RF receivers to monitor updated traffic condition
`information for dynamic rerouting guidance with a resulting
`reduction in travel time, traffic congestion and pollution
`emissions, is also equipped with vehicular superceding
`controls substantially activated during unstable vehicular
`conditions sensed by the inertial measuring unit to improve
`the safe operation of the automobile so as to reduce vehicu
`lar accidents, and is further equipped with telecommunica
`tions through which emergency care providers are automati
`cally notified of the precise location of the automobile in the
`case of an accident so as to improve the response time of
`road-side emergency care.
`4 Claims, 2 Drawing Sheets
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`WEHICLE CONTROL SYSTEM
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`DRIVER OPERATING SYSTEM
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`MAP SORAGE
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`DRIVER DISPLAY
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`US. Patent
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`1.
`AUTOMOBILE NAVIGATION GUIDANCE,
`CONTROLAND SAFETY SYSTEM
`
`5,504,482
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`2
`Governmental agencies have provided emergency care
`services in response to road side vehicular accidents, as is
`well known. Governmental agencies have adopted the well
`known "911" emergency call method through which road
`accidents are reported and followed by the dispatching of
`emergency care services including police, fire and para
`medic services using dedicated emergency RF radio sys
`tems. Such RF radio systems and methods often require the
`reporting of the accident by private citizens who are typi
`cally either witnesses to the accident or are involved in the
`accident. However, such systems and methods fail when
`such victims are incapacitated by injury, or when such
`witnesses are unable to quickly locate an operating phone
`especially in remote areas. Moreover, critical time is often
`lost when searching for a telephone to place the "911" call
`on a remote telephone. Further still, misinformation may be
`inadvertently given by those reporting victims and witnesses
`unfamiliar with the location of the accident thereby directing
`the emergency care provider to the wrong location. There
`exists a continuing need to more expeditiously provide
`accurate vehicular traffic accident information to emergency
`care providers.
`Drivers have heretofore operated automobiles in their
`daily lives but nonetheless do at times operate their respec
`tive vehicles at excessive speeds or when exceeding other
`safe operating conditions resulting in accidents. Modern day
`automobiles have been adapted with increasingly sophisti
`cated vehicular electronic controls including power steering,
`four-wheel steering, anti-lock braking, engine governing,
`automatic transmission, cruise control, and suspensions lift
`ing controls. Additionally, modern automobiles have been
`increasingly adapted with electro-mechanical sensing and
`control using electronic processing, including the use of
`microprocessor based electronic systems. The increased
`sophistication of electronic vehicular sensing and control is
`well suited for microcomputer processing. The accuracy,
`sensitivity and operational speed of electronic controls are
`known to far exceed that of the human mind. There exists a
`continuing need to adapt and improve real-time vehicular
`dynamic motion and operating condition sensing and control
`for corrective vehicular control to maintain as best possible
`the automobile within safe operating limits. These adaptions
`and improvements are well suited for automatic processing
`capabilities of modern day micro-electronics.
`Automobiles have also been adapted with experimental
`local area digitized road map systems which display a map
`portion of interest. The driver can locate departure and
`destination points on the map, and then visually follow the
`displayed map respecting the current position of the vehicle,
`as the driver travels toward the desired destination point.
`The map systems display a cursor to locate the current
`position of the moving vehicle on the displayed map. The
`portion of the map that is displayed is periodically adjusted
`to keep the current position cursor in the center of the
`displayed map portion. The map systems use a compass and
`a wheel sensor odometer to move the current position from
`one location to another as the vehicle travels on the road.
`The use of such map display systems requires the driver to
`repetitively study the map and then mentally and repetitively
`determine and select travel routes diverting attention away
`from the safe operation of the vehicle. The display of the
`digitized map with a current position cursor tends to increase
`traffic accidents, rather than promote safe operation. Also,
`the compass and wheel odometer technology causes map
`position error drifts over distance, requiring recalibration
`after traveling only a few miles. Moreover, the use of such
`map systems disadvantageously requires the entry of the
`departure point each time the driver begins a new route.
`
`FIELD OF INVENTION
`The present invention relates to inertial navigation, auto
`mobile control, three dimensional satellite positioning,
`vehicular traffic management, automobile telecommunica
`tions, automobile radio data systems, traffic monitoring
`systems, local area digitized traffic maps, route guidance
`systems, road side emergency care and pollution control.
`More specifically, the present invention relates to integrat
`ing, adapting and improving various technologies and meth
`ods to provide a comprehensive vehicular route guidance,
`control and safety system for reducing travel time, pollution
`emissions, traffic accidents and road side emergency care
`response time.
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`BACKGROUND OF THE INVENTION
`Modern automobile travel has long been plagued by
`excessive traffic congestion and resulting air pollution from
`continually increasing automobile use. Drivers have long
`sought optimum travel routes to minimize drive time, and
`governmental agencies have sought to reduce air pollutants,
`as is well known. Local area radio and TV stations have
`transmitted "sig-alerts' to inform drivers of blocked or
`congested traffic routes so that drivers familiar with various
`routes to their respective destinations can alter enroute their
`planned route to minimize drive time which is often unpro
`ductive and represents an aggregate burden on Society. Such
`"sig-alerts' disadvantageously require real-time receptions
`by the drivers prior to entering the congested traffic area.
`Such "sig-alerts' are often missed when drivers are not
`35
`tuned into the transmitting station at the proper time. More
`over, drivers tend to learn and routinely follow the same
`route day after day without becoming familiar with alternate
`routes even in the face of heavy recurring congestion. Road
`side signs have also long been used to warn drivers and
`redirect traffic during road construction or traffic congestion.
`For example, posted detour signs and electronic road-side
`billboards have been used to suggest or require alternative
`routes. Some electronic billboards have been posted on main
`traffic arteries, warning of pending traffic blockage or con
`gestion. However, these signs and billboards also suffer from
`being posted too near to the point of congestion or blockage
`preventing meaningful re-evaluation of the planned route
`and alteration of that route, primarily because of the required
`close proximal relationship between the sign location and
`the point of congestion or blockage. There exists a continu
`ing need to improve the reception of accurate traffic con
`gestion and alternative route information.
`Local area radio and TV stations have broadcasted pre
`dicted pollution levels, that is, “smog alerts' with a view of
`altering driver use, such as increased car pooling or collec
`tive rapid transit use on days of expected high pollution
`levels, to minimize and reduce those levels. "Smog alerts'
`suffer from the same disadvantages as "sig-alerts' in that
`drivers may not be informed in time to take alternative
`actions. Moreover, the independent nature of human beings
`and their respective differing destinations tend to defeat an
`appropriate communal response to such "smog alerts'.
`There also exists a need to continually reduce automobile
`travel time and the resulting environmental pollutants by
`optimizing the travel time or travel distance of vehicles
`between departure locations and arrival destinations.
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`Additionally, the digitized map systems do not perform
`route guidance indicating a route through which the driver
`should take to reach a particular destination point. The
`digitized map systems are not dynamically updated with
`current traffic information, such as detours for road con
`struction, blocked routes due to accidents, and delayed travel
`times due to heavy traffic congestion. Furthermore, such
`map systems do not provide route guidance based upon
`varying requirements, such as, least route time, least travel
`distance, cost-effective least traffic stops and turns, nor a
`combination thereof, nor based upon dynamic updated cur
`rent traffic conditions. There exists a continuing need to
`improve digitized map systems with a driver friendly inter
`face which reduces diversion away from the safe attentive
`operation of the vehicle to promote accident free dynamic
`route guidance vehicular operation.
`While the aforementioned "sig-alerts”, “smog-alerts',
`"911", detour signs, electronic billboard and digitized map
`systems and methods have had some success, there exists a
`wide range of technologies that have disadvantageously not
`been applied in a comprehensive integrated manner to
`significantly improve route guidance, reduce pollution,
`improve vehicular control and increase safety associated
`with the common automobile experience. For example, it is
`known that gyro based inertial navigation systems have been
`used to generate three-dimensional position information,
`including exceedingly accurate acceleration and velocity
`information over a relatively short travel distance, and that
`GPS satellite positioning systems can provide three-dimen
`sional vehicular positioning and epoch timing, with the
`inertial system being activated when satellite antenna recep
`tion is blocked during "drop out' for continuous precise
`positioning. It is also known that digitized terrain maps can
`be electronically correlated to current vehicular transient
`positions, as have been applied to military styled transports
`and weapons. For another example, it is also known that
`digitally encoded information is well suited to RF radio
`transmission within specific transmission carrier bands, and
`that automobiles have been adapted to received AM radio,
`FM radio, and cellular telecommunication RF transmissions.
`For yet another example, it is further known that automobile
`electronic processing has been adapted to automatically
`control braking, steering, suspension and engine operation,
`for example, anti-lock braking, four-wheel directional steer
`ing, dynamic suspension stiffening during turns and high
`speed, engine governors limiting vehicular speed, and cruise
`control for maintaining a desired velocity. For still another
`example, traffic monitors, such as road embedded magnetic
`traffic light sensor loops and road surface traffic flow meters
`have been used to detect traffic flow conditions. While these
`sensors, meters, elements, systems and controls have served
`limited specific purposes, the prior art has disadvanta
`geously failed to integrate them in a comprehensive fashion
`to provide a complete dynamic route guidance, dynamic
`vehicular control, and safety improvement system.
`Recently, certain experimental integrated vehicular
`dynamic guidance systems have been proposed. Motorola
`has disclosed an Intelligent Vehicle Highway System in
`block diagram form in copyright dated 1993 brochure.
`Delco Electronics has disclosed another Intelligent Vehicle
`Highway System also in block diagram form in Automotive
`News published on Apr. 12 1993. These systems use com
`pass technology for vehicular positioning. However, dis
`placement wheel sensors are plagued by tire slippage, tire
`wear and are relatively inaccurate requiring recalibration of
`the current position. Compasses are inexpensive, but suffer
`from drifting particularly when driving on a straight road for
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`extended periods. Compasses can sense turns, and the sys
`tem may then be automatically recalibrated to the current
`position based upon sensing a turn and correlating that turn
`to the nearest turn on a digitized map, but such recalibration
`is still prone to errors during excessive drifts. Moreover,
`digitized map systems with the compass and wheel sensor
`positioning methods operate in two dimensions on a three
`dimensional road terrain injecting further errors between the
`digitized map position and the current vehicular position due
`to a failure to sense distance traveled in the vertical dimen
`sion.
`These Intelligent Vehicle Highway Systems appear to use
`GPS satellite reception to enhance vehicular tracking on
`digitized road maps as part of a guidance and control System.
`These systems use GPS to determine when drift errors
`become excessive and to indicate that recalibration is nec
`essary. However, the GPS reception is not used for auto
`matic accurate recalibration of current vehicular positioning,
`even though C-MIGITS and like devices have been used for
`GPS positioning, inertial sensing and epoch time monitor
`ing, which can provide accurate continuous positioning.
`These Intelligent Vehicle Highway Systems use the com
`pass and wheel sensors for vehicular positioning for route
`guidance, but do not use accurate GPS and inertial route
`navigation and guidance and do not use inertial measuring
`units for dynamic vehicular control. Even though dynamic
`electronic vehicular control, for example, anti-lock braking,
`anti-skid steering, and electronic control suspension have
`been contemplated by others, these systems do not appear to
`functionally integrate these dynamic controls with an accu
`rate inertial route guidance system having an inertial mea
`suring unit well suited for dynamic motion sensing. There
`exists a need to further integrate and improve these guidance
`systems with dynamic vehicular control and with improved
`navigation in a more comprehensive system.
`These Intelligent Vehicle Highway Systems also use RF
`receivers to receive dynamic road condition information for
`dynamic route guidance, and contemplate infrastructure
`traffic monitoring, for example, a network for road magnetic
`sensing loops, and contemplate the RF broadcasting of
`dynamic traffic conditions for dynamic route guidance. The
`disclosed two-way RF communication through the use of a
`transceiver suggests a dedicated two-way RF radio data
`system. While two-way RF communication is possible, the
`flow of necessary information between the vehicles and
`central system appears to be exceedingly lopsided. The flow
`of information from the vehicles to a central traffic radio data
`control system may be far less than the required information
`from traffic radio data control system to the vehicles. It
`seems that the amount of broadcasted dynamic traffic flow
`information to the vehicles would be far greater than the
`information transmitted from the vehicles to the central
`trafic control center. For example, road side incident or
`accident emergency messages to a central System may occur
`far less than the occurrences of congested traffic points on a
`digitized map having a large number of road coordinate
`points.
`Conserving bandwidth capacity is an objective of RF
`communication systems. The utilization of existing infra
`structure telecommunications would seem cost-effective.
`AT&T has recently suggested improving the existing cellu
`lar communication network with high speed digital cellular
`communication capabilities. This would enable the use of
`cellular telecommunications for the purpose of transmitting
`digital information encoding the location of vehicular inci
`dents and accidents. It then appears that a vehicular radio
`data system would be cost-effectively used for unidirectional
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`Google Ex. 1005, p. 5
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`5,504,482
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`5
`broadcasting of traffic congestion information to the general
`traveling public, while using existing cellular telecommu
`nication systems for transmitting emergency information.
`The communication system should be adapted for the
`expected volume of information. The Intelligent Vehicular
`Highway Systems disadvantageously suggest a required
`two-way RF radio data system. The vast amount of infor
`mation that can be transmitted may tend to expand and
`completely occupy a dedicated frequency bandwidth. To the
`extent that any system is bidirectional in operation tends to
`disadvantageously require additional frequency bandwidth
`capacity and system complexity. These and other disadvan
`tages are solved and reduced using the present invention.
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`BRIEF DESCRIPTION OF THE DRAWINGS
`FIG. 1 is a block diagram of an automobile navigation
`guidance, control and safety system.
`FIG. 2 is an expanded block diagram of the vehicle
`automobile navigation guidance, control and safety system.
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`Still a further object of the present invention is to provide
`a comprehensive and integrated vehicular guidance, control
`and safety system using vehicular inertial and electronic
`sensing, processing and control in combination with RF
`communications, RF satellite and inertial navigation, and
`digitized road maps.
`The vehicular navigation system of the present invention
`integrates an inertial navigation unit and a GPS navigation
`unit to provide continuous accurate vehicular positioning
`even during periods of satellite drop out when the reception
`of GPS navigation signals is blocked by interference. Iner
`tial sensing and navigation in combination with GPS posi
`tioning is applied to common transportation vehicles. The
`GPS RF navigation unit is used to locate the vehicle in three
`dimensions. The inertial navigation unit is used to modify
`the current positioning during satellite drop out. Inertial
`navigation provides vehicular movement information during
`GPS drop out. GPS and inertial navigation elements com
`bine to provide continuous accurate positioning. Accurate
`vehicular positioning is combined with the use of digitized
`road maps for route guidance based upon a variety of routing
`algorithms, for examples, least time, least distance, least
`turns or least stops. The improved navigation system reduces
`problems associated with error drifts over extended traveled
`distances, and reduces the need for manual recalibration and
`starting point reentry. The inertial vehicular navigation sys
`tem is not subject to the same drift errors associated with
`compass, wheel sensing and GPS positioning, and the result
`ing need to reentercurrent positions. GPS monitoring is used
`to recalibrate vehicular position on a recurring basis.
`The inertial navigation unit is also used to sense vehicle
`instabilities. The present invention includes a vehicular
`dynamic control system for improved safe operation of the
`vehicle. Software programmed embedded processors are
`used to interpret vehicular sensors and inertial information.
`Advantages of inertial measuring include the computation of
`accurate instantaneous acceleration and velocity parameters.
`These parameters are useful in the detection of unstable
`vehicular conditions. The present invention is enhanced by
`dynamic superseding automatic control of the vehicle in the
`case of detected unstable conditions, such as skidding and
`sliding of the vehicle.
`Digitized maps, computer processing and the inertial and
`GPS navigation units are used to correlate current positions
`within a local area digitized road map and used for vehicle
`route guidance to a destination. A radio data system is used
`to receive up-to-date traffic flow information. The dynamic
`traffic flow information locates and characterizes the type of
`traffic flow, including X-Y map coordinates with traffic
`codes, for examples, road construction, detours, congestion
`levels, traffic flow rates, hazardous material spills, parking
`capabilities, weather conditions, among other codes. The
`digitized maps, computer processing, inertial and GPS navi
`gation Systems and the radio data system are used to
`dynamically reroute the vehicle after departure.
`Inertial measuring senses accident or incident conditions.
`RFTelecommunications is then used to automatically report
`the accident or incident to emergency road-side service
`providers. The digitized maps, navigation system with cur
`rent vehicular position and computer processing are used to
`automatically initiate and communicate emergency calls
`with precise location information to the emergency service
`providers to improve their response time to emergency
`incidents. These and other advantages will become more
`apparent from the following detailed description of the
`preferred embodiment.
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`SUMMARY OF THE INVENTION
`An object of the present invention is to provide drivers of
`automobiles with a route guidance system.
`Another object of the present invention is to improve the
`safety of drivers in vehicles which have developed road
`instability during operation.
`Another object of the present invention is to improve the
`reporting of road side accidents with precise accident loca
`tion information.
`Another object of the present invention is to reduce
`vehicular emission of air pollutants using a route guidance
`system.
`Yet another object of the present invention is to provide a
`navigation system which accurately positions a vehicle
`within a local area digitized road map.
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`Yet another object of the present invention is to provide a
`driver friendly route guidance system.
`Yet another object of the present invention is to provide a
`vehicular navigation and guidance system which computes
`optimum routes between departure and destination points.
`Still another object of the present invention is to provide
`a vehicular guidance system which dynamically reroutes
`travel routes based upon updated and current traffic flow
`information.
`Yet another object of the present invention is to provide
`for the automatic transmission of emergency calls in the
`event of a road side incident.
`A further object of the present invention is to provide
`vehicular RF data reception suitable for receiving current
`traffic flow information.
`A further object of the present invention is to provide
`precise continuous vehicular positioning information using
`RF satellite and inertial navigation.
`A further object of the present invention is to improve
`driver safety by providing real-time vehicular dynamic
`control for automatic corrective action during vehicular
`instability using inertial measuring.
`Yet a further object of the present invention is to provide
`precise positioning of vehicles in emergency situations using
`vehicular inertial and satellite navigation and telecommuni
`cations.
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`DETAILED DESCRIPTION OF THE
`PREFERRED EMBODIMENT
`Referring to FIG. 1, an automobile navigation guidance,
`control and safety system of the present invention has
`various internal processing elements having necessary pro
`cessors and programmed memories. A vehicle external sys
`tem 10 comprises an optical sensor 12 primarily for detect
`ing road obstacles, and one or more antenna 14 for RF
`reception and transmission. The vehicle external system 10
`provides a vehicle information system 16 with optical sensor
`inputs and RF transmission signal inputs. The vehicle infor
`mation system 16 includes an RF navigation system 18, an
`inertial navigation system 20 and a vehicle dynamic position
`system 22 collectively operating to determine dynamic
`vehicular positioning. The RF navigation system 18 is a GPS
`receiver which may be an RINAVCORV component in the
`preferred form. The inertial navigation system 20 is a
`modified GIC-100 gyro system, in the preferred form, which
`generates two dimensional acceleration and velocity infor
`mation. An improved gyro system could be used to provide
`three-dimensional acceleration and velocity information.
`The position system 22 is an interface processor for pro
`cessing signals from the RF navigation system 18 and the
`inertial navigation system 20, and computes equations for
`three-dimensional positioning, that is, longitude, latitude
`and altitude information, and equations for motion for
`providing two-dimensional acceleration and velocity infor
`mation.
`The vehicle position system 22 transfers three-dimen
`sional current position and time information to a driver
`information system 24 and also transfers motion information
`to a vehicular dynamic control system 26. The driver infor
`mation system 24 provides the computing capability for
`route guidance planning as adjusted by dynamic traffic flow
`information received through a radio data system 28.
`The vehicle information system 16 preferably includes a
`cellular telephone system 30 for transmitting emergency
`calls to road side emergency care providers. The calls would
`preferably be placed over a digital cellular telephone RF
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`channel and include epoch time and vehicle location, and
`preferably would also include the vehicle heading just prior
`to the conditions that caused the activation of the emergency
`call so that the road-side emergency care providers would be
`informed as to which side of the road is the reporting vehicle
`to more precisely locate the vehicle to reduce the response
`time of emergency road side services.
`The information system 16 may include an electro-optical
`obstacles detection system 36 for optically detecting road
`obstacles for head-way holding. The optical sensor 12 and
`optical detection system 36 are optional features to enhance
`advance warning of road obstacles or obstructions. The
`optical detection system 36 may provide the vehicle
`dynamic control system 26 with obstacle information. The
`obstacle detection system 36 provides for advance detection
`and warning of road obstacles for dynamic vehicular control
`for automatic avoidance control of the vehicle. The optical
`detection system 36 may be further enhanced to detect other
`vehicles on the same road or to detect road lane positioning.
`The vehicle could then be automatically controlled to stay
`within a lane preventing deviation from the road lane. The
`vehicle could also be automatically controlled to maintain a
`safe but efficient proximity to other vehicles, for example,
`the vehicle just ahead, for dynamic speed control, similar to
`cruise control but maintaining the vehicle at a safe distance.
`The optical detection system 36 may be based upon radar
`using optical or RF transmission and reception techniques.
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`The optical detection system 36 is preferably but optionally
`integrated into the information system 16 having a primary
`function of route guidance.
`The vehicle information system 16 also receives infor
`mation from a driver operating system 38 which is a
`collection of driver interface systems including a driver
`steering system 40, a driver throttle system 42 and a driver
`braking system 44 collectively for monitoring and interact
`ing with driver manipulation of the steering wheel, brake
`pedal and throttle, not shown. The driver operating system
`38 also includes a map storage system 46 for storing
`digitized road maps, a driver display 48 for displaying map
`portions surrounding the current position of the vehicle and
`other information, and an entry device 50 for manual entry
`of information, for example, a desired destination point, and
`optional information, for example, a desired cruise control
`speed.
`The display device 48 displays a relevant vicinity map
`portion of the digitized map. The display device 48 displays
`the planned route and current position cursor within the
`displayed vicinity map portion. The planned route and
`current position cursor would be distinguished by highlight
`ing within the displayed vicinity map. The cursor preferably
`takes the form of an arrow particularly useful for directional
`orientation and roadside determination, for example, north
`bound direction and northbound side of the road. Directional
`orientation of the current position is also useful to road side
`emergency care providers attempting to locate and reach an
`incident on a major thoroughfare.
`Additionally or alternatively, the display device 48 could
`have a speaker audibly inform