Patent Application
20080036994
In order that the invention may be more fully understood, it will now be described, by way of example, with reference to the accompanying drawing in which:
The following discussion describes in detail one embodiment of the invention and several variations of that embodiment. This discussion should not be construed, however, as limiting the invention to those particular embodiments. Practitioners skilled in the art will recognize numerous other embodiments as well. For a definition of the complete scope of the invention, the reader is directed to the appended claims.
Detection device 10 is a discrete warning receiver configured to notify the vehicular driver when radar signals 115 and laser light signals 125 are detected from vehicular speed measuring devices 100. In addition, detection device 10 can determine an azimuth and a distance from detection device 10 to measuring system 100.
Housing assembly 20 includes a housing 22 connected to an attachment means 24. Housing 22 includes a top or face 23, a bottom (not shown), a first side 24, a second side 25, a third side 26, and a fourth side 27. Housing assembly 20 is suitable for use in environmental conditions including driving rain, high vibration, and temperature extremes experienced by positioning detection device 10 on an outer garment of a motorcyclist. In particular, housing 22 is configured as a waterproof container. In this one embodiment housing 22 has four sides, but housing 22 could take any shape suitable for the positioning of receiver 30, microprocessing group 50, and indicator system 70.
In this one preferred embodiment, attachment means 28 is a wrist band 29 having an adjustable buckle connector system, but it can also include, for example, a range of attachment devices such as, but not limited to a biased band or clamping mechanisms for attachment to a sleeve, strap, or pocket.
Referring now to
Sensors 32 in this one preferred embodiment are configured for detecting radar 110 signals in the “X” band, “KA” band, “Pulse” band. Laser sensors 34 are configured to detect laser signals 125 in the “Lidar band” . Signals not within these bands of sensors 32 and 34 are discarded by detection device 10. Detection device 10 is configured for being updated for new bands and, as required, new or revised sensors 32 and 34 for detecting the new bands.
Microprocessing group 50 is positioned in housing 22 and includes a power group 51, a processor group 54, and an operational mode group 57. In addition, microprocessing group 50 is connected to indicator system 70 and receiver 30.
Power group 51 includes a source of electrical power such as a battery 52 and an on/off power switch 53. Power switch 53 is connected to processor group 54. Battery 52 has a suitable long life for sustaining detection device 10 for an extended period of operation. Battery 52 also includes a function for detecting low voltage level and providing an indication to the wearer of a discrete pulsed vibration at distinct intervals identifying a limited remaining life of the battery to the wearer. Battery 52 can be a rechargeable battery using recharging means or a single use disposable power source.
Processor group 54 includes one or more microprocessors 55 receiving input from at least receiver 30 and control group 50. Processor group 54 also includes a comparator 56 configured to analyze the signals received by receiver 30 and identify those signals originating in the frequency ranges of vehicular speed measuring devices 100. In addition, processor group 54 activates indicator system 70 to provide detection, azimuth, and range warnings to the wearer. Microprocessor 55 includes a clock having suitable precision for the measurement of the arrival of radar and laser signals at the plurality of sensors 32 and 34.
Microprocessor group 54, including comparator 56 and microprocessor 55, in combination with receiver 30 function to determine the time difference of arrival and/or phase difference of arrival as received by the separately positioned plurality of sensors 32 and 34 on housing 22.
The time differences of arrival and/or phase difference of arrival parameters are measured as distinct individual events over time as detection device 10 moves at a velocity on the motorcycle defining a track on the ground. The varying time difference parameters are stored and analyzed to determine azimuths from device 10 to measuring system 100.
In order to calculate distance, a micro electromechanical accelerometer system integrated with microprocessing group 54 measures the relative acceleration of device 10 in up to three dimensions along the vehicular track. Microprocessor 55 identifies at least two points on the track having suitably distinct azimuths to measuring system 100 while radar signals 115 and/or laser signals 125 are being received. Based on these para meters the velocity and distance traveled is calculated simultaneous with the storing of the time difference parameters.
Given the known distance between the points and the azimuths defined from the points to measuring system 100, the geometry and distance parameters suitable for triangulation have been defined. The triangulation calculation is performed and the distance to measuring system 100 is provided to indicator system 70 for display. This distance information, for example, can also be updated to compensate for the ongoing velocity of device 10 positioned on the motorcycle.
Detection device 10 is also configured to adapt to the dynamic positioning of measuring system 100 and still provide an estimated azimuth indication relative to measuring system 100.
The approximation of a dynamic vehicular speed measuring system 100 signal can also be calculated utilizing the rate of change of the signal power or intensity. For example, when the signal power and/or intensity are increasing relative to the wearer, device 10 can be programmed to initiate an additional or heightened state of indication using indicator system 70.
Operational mode group 57 includes selectable switches for a city mode 58 and a highway mode 59 of operation. Switches 58 and 59 have corresponding LED type indicators 58A and 59A which are lit upon selecting the corresponding mode. City mode 58 couples the signals from receiver 30 to additional filtering in microprocessor group 54 configured to discriminate between erroneous or relatively weak radar signals 115 or laser signals 125 refracted by the reflective environment of the city. Highway mode 59 has increased sensitivity relative to city mode 58 for the detection of measuring system 100 from greater distances.
Indicator system 70 includes a vibrating mechanism 72, a directional indicator 74, and/or a distance indicator 76.
Vibrating mechanism 72 is activated by microprocessor 55 after comparator 56 has confirmed the signal as an emission in the band of or effectively from measuring systems 100. Vibrating mechanism 72 is a conventional device for providing vibrations having an amplitude and frequency suitable for penetrating through a sleeve of a jacket and providing an identifiable tactile indication to the wearer. Vibrating mechanism 72 can also communicate additional warnings, as noted previously, such as low battery voltage, communicate the status of detection device 10 by diagnostic vibrations to validate the operational status to the wearer, or, for example, provide discrete vibrations for the detection of laser signals 125 versus radar signals 115.
Directional indicator 74 is a visual display device configured for receiving a directional electronic signal from microprocessor 55 indicating the relative position of vehicular speed measuring device 100 and displaying to the wearer the directional orientation of the vehicular speed measuring signals being received. In this one preferred embodiment the visual display is configured for numeric characters indicating the position of the strongest vehicular speed measuring device 100 signal using the 360 degrees of a circle for orientation. Directional indicator 74 preferably uses Light Emitting Diodes (LEDs) or another similar highly reliable form of light emitting indicating device suitable for providing clearly discernable indications in conditions of bright sunlight and night.
Alternative configurations of directional indicator 74 include a dial indicator having a pointer or hand and light indicators positioned at the approximate hours of a clock. The dial indicator includes one or more LEDs configured to rotate through 360 degrees to orient in the direction of the origin of the vehicular speed measuring device 100 signal. The hour point visual indicators are LEDs positioned at the different positions of hours points around the perimeter of face 23. The hour points are LED type devices that illuminate pointing in the direction of the origin of vehicular speed measuring device 100 signal.
Distance indicator 76 is a preferably a LED type indicating device having a standardized measuring system based on selectable options such as, for example, 100 yard, mile, 100 meter, or kilometer increments. Distance indicating signals are received from microprocessor group 54. It is also envisioned that directional indicator 74 and distance indicator 76 can be combined into a single indicator.
Referring now to
As the motorcyclist is riding, radar sensors 32 and laser sensors 34 are positioned on the wrist of the motorcyclist for detecting signals such as radar signals 115 or laser signals 125. Received signals are forwarded to microprocessing group 54 where they are analyzed to determine if they fall within the designated bands. If the signals fall within the designated KA, X, and pulse radar bands as well as the LIDAR laser band, detection device 10 responds to the presence of the signal by actuating vibrating mechanism 72 alerting the rider of the presence of radar signals 115 or laser signals 125 in the bands of vehicular speed measuring devices. If the signals are outside of the designated bands no warning is provided.
Once signals are identified as effectively originating from speed measuring system 100, microprocessing group 54 uses the received signal data and internal data, such as that from accelerometer system, to calculate and send electronic signals representing the azimuth and the approximate distance to measuring system 100 from device 10 to indicator system 70. Representations of the azimuth and distance to measuring system 100 are then displayed by indicators 74 and 76, respectively.
The wireless communication system of the present invention, between the detector module and the indicator module, can be a simple system similar to the system used in commercially available remotely operated garage door openers. The wireless communication system preferably has a limited range so as not to interfere with the systems of other riders who are riding in a group, and can be a simple FM radio technology.
The switches and displays 58, 59, 58A, 59A, 74, 76, can be allocated to either housing 202 or 206 or to both housings.
Upon detection of ka band, a remote signal via the wireless link 212 will notify the vehicle operator to slow down by vibrating the housing 206 that is carried on the vehicle operator's body. Furthermore, the receiver 216 can be configured to receive a built-in wireless remote signal that is provided by commercially available radar detectors to signal the vibrating unit 72 to notify the vehicle operator.
By separating the vibrating unit 72 from the other radar detecting and signal processing electronics, a number of advantages can be realized. The housing 206 and its contents carried by the vehicle operator can be reduced in size and weight. Different indicator modules can be associated with the same detector module. For example, a wrist worn indicator module such as disclosed in U.S. Pat. No. 6,861,970 or a helmet-carried indicator module such as disclosed in U.S. Pat. No. 4,719,462 or U.S. Pat. No. 5,034,747 can be used together or alternately selected, all these patents herein incorporated by reference. Broken or lost indicator modules can be easily replaced without replacing the detector module. The driver need not be tethered to the detector module by a signal carrying wire so that driver mobility is enhanced. Other advantages realized by modularization can be readily understood.
Either embodiment functions to notify the vehicle operator to slow down if he/she cannot or does not hear nor see the actual radar device.
It is understood the term vehicle used herein encompasses not only automobiles, but vehicles such as but not limited to motorcycles, ski mobiles, jet skis, and boats.
