The present invention relates to a system and method for improving road safety, in particular for cyclists and other micromobility vehicles.

Limited road space is a significant factor in cycling related accidents which cause injuries and fatalities. So-called “close passes”, in which another road user, usually a larger motorised vehicle such as a car, bus, van or truck, overtakes a cyclist without leaving sufficient space between them, are behind the most common types of crash that lead to serious injuries and deaths of cyclists. Identifying where and when such close passes occur frequently, any associated behavioural patterns, can be used to provide information about safe and less safe locations, assisting individual cyclists in route planning and providing information to organisations involved with road planning issues and traffic management.

The present invention provides a road safety system for micromobility vehicles, comprising a detection system attachable to a micromobility vehicle, the detection system comprising at least one sensor configured to detect the proximity of other road users to the micromobility vehicle, and a location identifying device, wherein the detection system is configured to capture proximity data from the or each sensor, and to capture information from the location identifying device, and a transmission system and a processing system, wherein the transmission system is configured to transmit the captured data to the processing system, wherein the processing system is configured to analyse the data to identify data representative of a predefined close proximity event between the micromobility vehicle and another road user and to provide road safety output information, and wherein the processing system is further configured to transmit the road safety output information back to the detection system for communication to the user of the micromobility vehicle and to another computing device or digital platform.

Preferably the detection system comprises at least one side-facing sensor configured to detect the proximity of other road users on at least one side of the micromobility vehicle. The detection system may further comprise one or both of a front-facing sensor configured to detect the proximity of other road users in front of the micromobility vehicle and a rear facing sensor configured to detect the proximity of other road users behind the micromobility vehicle. The or each sensor may comprise an ultrasonic sensor.

Preferably the detection system further comprises a display configured to provide information to the user of the micromobility vehicle. The detection system may be removably attachable to a micromobility vehicle.

In one embodiment, the location identifying device and the transmission system are provided by a personal computing and communication device in wireless communication with the or each sensor and carried by the user or mountable on the micromobility vehicle.

The detection system preferably further comprises a projection system configured to project an image onto the road surface around the micromobility vehicle.

Preferably, the projection system further comprises an adjustment mechanism configured to alter the size and position of the image projected onto the road relative to the micromobility vehicle.

The detection system may be operable to detect a like detection system on another micromobility vehicle and the projection system may be operable to alter the projected image when the micromobility vehicles are travelling together.

The road safety system may further comprise a plurality of detection systems, each attached to a different micromobility vehicle, wherein the processing system is configured to combine and analyse data from the plurality of detection systems to provide the road safety output information.

In another aspect, the present invention provides a method for improving road safety comprising the steps of attaching a detection system to a micromobility vehicle, the detection system comprising at least one sensor configured to detect the proximity of other road users to the micromobility vehicle, and a location identifying device; using the detection system to detect the proximity of other road users to the micromobility vehicle and the location of the micromobility vehicle, transmitting the proximity data and location data to a processing system, analysing the data to identify data representative of close proximity events between the micromobility vehicle and another road user and to provide road safety output information and transmitting the road safety output information back to the detection system for communication to the user of the micromobility vehicle and to another computing device or digital platform.

Preferably, the method for improving road safety further comprises combining data from multiple detection systems attached to different micromobility vehicles. The present invention will now be described in detail, by way of example only, with reference to the accompanying drawings in which:

Figure 1 is a perspective view of one embodiment of a detection unit for use with a micromobility vehicle such as a bicycle;

Figure 2 is side view of the detection unit of Figure 1 mounted on a bicycle;

Figure 3 is an exploded view of the detection unit in Figure 1 ;

Figure 4 is a schematic plan view of a bicycle incorporating the present invention;

Figures 5a and 5b show examples of a projected image provided around a bicycle;

Figure 6 is a flowchart illustrating an embodiment of the present invention;

Figures 7a and 7b illustrate a group riding mode of the present invention.

The present invention is described below in relation to a bicycle. Flowever, it is also applicable to other forms of micromobility vehicle, that is small, lightweight vehicles for personal transport such as powered bicycles (often referred to a e-bikes), scooters, skateboards and so on. References to bicycle and cyclist are therefore intended to encompass other such micromobility vehicles and their users.

The present invention comprises a detection system 10 mountable on a bicycle 12 and communicating with a data storage and processing system 14. The detection system 10 monitors the proximity of the bicycle to other road users and transmits captured data to the data storage and processing system 14 for analysis, in particular to identify road safety information and the occurrence of “close proximity events”. Primarily, the system of the present invention is configured to identify a “close pass”, that is when another road user has overtaken the bicycle 12 in a close and unsafe manner. Flowever, a “close proximity event” may also comprise other situations when the proximity of other road users to a bicycle 12 is less than a predetermined value and is deemed unsafe. For example, this may include another road user following too closely (tailgating), another road user pulling into the path of the bicycle too closely, or the cyclist themselves getting too close to a road user in front of them.

In one embodiment, the detection system 10 comprises a self-contained unit 16 which is mountable on the frame of a bicycle 12. Flowever, the detection system 10 could comprise more than one unit mountable on the bicycle 12 or could comprise components which are integrated into the bicycle frame during manufacture. One embodiment of the bicycle unit 16, as shown in Figures 1-3, comprises a housing 18 in three parts which can be secured together to define an aperture 20 sized to fit a tube of a bicycle frame. The parts of the housing 18 may be secured together in a quick release manner, for example magnetic or mechanical clips, or in a semi-permanent manner, for example by screws, to allow the unit 16 to be attached to and detached from a bicycle 12 when required. As shown in Figure 2, the unit 16 is designed to fit on the front stem between the handlebars and the head tube. Flowever, the unit 16 could be configured to fit on other parts of a bicycle frame. Other attachments devices such as brackets could also be used to fix the unit 16 to the bicycle, so that the aperture 20 is not required.

The detection system 10 comprises at least one sensor 22 which is configured to detect the proximity of other road users to the bicycle 12, that is the distance between the bicycle 12 and surrounding objects. Preferably, the detection system 10 is configured to detect the proximity of objects on either side of the bicycle 12. Therefore, two sensors 22a, 22b may be provided on left and right sides of the unit 16 respectively. Optionally, the detection system 10 may further comprise a front facing sensor 22c and/or a rear facing detector 22d. Each sensor 22 may have a control circuit 23. The sensors 22a, 22b on each side will detect other road users passing the bicycle 12. The front detector 22c will detect the proximity of other road users in front of the bicycle 12. A rear sensor (if present) will detect the approach of other road users behind the bicycle. When the unit 16 is mounted on the front of the bicycle 12, the front sensor 22c may be integral within the unit 16 and the rear sensor 22d may be separate and located towards the rear of the bicycle frame, for example on the seat post, and in wireless communication with the main unit 16. Alternatively, the unit 16 may incorporate the side and rear sensors 22a, 22b, 22c and be located towards the rear of the bicycle frame, for example on the seat post, with the front sensor 22c located separately towards the front of the bicycle frame, for example on the stem, in wireless communication with the main unit 16.

Each sensor 22 may comprise an ultrasonic sensor, although any other suitable form of proximity detector could be used. Each sensor 22 preferably takes multiple readings per second, for example eight readings per second or more, and has a wide field of view, preferably at least 90 degrees or more, giving a detection area 24 which extends out from the sensor 22 as shown in Figure 4. For the side sensors 22a, 22b, the respective detection areas 24a, 24b will preferably extend slightly to the front and rear as well as directly to the side of the bicycle 12. Similarly, a front sensor 22c and rear sensor 22d, if present, will have detection areas 24c, 24d respectively extending to each side of the bicycle 12 as well as directly forward/backward. The detection areas 24 of each sensor 22 may be overlap with the detection areas 24 of the adjacent sensors. The range of each sensor 22 is preferably at least 2.5 m.

When another road user passes the bicycle 12 it will pass through the detection area 24 of one of the side sensors 22a, 22b. A close proximity event may be defined as occurring when another road user is detected in the detection area 24a or 24b of one of the side sensors 22a, 22b with a proximity value less than a predetermined amount. For example, this predetermined amount may be 1.5 - 2.0 m. Additional factors may also be taken into account in defining a close proximity event, such as the time taken for the other road user to pass through the detection area 24a or 24b of the respective side sensor 22a, 22b, and/or the speed of the bicycle 12. Data from the front and or rear sensors 22c, 22d, if present, may also be taken into account in defining a close proximity event. For example, data from one of the side sensors 22a or 22b in conjunction with data from the front facing sensor 22c can help to identify a “close pass” when another road user overtakes the bicycle 12 dangerously close. Using data from the front facing sensor 22c in addition to the side sensors helps to distinguish another road user overtaking the bicycle 12 from the bicycle 12 itself passing a stationary vehicle.

The sensors 22 may also be used to detect other potentially unsafe events in addition to unsafe passing/overtaking of the bicycle 12. For example, data from a rear sensor 22d may show another road user approaching at high speed or following too closely (tailgating) the bicycle 12. Data from a front sensor 22c may show another road user pulling into the path of the bicycle 12 too closely, or the cyclist themselves getting too close to a road user in front. Preferably, the sensors 22 are able to detect other cyclists and micromobility vehicles in addition to larger road users and vehicles such as cars, trucks, buses etc. Preferably, the data from the sensors 22 can be used to distinguish between different types of road user.

The detection system 10 also comprises a processor 26 which controls operation of the sensors 22 and gathers data for wireless transmission to the external processing system 14, for example via Bluetooth. The detection system 10 further comprises a power supply 28, for example a battery, which may be rechargeable. There may be an on/off switch allowing the user to activate/deactivate the detection system 10 when required. Alternatively, or in addition, there may be a motion sensor device to detect when the bicycle 12 is moving and to operate the detection system 10 when in motion.

Optionally, the detection system 10 further comprises a display 30 which provides information and alerts to the rider of the bicycle 12. This may be in the form of a screen, such as an OLED screen, mounted on the top of the unit 16, although other forms of display may also be used. For example, a rider may be alerted by flashing lights mounted on the unit 16, or mounted elsewhere on the bicycle 12, and/or sounds, when another road user is detected in the detection area 24 of one of the sensors 22, with a proximity value less than the predetermined amount. The location of lights or other visual signals on the display 30, or elsewhere on the bicycle 12, may be used to indicate the position of the other road user to the bicycle 12. For example, a light or arrow on the right hand side of the display 30, or on the right handlebar, can be used to show another road user overtaking on the right. Alternatively, or in addition, vibration devices to produce haptic feedback could be provided, for example in the handlebars.

The detection system 10 may also comprise a projection device 34 which provides information to other road users. For example, this may be one or more lasers 36, each joined by a connector 37 to a diffraction housing 38 provided within the unit 16. The projection device 34 projects an image 40 onto the road surface beneath and around the bicycle 12 to define a safety area. This improves the overall visibility of the rider and bicycle 12 and increases awareness in other road users, in order to discourage getting too close. The projected image 40 may consist of a boundary line at a certain distance around the bicycle 12 or an illuminated area beneath and around the bicycle. For example, Figure 5a shows a boundary line in the form of a hexagonal shape around the bicycle 12, although other shapes could be used. Figure 5b shows a safety area beneath and around the bicycle 12 by means of an array or grid of lights. The form of the projected image 40 may be customisable by the rider, for example to choose different colours or patterns.

Preferably, the projection device 34 further comprises an adjustment mechanism which is configured to alter the size and position of the image 40 projected onto the road in order to suit different bicycles 12 and cyclist preferences. The image 40 may be altered in width so as to become narrower or wider. The image 40 may also be moved forward and backward to ensure that the front and back of the bicycle 12 are contained within the projected image 40 on the road. In this embodiment, the laser beam from each laser 36 is passed through the diffraction gratings 38 to a first mirror 50, which is rotatable about a horizontal axis. The position of the first mirror 50 is adjustable by a side thumb dial 54 and held in position by a spring 52 biasing a locking mechanism 56. This controls positioning of the diffraction gratings 38, and hence the projected image 40, in a direction parallel to the frame of the bicycle 12 and one dial 52 is operable to control the image from both lasers 36.

Positioning of the diffraction gratings 38, and hence the projected image 40, in a direction perpendicular to the frame of the bicycle 12 (in line with the handlebars) is controlled by two further mirrors 58, each rotatable about a vertical axis and controlled by a dial 60 on the underside of the unit 16. Each of the mirrors 58 is held in place by a spring 62 biasing a locking mechanism 64. Thus, for this adjustment, the image from each laser 36 is controlled separately by a respective dial 60.

The detection system 10 further comprises a location identifying device 42, such as a GPS system or similar navigation device. This may be integrated within the unit 16 or may be a separate device which may be mounted on the bicycle 12 or carried by the rider. For example, this may be a personal communication and computing device such as a smartphone 44, running a mobile application or “app”.

In use, the sensors 22 continuously measure the proximity of other road users to the bicycle 12. If a close proximity event is detected, as mentioned above, the cyclist may be alerted by the display 30. Optionally, the projection device 34 may also change the appearance of the projected image 40 as a warning to the other road users. For example, the projected image 40 may change in colour, intensity or pattern.

As noted above, the system of the present invention may include a mobile app on a device such as a smartphone 44 carried by the rider. In this case, the unit 16 and the smartphone 44 may communicate wirelessly, for example by Bluetooth, in order to activate the sensors 22 and to receive the proximity data from them. The smartphone 44 also incorporates the location identifying device 42. The smartphone 44 transmits the proximity and location data, and any other data such as time and date etc., to the processing system 14. In this way, the unit 16 and smartphone 44 together make up the detection system 10 and the power requirements and complexity of the unit 16 itself are reduced. The overall functioning of one embodiment of the system is illustrated in Figure 6. Proximity data from the sensors 22 in the unit 16 is transmitted to the smartphone 44. Location data provided by the location identifying device 42 in the smartphone 44 is also captured. Preferably, other data such as the time and date and speed of movement of the bicycle itself may also be captured. Such data is typically available from location identifying devices. The captured data is transmitted wirelessly, for example via Bluetooth, to a data storage and processing system 14. This is typically a database maintained on storage remote from the bicycle 12. This data may be combined with other open source data such as information about the weather or traffic conditions at the given time and date. This information may be available from the location identifying device 42 in the smart phone 44 or it may be other open source data otherwise available to the processing system 14. Preferably, data is gathered from multiple cyclists over multiple journeys. The data gathered is analysed to provide an output 46 providing road safety information. In particular the data is analysed to identify the occurrence of close proximity events, the locations where such unsafe close proximity events occur, and additional information such as specific times and dates or other items which may be helpful in understanding traffic behaviour. Information on the different types of road user detected by the sensors 22 may also be used to assist in the analysis and understanding of traffic conditions.

This output information 46 may be used in a number of ways to improve road safety. The output information 46 may be made available to cyclists, for example on any digital platform such as a website 48 and/or fed back to the app on a cyclist’s smartphone 44, to allow them to plan safer routes and to encourage safer habits in their own behaviour.

Information may also be relayed back to the display 30 on the unit 16 attached to the bicycle 12, for example to warn the cyclist when they are approaching an unsafe zone or location. The output information 46 may also be made available to others for use in road planning, for example to identify locations where the use of cycle lanes may be advisable, or where road furniture, parking spaces or other obstacles cause pinch points and create safety risks. The output information 46 can also be used in active traffic management, for example the timing of traffic lights, in order to increase safety at junctions, or to provide improved signage. The output information 46 may also be useful in road safety awareness campaigns and so on.

The detection system 10 may send data continuously to the processing system 14 whenever it is active. In this case, filtering and analysis of the data is carried out by the processing system 14. However, the detection system 10, particularly when it comprises a smartphone 44 running an app, may undertake some filtering and analysis of the data before transmission to the processing system 14.

The smartphone 44 may also provide the user display and alerts, particularly if it is mounted on the handlebars or on top of the unit 16 itself so that it is visible to the rider. The smartphone 44 may also receive and display the output information 46 generated from the processing system 14.

Extra warning devices for other road users may be added to the bicycle frame or worn by a rider, for example mounted on a helmet or backpack. Such additional warning devices may be lights which can be controlled wirelessly from the detection unit 16.

A further feature of the present invention is a group riding mode to enhance safety when riding in groups. The detection systems 10 on two or more separate bicycles 12 may automatically communicate with each other, or this mode may be selectable by the riders. For example, when the detection systems 10 of two or more bicycles 12 detect one another, when the bicycles 12 are within a predetermined distance of each other as shown in Figure 7a, the projected image 40 provided by the projection devices 34 of both bicycles 12 may altered to provide a combined image 40 encompassing the linked riders, as shown in Figure 7b. This encourages other road users to see the cyclists as a single unit on the road, giving them more space and discouraging overtaking. Altering the projected image 40 of riders in a group may also be used to help riders themselves learn how to ride safely in larger groups while maintaining a safe spacing, or when learning to ride very close together, in the style of a peloton, when training for cycling races.