Field of the invention

The present invention relates to systems for use in motorized road vehicles, wherein such vehicles include foot-operated levers and pedals and/or hand-operated levers for manually regulating engine and/or motor motive power for propelling the vehicles. Moreover, the present invention concerns technical apparatus for providing speed limit control and speed limit observance for aforesaid motorized road vehicles. Furthermore, the invention relates to methods of operating aforesaid systems and apparatus. Additionally, the invention relates to software products recorded on machine readable media, wherein the software products are executable on computing hardware for implementing aforesaid methods of the invention. Background of the invention

In contemporary road networks, motorized vehicles make their journeys through traffic zones which have respective speed limits decreed by road authorities and/or local government. Drivers of the vehicles experience the traffic zones as presenting frequently changing decreed vehicle speed limits to be observed by the drivers. It is often difficult for drivers to maintain awareness of speed limits pertaining to the traffic zones, because the drivers need to pay attention to a large range of other visual and aura] inputs whilst driving. In respect of decreed speed limits, road traffic laws stipulate that it is not permitted for a driver to travel faster than an applicable decreed speed limit, and it is not normally permitted for the driver to travel considerably below the applicable decreed speed limit if there is a danger thereby of creating a road hazard. For example, excessively slow driving can result in overtaking which causes driver discontent in traffic cues.

Aforementioned speed limit observance requirements are often impossible to comply with all the time, even with additional assistance; for example, some contemporary vehicles are equipped with radar receivers for receiving radar emissions associated with speed-control cameras along roadways and alerting their drivers of the existence of such speed cameras for assisting the drivers to avoid punitive speeding fines. At present, speed fines are a useful source of income to police and local government; such income would diminish if vehicle drivers were too diligently observing speed limits. However, it is generally appreciated that excess vehicle speed and grossly inadequate vehicle speed can result in road accidents, and fines can thus result from inappropriate vehicle speeds being adopted by drivers. In a published United States patent no. US 5, 568, 797 (Landerretche), there is described a power control assistance device provided with an actuator which is mechanically connected to a driver-operable power control member of a vehicle. The device is operable to apply a directly-controlled return force to the power control member in direct opposition to a force exerted by a driver of the vehicle to the member. The device is optionally operable to provide an alarm indication when a speed difference between a speed measurement for the vehicle and a speed control signal, for example corresponding to a decreed speed limit to be observed, remains excessive.

Contemporary systems are known for implementing speed control, for example for receiving by wireless warnings from speed signs, or for optically recognizing decreed speed limits from speed limit signs using an optical sensor system. The defined decreed speed is registered as a maximum speed for a given vehicle and can be coupled up to a speed limiter thereof. Systems are known which are furnished in data memory beforehand with speed limits in relation to a navigation map including traffic zones represented therein; via GPS position reference, a geographical position of a given vehicle can be determined and a speed limit pertinent to a traffic zone including the determined geographical position can be retrieved and presented to a driver of the vehicle.

These contemporary known systems suffer a margin of error, for example due to decreed speed limits being changed from time-to-time in various traffic zones without being registered into the systems. Moreover, such systems are not designed for regular updating with latest decreed speed limit information. The decreed speed limit information can also be incorrect if the position of the vehicle is not accurately determined, for example GPS can be in error by at least ten's of metres when GPS satellite signal reception is impaired. Certain of the systems allow a driver to input details of speed limits within certain traffic zones by use of a keyboard, but such data input during driving is susceptible to distracting the driver's attention with associated risk of accident.

Summary of the invention

The present invention seeks to provide a system which is operable to provide opportunities for a driver of a vehicle to register accurately decreed speed limits, and variants thereupon, along a route through traffic zones which are subject to decreed speed limits. -

Moreover, the present invention seeks to provide a system which, when a speed of a vehicle increases, is operable to generate a physical signal to a driver of the vehicle when an instantaneous speed of the vehicle exceeds a speed limit decreed for a traffic zone in which the vehicle is traveling.

Furthermore, the present invention seeks to provide a system operable to apply decreed speed limits of traffic zones to ensure that vehicles in the zones comply with the decreed speed limits without drivers of the vehicles needing to take action. Additionally, the present invention seeks to provide a system which is operable, when a driver of a vehicle elects to drive faster than a decreed speed limit within a traffic zone, to warn the driver that he/she is driving faster than the decreed speed limit.

Additionally, the present invention seeks to provide a system which is operable to require a driver of a vehicle, with as minimal effort as possible, to take appropriate action when entering into a speed-limit restricted traffic zone.

Additionally, the present invention seeks to provide a system which is operable to require to a least possible extent possible a driver of a vehicle to take his/her gaze from a traffic path to monitor a vehicle speed-indicative instrument of the vehicle for complying with decreed speed limits applicable to the traffic path.

Additionally, the present invention seeks to provide a system for requiring a driver of a vehicle to confirm by way of a physical response that a given suggestion of a speed limit in a given traffic zone is appropriate, for example to press "OK" in respect of a given speed indication, before being allowed by the system to start the vehicle. Such a functionality of the system is susceptible to being used as a form of intoxication hindrance, namely if the driver is severely intoxicated so that his/her cognitive abilities are significantly impaired, the system requires the drive to think cognitively in order to be able to activate his/her vehicle. Such operation prevents inebriated drivers who are totally cognitively impaired as a consequence of consumption of alcohol from driving their vehicles with potentially severely damaging consequences.

Additionally, the present invention seeks to provide a system for applying power demand to a motor and/or engine of a motorized vehicle to resuit in an ideal acceleration of the vehicle in respect of a given speed limit and in relation to traffic safety computations. Additionally, the present invention seeks to provide a system for imposing a speed restrictor which reduces speed increases of a vehicle during down-hill driving.

Additionally, the present invention seeks to provide a system for applying a braking action to a first vehicle when the first vehicle comes too close when in motion to a second vehicle in front of the first vehicle.

Additionally, the present invention seeks to provide a system for assisting with a choice of ideal acceleration to a defined speed limit, such that the system is operable to compute an optimal efficient use of fuel and/or energy in relation to driving terrain when executing the acceleration to the defined speed limit.

Additionally, the present invention seeks to provide a system for computing under conditions of normal driving of a vehicle an optimal use of fuel and/or energy in relation to driving terrain and decreed speed limits.

According to a first aspect of the present invention, there is provided a system as claimed in appended claim 1 : there is provided a system for a motorized vehicle, including a foot- operated or hand-operated lever or pedal for manually regulating power developed by an engine and/or motor of the vehicle for propelling the vehicle, characterized in that the system includes an arrangement for operatively indicating to a driver of the vehicle states of speed limits (V0) along a route travelled by the vehicle, and the system is adapted to receive information regarding applicable speed limits (V3) entered manually by the driver for modifying operation of the system in respect of its speed limits (V0).

The system is of advantage in that the system is operable to encourage adherence to decreed speed limits (V0) which is potentially capable of reducing occurrence of road accidents and thereby increasing traffic safety.

Optionally, the system is implemented such that the arrangement for operatively indicating to the driver includes a visual display and an arrangement operable to generate an opposing force representative of speed limits (V0). - -

Optionally, the system is implemented such that the lever is adapted to generate an increased opposing force against a manual movement of the lever or pedal against a corresponding greater speed level, when the vehicle is travelling near or at the speed limit (VO).

Optionally, the system is implemented such that the lever or pedal is coupled to an actuator which generates in operation a physical opposing force against the pedal or lever, the actuator being controlled by a control unit in which there is stored and/or downloaded information regarding applicable speed limits (V2).

Optionally, the system is implemented such that information (V2) regarding applicable speed limits is retrieved for the system via use of a navigation system for determining a geographical position (x, y) of the vehicle. More optionally, the system is implemented such that the navigation system is:

(a) a satellite-based position determining apparatus; and/or

(b) a navigation apparatus built into the vehicle and operable to determine a position of the vehicle by sensing spatially in a vicinity of the vehicle.

More optionally, the system is implemented to include a data processing arrangement for comparing the manually input applicable speed limit (V3) against a corresponding speed limit (V2) retrieved with assistance of a navigation system for determining a geographical position (x, y) of the vehicle for determining the indication of speed limit indicated to the driver.

Optionally, the system is implemented such that the actuator is a piston and cylinder arrangement, wherein one end of the piston and cylinder arrangement is coupled to a rear side of the pedal relative to a front side of the pedal for receiving a foot of the driver, and wherein the piston and cylinder arrangement is operable to be pushed forward and pulled back for regulating a range of opposing forces developed in operation against a foot force applied by the driver.

Optionally, the system is implemented such that the pedal is moveable over its range of travel between maximum and minimum motive power, the range being subdivided into a plurality of segments at which an opposing force is selectively provided corresponding to various speed limit steps (V0) for the vehicle. More optionally, the system is implemented such that a region within each segment corresponds to a continuous pedal movement, apart from a selected speed limit setting (V0) for which the system is operable to selectively provide an increased opposing force to the pedal. Optionally, the system is implemented such that configuration of the pedal for a given opposing force to movement is dependent upon an applicable speed limit. Optionally, the system is implemented such that the pedal between its maximum and minimum positions of movement is adapted so that an increased opposing force is susceptible to being selectively applied depending upon speed limit associated with sections between the maximum and minimum positions of the pedal.

Optionally, the system is implemented such that the lever or pedal is adapted to be adjusted, for example in a pivotal manner, between a minimum and a maximum motive power setting, wherein the pedal's or lever's adjustment in a range the minimum and maximum motive power is defined in a step-wise manner in response to a speed (V1) of the vehicle in operation.

Optionally, the system is implemented to include:

(a) a speed regulator mounted for actuation by a driver of the vehicle for defining manually adjusted speed limits (V3) for the system;

(b) a display for providing a visual indication of speed limits (V0) to the driver;

(c) a data processing unit for performing computation for the system; and

(d) a speed-controlled pedal for adjusting a speed (V1 ) of the vehicle when in operation.

More optionally, the system is implemented such that the speed regulator is adapted for the driver to input to a data processing unit changes in speed limit (V3), wherein a manual deflection of a member in a first direction instructs the data processing unit that a speed limit has increased by a given number of km/h, and a deflection of the member in a second direction instructs the data processing unit that the speed limit has decreased by a given number of km/h. More optionally, the system is implemented such that sections of movement of the pedal or lever correspond to changes of 10, 20, 30 40 or 50 km/h.

Optionally, the system is implemented such that the speed regulator is operable in an analogue manner in an H-gear formation, with a moveable lever which is moveable in various directions in an H-form track of the formation. More optionally, the system is implemented such that a push movement in a first direction track corresponds to a speed change of +/- 10 km/h, whereas a push movement in a second direction track corresponds to a speed change of +/- 30 km/h, the first and second directions being mutually different. Optionally, the system is implemented to utilize:

(a) a fully automatic transmission;

(b) a cruise control;

(c) a calibration system for monitoring that a speedometer of the vehicle measures a correct vehicle speed, and/or the system is operable to require control at various intervals for determining a speed of the vehicle; and

(d) a navigation system for determining a position of the vehicle.

Beneficially, the navigation system is provided with a wireless communication link for enabling the vehicle to send and/or receive data from a source external to the vehicle. Optionally, the wireless communication link is a bi-directional communication link.

Optionally, the system is operable to require the driver to physically confirm a given speed limit in order to start the vehicle. Optionally, the system is adapted to compute an optimal time for acceleration in relation to traffic safety conditions where a speed limit (V2) is decreed.

Optionally, the system is adapted to compute an optimal energy utilization in relation to a weight of the vehicle and incline of a road along which the vehicle travels in operation.

Optionally, when implementing the system, the pedal or lever is operable to function as an accelerator pedal or as an electronic speed pedal, in that the pedal or lever is coupled to the actuator for generating an opposing force felt by the driver at the pedal or lever. Optionally, the system is implemented such that the pedal or lever functions as an electronic fuel control pedal or lever in vehicle transmission positions park = P and neutral = N. Optionally, the system is implemented such that the pedal or lever functions as a speed pedal or lever in vehicle transmission positions drive = D and reverse = R. Optionally, the system is adapted to be retrofitted to existing vehicles.

According to a second aspect of the invention, there is provided a method of operating a system for a motorized vehicle, including a foot-operated or hand-operated lever or pedal for manually regulating power developed by an engine and/or motor of the vehicle for propelling the vehicle, characterized in that the method includes: (a) employing an arrangement of the system to indicate to a driver of the vehicle states of speed limits (V0) along a route travelled by the vehicle; and

(b) receiving information regarding applicable speed limits (V3) entered manually by the driver, the information being used for modifying the speed limits (V0).

According to a third aspect of the invention, there is provided a software product recorded on a machine-readable medium, the software product being executable on computing hardware for implementing a method pursuant to the second aspect of the invention. According to a fourth aspect of the invention, there is provided a communication system for receiving, analysing and distributing speed limit information between a plurality of systems pursuant to the first aspect of the invention.

It will be appreciated that features of the invention are susceptible to being combined in any combination without departing from the scope of the invention.

Description of the diagrams

Embodiments of the present invention will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is an illustration of a system pursuant to the present invention; is a schematic illustration of a manual hand-operated speed regulator of the system of FIG. 1 ; is an example of a manual foot-operated speed regulator of the system of FIG. 1 ; is an example of an automatic gear transmission of a vehicle for use with a system of FIG. 1 ; is an illustration of a special electronic pedal of the system of FIG. 1 , the special electronic pedal being pivotally mounted and susceptible to being configured in a step-wise manner in various speed regions in a speed range of 0 km/h to 100 km/h, namely to p ₈ ; FIG. 6 to FIG.9 are illustrations of various examples of generation of an opposing force which a system pursuant to the present invention applies to the special electronic pedal of FIG. 5; the illustration provides for an actual given speed and how an opposing force for the special electronic pedal is correspondingly generated;

FIG. 10 to FIG. 12 is an illustration of an implementation of the present invention with reference to FIG. 2;

FIG. 3 is an illustration of an example of information which can be given to a driver of a vehicle via a screen of the vehicle's dashboard; possibilities of choice for the driver are described later; and

FIG. 14 is a schematic diagram of a communication system pursuant to the present invention including a central database for distributing speed limit information collated by a driver to other drivers and vice versa, wherein the drivers are provided with systems as illustrated in FIG. 1.

In the accompanying diagrams, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non- underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing. Description of embodiments of the invention

Systems pursuant to the present invention are intended for installation and use in vehicles and in association with vehicles. Example vehicles include automobiles, trucks, busses, motorcycles and similar but not limited thereto. The system installed to a vehicle utilizes, for example, a hand-operated lever or a foot-operated lever or finger-operated control for a driver of the vehicle to employ to input speed-limit data into the system. Moreover, the system includes an arrangement for indicating to the driver of the vehicle actual decreed speed limits along a road being travelled by the vehicle; the arrangement is, for example, implemented as a special electronic pedal which will be elucidated in greater detail later and/or a display screen. - -

Systems pursuant to the present invention provide many advantages in operation. In an event that a driver drives his/her vehicle in a traffic zone faster than a decreed speed limit for the zone as a consequence of the driver depressing the special electronic pedal or (ever to an excessive extent, the driver receives a warning and must apply more force to the electronic pedal or lever above a first normal force which the driver must apply in normal driving to the special electronic pedal or lever. For example, a normal force is less than 5 Newtons for actuating the special electronic pedal, and increases when driving faster than the decreed speed limit. The driver therefore consciously overrides the system for achieving a speed in an excess of the decreed speed limit. The present invention is beneficially implemented in a vehicle equipped with a fully automatic gear transmission wherein the driver regulates motive power of his/her vehicle by utilizing substantially only the aforementioned special electronic pedal.

A system pursuant to the present invention includes a fuel control arrangement whose operation is controlled by the driver adjusting the special electronic pedal or lever. The special electronic pedal or lever in cooperation with the system is operable to generate various opposing forces to those applied by the driver as a function of adjustment of the fuel control system and speed of the vehicle. An opposing force generated at the special electronic pedal is conveniently expressed in Newtons (N). For reference, 1 kP = 9.806 Newton/m ² , and 1 Newton/m ² = 0.1019 kP, wherein P is an abbreviation for "Pascal".

In the system pursuant to the present invention, a first opposing force is beneficially in an order of 5 Newtons, whereas a second opposing force is beneficially 7 Newtons. A driver depressing the special electronic pedal or lever is initially opposed by the first opposing force of 5 Newtons being applied to the pedal or lever which is felt by the driver; the driver will feel the second opposing force when the vehicle has attained a speed corresponding to a decreed speed limit. For example, a decreed speed limit of 60 km/h pertains to a given traffic zone, and the driver desires a maximum acceleration; the driver depresses his/her special electronic pedal past a position for 60 km/h and has already experienced the first 5 Newtons opposing force. The second 7 Newton force will be felt by the driver as soon as his/her vehicle has attained a speed of 60 km/h. When the driver experiences the second 7 Newton force, the driver can either allow his/her foot to be pushed back by the second 7 Newton force to maintain the 60 km/h speed for the vehicle, or maintain an applied force on the special electronic pedal in excess of 7 Newtons. In an event that the driver allows his/her foot to be pushed back by the second 7 Newton force, the vehicle will maintain a speed of 60 km/h. When the driver elects that his/her foot be pushed back with a reduction in opposing force of 2 Newtons to the first force of 5 Newtons, the driver can maintain a speed of 60 km/h - with merely a reduced force, for example 2.7 Newtons applied, wherein the first force of 5 Newtons is only activated at 60 km/h.

The driver continues to maintain full control of his/her vehicle via the special electronic pedal or lever and is able, for example, to reduce the speed of the vehicle by reducing a force applied to the special electronic pedal or lever. In an event that the driver is desirous to increase speed of his/her vehicle, the driver must exert a force in excess of the first force, for example by applying a force of 5.2 Newtons, to adjust the special electronic pedal or lever to a desired speed. By way of such a function, wherein the opposing force lies over a normal force required to operate the special electronic pedal or lever, the driver thereby receives an indication whether or not the speed of the vehicle is over a decreed permitted speed limit. The driver thereby receives a reminder in an event that he/she exceeds a decreed speed limit for a traffic zone; in a conventional known vehicle, such a reminder is not provided to the driver via its accelerator pedal. Beneficially, the special electronic pedal has a range of motion which is subdivided into speed sectors, for example 10 km/h, 20 km/h, 30 km/h, 40 km/h, 50 km/h and so forth. The aforementioned opposing force applied to the special electronic pedal is beneficially generated using a piston and cylinder arrangement, for example to generate a force in an order of 5 Newtons to 7 Newtons; however, alternative implementations are feasible based upon, for example, stepper motors, d.c. motors, solenoids, compressed air motors, compressed air actuators, hydraulic actuators and so forth.

Referring to FIG. 1 , there is shown elements of a system pursuant to the present invention. The system is indicated generally by 5. In FIG. 1 , mutually coupled elements of a system 5 have the following meanings:

10: an ignition arrangement of the vehicle;

20. a screen for displaying and/or warning speed limits, and also for acknowledgement for starting the vehicle;

30: a hand-operated lever or foot-operated lever for input of speed limit information to the system 5; this is also referred to as being a "speed regulator";

40 a control unit coupled to a special electronic pedal or lever;

50 a central data processing unit;

60 a control unit for cruise control in the vehicle;

70 an equivalence function; - -

The system 5 includes the hand-operated or foot-operated lever 30 and the control unit 40 with its associated special electronic pedal or lever. The hand-operated lever or foot- operated lever 30 and the control unit 40 mutually communicate via the central data processing unit 50. In FIG. 1, there are shown equivalence and non-equivalence functions 70, 80 respectively for determining to what extent there is correspondence between a decreed relevant speed limit (V2) for the vehicle in a given traffic zone in comparison to a speed limit perceived by the driver of the vehicle. The decreed relevant speed limit (V2) for the vehicle is beneficially determined from GPS position (x, y) detection of the vehicle in combination with a data set linking vehicle geographical position (x, y) to a relevant corresponding speed limit [V2(x, y)].

Operation of the system 5 will now be described. The system 5 is potentially capable of being operated in one or more of the following modes: (a) Mode 1 : The speed of the vehicle is V1 as measured by a speedometer of the vehicle. The driver uses the speed regulator 30 to the input speed limit V3 into the system 5 ion response to driving the vehicle through various traffic zones. The system 5 utilizes the speed limit V3 as the applicable speed V0 for defining a position of increased opposing force at the special electronic pedal 40. Optionally, when the navigation unit 90 of the vehicle is available, the system 5 records a record of the speed limits V3 entered by the driver as a function of geographical location of the vehicle, namely V3(x, y) is recorded in memory, for example for future use by the driver and/or for downloading to a central database for use by other drivers.

(b) Mode 2: The system 5 uses its navigation unit 90 to identify its position (x, y) in real time. The system 5 finds a speed limit V3(x, y) stored in memory of the system 5 as entered by the driver at an earlier time. The system 5 then assumes this stored value V3(x, y) as the applicable speed limit V0 which is used for generating the opposing force at the special electronic pedal 40.

(c) Mode 3: The system 5 uses its navigation unit 90 to identify its position (x, y) in real time. The system 5 finds a speed limit V3(x, y) stored in memory of the system 5 as downloaded from the central database. The system 5 then assumes this stored value V3(x, y) as the applicable speed limit V0 which is used for generating the opposing force at the special electronic pedal 40. (d) Mode 4: The system 5 functions as in any one of Mode 2 or Mode 3 except that during driving, the driver is able to use the speed regulator 30 to input in real time deviations to the applicable speed limit V0. Optionally, these deviations are also recorded for future use by the driver and/or uploading to the central database for other drivers to utilize. For example, adverse weather conditions at a given location (x, y) requires that a deviation to the applicable speed V0(x, y) is necessary to avoid accident and is potentially useful to other drivers so that they are warned in advance of a need to reduce vehicle speed in a vicinity of the given location (x, y). Other modes of operation of the system 5 are possible within the scope of the present invention.

In the aforementioned Modes 1 to Mode, the screen 20 optionally indicated to the driver when there is a significant difference between a speed of the vehicle V1 within a given traffic zone and an applicable speed limit V0 defined for the vehicle within the traffic zone; the defined applicable speed limit V0 can be, for example, a decreed speed limit V2 for the traffic zone (i.e. V0 = V2) and/or a speed limit V3 entered by the driver of the vehicle (i.e. V0 = V3). Optionally, the speed V3 is derived from the speed V2 subject to deviations manually input by the driver using the hand-operated or foot-operated lever 30, namely input via the speed regulator.

Optionally, the vehicle is equipped with the navigation unit 90 to assist with providing data to the central data processing unit 50 and also obtaining data indicative of a decreed speed limit V2 for the traffic zone; such a navigation unit 90 is, for example, described in Applicant's Norwegian patent application no. 2008 2337 which is hereby incorporated by reference in respect of the present invention. In the system 5, the vehicle determines its geographical position (x, y), wherein the position is also defined in data in the system 5 together with corresponding speed limits V2(x, y), for example in a manner of a database stored in data memory. Optionally, after the vehicle has determined its position (x, y) via its navigation system 90, the vehicle can receive by wireless communication message exchange information from an external source regarding allowable speed limit V2(x, y) decreed for the determined position (X, y) of the vehicle and/or speed limits V3 entered for the position by other drivers, for example by way of recommended speed limits from other drivers. Use is beneficially made of satellite communication and/or wireless telephony for example for this purpose. A most important new element utilized in a system 5 is the control unit 40 coupled to the special electronic pedal 150 together with the aforementioned hand-operated lever or foot- operated lever 30, also known as a speed regulator. The pedal 150 and the speed regulator 30 are mutually coupled in communication via the central data processing unit 50. When operating the system 5, a manual declaration of appropriate speed V3 for the vehicle can be optionally input at the speed regulator 30. The speed limit input V3 to the speed regulator 30 is communicated via the central data processing unit 50 to the special electronic pedal 40, 50 which can result in an increased opposing force being applied to the pedal 40, 150 and felt by the driver of the vehicle.

In FIG. 2, there is shown a side view of a schematic diagram of an implementation of the speed regulator 30 which includes a manually adjustable regulation lever 100 mounted, for example, on a dashboard of a vehicle. The lever 100 is implemented to enable a driver of a vehicle equipped with the system 5 to input manually actual speed limits V2 into the system by clicking the lever 100 up or down, and also imposing the speed limit V3 preferred by the driver; in other words, V0 = V2 when the driver does not impose a preferred speed limit V3. Alternatively, the system 5 can be operated such that V0 = V3 under complete control of the driver to enter appropriate speed limits as in aforementioned Mode 1. When the vehicle is in a given traffic zone, the driver can thereby register into the system 5 a decreed (V2) or driver-preferred (V3) speed limit for the traffic zone which is then adopted by the system 5 for providing an opposing force at the special electronic pedal 40. For example, in a given section of road where there is not any specific speed limit V2 decreed by road authorities, the driver is aware that police often establish a mobile radar speed control for catching drivers travelling at excessive speeds above a default maximum speed VD allowed. The driver of the vehicle including the system 5 when driving in a vicinity of a geographic region including the section of road is aware of possible presence of police radar speed controls and proceeds to use the lever 100 to program into the system 5 a suitable speed limit V3 « VD which the system 5 should oblige the driver to maintain when travelling along the section of road. In other words, the system 5 can be manually adapted by the driver to encourage the driver to adopt a reduction in speed to within a driver-defined speed limit V3 when driving along the section of road susceptible to police radar speed controls. Such an approach is useful for avoiding speeding fines.

The lever 100 is optionally implemented as a pivotal projecting lever, a rocker switch, a push switch, a thumb wheel. More optionally, the lever 100 can be implemented with assistance of voice recognition to receive oral instructions for speed limit increase or decrease. In FIG.10 to FIG. 20, the lever 100 is optionally implemented as an arrangement akin to a manual gear control utilizing an H-form lever movement trajectory. In FIG. 0, the lever 100 is disposed in a free configuration wherein the lever 100 can be manipulated backwards and forwards in a horizontal manner. This horizontal movement is represented by an arrow in the diagram. In FIG.10 to FIG. 12, a number "+10" is shown over a number "-10" in respect of a left hand track. This means that when the lever 100 as shown is pushed up in this track, there is sent a signal to the central data processing unit 50 that the actual applicable speed limit V0 is to be increased by 10 km/h from the present speed limit denoted. Correspondingly, if the system 5 is to be given a notification of a 10 km/h reduction in speed limit, the drives moves the lever 100 downwards along the left hand track. The right-hand track, namely mutually different to the left hand track, is susceptible to being employed for inputting larger changes in speed limit at a stroke.

This, in operation of the system 5, we have three speed parameters to consider:

(a) an actual travelling speed of the vehicle V1 ;

(b) a speed limit V2 decreed by authorities for a given traffic zone through which the vehicle is travelling; and

(c) a speed limit V3 which the driver has input to the system 5 for the system 5 to try to oblige the driver to maintain by an opposing force applied to the special electronic pedal 40. When V3 and V2 are different, this corresponds to a situation where the driver has imposed a variation on the decreed speed limit in response to preference or circumstances, for example poor road surface requiring a slower speed than actually decreed for avoiding damage to the vehicle. Optionally, the speed limit V3 corresponds to the speed limit V2, wherein the system 5 is operable to inform and encourage the driver to match V1 to V2 when driving; as aforementioned, the speed limit V2 is beneficially determined automatically from a database, for example in response to a GPS or similar navigation system identifying a position (x, y) of the vehicle and therefrom determining V2(x, y) from the database linking the geographical position (x, y) to a corresponding decreed speed limit V2(x, y). Alternatively, the system 5 is operable to allow the driver to define V3(x, y) and then store V3(x, y) values in memory as a function of geographical position (x, y) of the vehicle; subsequently, when the vehicle is being driven, the system 5 determines the position (x, y) of the vehicle, determines values V3(x, y) for the position (x, y) as stored previously and then uses the previously stored speed limits V3(x, y) to remind and oblige the driver to maintain the speed V1 of the vehicle at not more than V3(x, y) by way of the aforementioned opposing first and second forces for example applied to the special electronic pedal 40, 150. Along a section of road, the decree speed limit V2 potentially changes in steps of more than 10 km/h in certain situations. Examples of such coarser speed limit changes occur when speed limits change directly from 60 km/h to 80 km/h, and directly from 50 km/h to 80 km/h. As aforementioned, a left hand side track of the H-form configuration in FIG. 10 to FIG. 12 provides an opportunity for such greater changes in speed limit to be entered by the driver via the speed regulator 30. When the lever 100 is pushed up into a right hand track, the central data processing system 50 is informed the speed limit is to be changed with a step of +30 km/h at a stroke. Correspondingly, when the lever 100 is pushed down towards -30 km/h, it is thereby indicated to the central data processing unit 50 that the speed limit is 30 km/h lower than in a preceding zone through which the driver has driven his/her vehicle. Such data entry using the lever 100 manipulated in an "H" track manner is illustrated in FIG.12 for example. The lever 100 is beneficially disposed on a dashboard of a vehicle into which the system 5 is installed, for example on a steering column of the vehicle or where convenient for the driver, and is constructed in an analogue manner, namely continuously variable like an analogue steering wheel. Alternatively or additionally, the lever 100 is implemented as a thumb wheel or switch arrangement on a steering wheel of the vehicle, thereby requiring the driver to execute a minimal amount of hand movement when driving the vehicle.

In FIG. 3, there is shown a schematic illustration of the lever 100 of the speed regulator 30 implemented to be controlled by a foot of a driver of a vehicle in a normal manner. The lever 100 comprises a pivotal member 110 which swings about an axle 120. An actuator 130 includes a cylinder and piston unit, and a pressure-affected rod extends out from the actuator 130 and is fastened at its distal end to a back side of the member 110.

Pursuant to the present invention, the system 5 is implemented for a vehicle equipped with an automatic transmission, such that the driver is free from having to concurrently attend to an H-gear form. Such convenience of use is a benefit for operation of the system 5 to avoid the driver being overloaded with tasks to perform when driving his/her vehicle.

In FIG. 4, adjustments for a normal conventional automatic transmission are shown; these adjustments are serviced by the driver when driving his/her vehicle by moving a gear lever 200. The gear lever 200 can be adjusted in following positions: P = park; R = reverse; N = neutral and D = drive. Pursuant to the present invention, when the gear lever 200 is placed in the P or N position, the special electronic pedal 40, 150 of the vehicle functions in a normal conventional manner. However, when the gear lever 200 is placed in the D or R position, the special electronic pedal 40, 150 functions pursuant to the present invention with feedback to the driver being given by way of an opposing force in relation to the speed V1 of the vehicle relative to applicable speed limits V0 which may pertain.

In FIG. 5, there is shown schematically the special electronic pedal 40 implemented as a pivotally-mounted lever member 150 with an actuator 160 coupled to a rear side thereof. There are also shown various speed level points from 0 km/h to 100 km/h pertaining thereto, for example in steps of 10 km/h from 20 km/h to 90 km/h as denoted by p-i to p ₈ respectively. In FIG. 6, there are illustrated corresponding opposing force levels experienced by a driver of a vehicle equipped with the system 5. A force ^ is 2 Newtons, a force f ₃ is 2.4 Newtons, a force f ₅ is 2.75 Newtons, a force f ₇ is 3 Newtons, and a force f ₈ is 3.5 Newtons as the lever member 150 is depressed by the driver. In other words, the force levels experienced by the driver when actuating the lever member 150 increase as the lever member 150 is progressively depressed.

In FIG. 7, the system 5 is operable such that a speed limit V0 is set, for example, to 60 km/h as a maximum speed for a vehicle, and that a pressure of up to 5 Newtons (5N) is experienced by the driver as the lever member 150 is adjusted in a range from 10 km/h (p^) to 60 km/h (p ₅ ). When the lever member 150 is advanced above the 60 km/h position p ₅ , namely to p ₆ and beyond, the second force of 7 Newtons is felt by the driver.

In FIG. 8, there is shown points in a scale wherein an increased force from 5 Newtons to 7 Newtons is experienced when the accelerator pedal meets this speed limit point on its range of travel.

It is important to appreciate that the driver is in an unhindered manner able to override the warning or indication by way of the opposing force generated by the actuator 160. He/she can elect to tread the lever member 150 completely to its maximum deflection, namely completely to the "bottom", and cause his/her vehicle to attain a speed which is many kilometres per hour over the decreed speed limit V2. This is a significant detail, especially with regard to safety; in certain situations, it may be necessary to exceed a decreed speed limit V2 to avoid an accident with serious consequences. To hinder the driver in his/her momentary decisions could be dangerous to safety, for example in an overtaking situation with unexpected oncoming traffic. In certain situations, it can be of interest to invoke maximum motive power from the vehicle, namely to "give a flat pedal" for highest possible speed up to, for example, 100 km/h. In this case, when the vehicle has reached the prior elected or decreed 60 km/h speed limit for V0, the driver will notice that the special electronic pedal 40 will exhibit an enhanced opposing force, for example 7 Newtons, when the speed of the vehicle exceeds 60 km/h.

In FIG. 9, there is shown in this situation:

(a) with reference to arrow A in the diagram, there is shown a full extent that the lever member 150 of the special electronic pedal 40 can be depressed;

(b) with reference to arrows B, there is shown a first arrow a ₁ which shows an extent of depression of the lever member 150 of the special electronic pedal 40 to attain a speed of 60 km/h. When the lever member 150 is moved into a region of a second arrow a ₂ , the driver will experience an enhanced opposing force, for example aforementioned 7 Newtons; and

(c) with reference to arrow C, there is shown the increased opposing force, for example, 7 Newton, which the driver can rest his/her foot against.

Pursuant to an advantageous embodiment of the present invention, there is shown a distribution of speed limits as illustrated in FIG. 5. When a driver starts his/her vehicle, for example an automobile, from a parked condition, the automobile being equipped with the system 5, and intends to accelerate the automobile up to 60 km/h which is the actual speed limit as recorded in the data processing unit 50. The driver depresses the special electronic pedal 40 of the automobile to a 60 km/h setting and experiences an opposing force on the lever member 150 for this 60 km/h setting.

The system 5 is beneficially operable to display a position of the lever member 150 of the special electronic pedal 40 on the screen 20 if the driver is unaware of the 60 km/h speed limit. With such an arrangement, the system 5 will apply a power demand to an engine and/or motor of the automobile until the speed increases to 60 km/h.

It is a significant issue that the speedometer of the vehicle supplying speed information to the system 5 is accurately calibrated. An incorrect calibration of the speedometer can potentially result in increased danger when travelling in traffic and/or undesired excess speeding fines. The special electronic pedal 40 and its associated arrangement will now be explained in yet further detail. When the speed limit V0 has been set to 60 km/h, either by way of manual data entry V3 or from a pre-prepared database speed limits V2, in the system 5 and the driver of the automobile is desirous to employ maximum motive power of the automobile so that the automobile accelerates as quickly as possible, the following steps are executed:

(i) the lever member 150 of the special electronic pedal 40 is depressed by the driver directly to the 60 km/h limit whereat an increased opposing force is felt by the driver.

The driver then presses the lever member 150 beyond this limit where the 5 Newtons opposing force is felt to some further degree of depression. An engine and/or motor of the automobile will be commanded to provide full motive power; (ii) when the automobile attains a speed of 60 km/h, the special electronic pedal 40 will present to the driver an opposing force increasing from 5 Newtons to 7 Newtons. The driver can then elect either to allow his/her to pushed back where the actuator 160 provides reduced opposing force, namely at a speed of 59.9 km/h, or continue to demand maximum motive power. In an event that the driver elects to allow his/her foot to be pushed back, a force as illustrated in FIG. 8 and FIG. 9 will be 2.7 Newtons which is the return force of a return spring of the lever member 150 at a position of the special electronic pedal 40 whereat motive power is decoupled from wheels of the automobile. The driver can elect to maintain a position of his/her foot at 60 km/h, whereat an opposing force of 5 Newtons will be felt, and the system 5 will regulate to maintain the vehicle travelling at a speed of 60 km/h.

The intention and function associated with such automatic operation of the special electronic pedal 40 and its associated power control of the engine and/or motor of the automobile, amongst other things, is for computing ideal time for acceleration when the driver has set a speed limit V0. The data processing unit 50 is operable to compute an ideal acceleration from a speed the automobile has at a given point in time up to the defined speed limit V0.

In an event that the driver elects to override the system 5, the system 5 then functions to deactivate automatic functions of the special electronic pedal 40,150 past the defined speed limit V0, for example aforementioned 60 km/h speed limit.

The system 5 is also operable to provide assistance with maintaining a speed of a vehicle to driver-defined of pre-determined speed limits V3 as adopted for V0. For adapting to a given speed, the system 5 installed in a vehicle can be furnished with the following important elements: (i) a system referred to as "active cruise control" which can be installed on more recent vehicles and is beneficially equipped with a distance radar in a front region of the vehicle. In an event that the driver of the given vehicle drives too closely to another vehicle in front, the system 5 will apply a controlled braking to the given vehicle in order to maintain a responsible distance between the given vehicle and the vehicle in front thereof; and

(ii) a system is operable to provide automatic warning and/or braking when conditions of slippery road surfaces arise, for example as described in Applicant's Norwegian patent application no. 2008 3543 and any applications derived therefrom which are hereby incorporated by reference for use with the present invention.

One of the major advantages with a system pursuant to the present invention, for example the system 5, is that:

(a) driving of a vehicle equipped with the system is rendered more comfortable and relaxed which allows the driver to a greater extent to follow complex traffic situations by not needing so often to pay attention to adjustment of the special electronic pedal 40 of the vehicle;

(b) driving of the vehicle will be more steady and at correct speeds within given traffic zones, thereby reducing a frequency of overtaking and thereby enhancing road safety; and

(c) on account of enhanced driver awareness with keeping speed limits, a reduction in road accidents can be achieved.

Functions and manner of operation The system 5 optionally gives a notification or warning to a driver of a vehicle incorporating the system 5 in an event of a deviation or discrepancy in an event that an incorrect speed limit is selected by the driver, and the system 5 accommodates the following responses:

(a) allow for a recommended speed limit V2 to be selected and adopted;

(b) provide a physical acknowledgement when a speed limit is achieved;

(c) maintain a given speed limit by way of a "stand by" manner of operation; and

(d) provide a warning or notification in an event that the driver forgets or overlooks a speed limit change when moving from one traffic zone to another.

The system 5 requires confirmation from the driver of the vehicle before the vehicle can be started; in other words, the system 5 has effectively a "driving lock" which must be cognitively responded to by the driver for activating the vehicle. As aforementioned, main components of the system pursuant to the present invention beneficially include:

(i) a speed regulator 30 on a dash board, steering column and/or steering wheel of a vehicle;

(ii) a visual display 20 for presenting or indicating speed limits V0;

(iii) a data processing unit 50 and associated control unit; and

(iv) a special electronic pedal or lever arrangement 40, for example for receiving input applied by a foot of the driver, the special electronic pedal or lever arrangement for controlling motive power developed by the vehicle in operation.

Manner of operation:

The driver of the vehicle onto which the system 5 is installed inputs to the system 5 a change in speed limit by using the speed regulator 30, for example mounted on a steering column of the vehicle, for example by actuating a lever 100 on the steering column, see FIG. 2 for example. The speed limit V3 selected or otherwise input by the driver is shown on a screen 20 of a dashboard of the vehicle, or onto a screen 20 mounted upon the dashboard of the vehicle. An illustration of the screen 20 is provided in FIG. 13. A new speed limit V3 input by the driver via the speed regulator 30 to the central data processing unit 50 is employed to regulate the special electronic pedal, see FIG. 5 to FIG. 9, which generates an opposing force when the vehicle has attained the speed limit V0. In an event that the driver holds his/her foot against the opposing force, this is operable to couple in a speed maintaining function of the system 5 as described in the foregoing to maintain the vehicle travelling at the speed limit V0.

Automatic watch of a chosen speed limit is provided by the system 5. A navigation system 90 of the vehicle is furnished with speed limits V2(x, y) as a function of geographical location (x, y) and hence with traffic zones. The system 5 is operable to monitor a speed of travel of the vehicle V1. The navigation system determines a geographical position (x, y) of the vehicle and then recovers from a database a corresponding speed limit V2(x, y) or V3(x, y) for the position (x, y), namely V0(x, y) = V2(x, y) + (V3(x, y) - V2(x, y)) for V3(x, y) defined and V0(x, y) = V2(x, y) for V3(x, y) not defined, for example implemented as a lookup table in the database. In an event that there is a deviation between the actual speed V1(x, y) of the vehicle and the speed limit V0(x, y) pertaining to the position of the vehicle, a warning or indication is provided to the driver, for example by visual, audio and/or opposing force manners of notification. A situation can arise wherein there is a need to change a speed limit adopted V0(x, y) to be imposed by the system 5. The speed limit V3 can be input manually by the driver for the system 5 to employ, for example via the speed regulator 30, for example the lever 100 disposed on the steering column of the vehicle. Alternatively, the speed limit V2(x, y) is generated automatically from a database in response to the position(x, y) of the vehicle being determined by a vehicle navigation unit 90 for identifying a suitable speed limit V2(x, y) recorded in the database corresponding to the determined position (x, y). Yet more alternatively, the speed limit V2(x, y) identified from the database is modified by input V3 from the driver for use in the system 5. Optionally, the system 5 is operable to record, for example in data memory of the central control unit 50, a log of the position (x, y) of the vehicle and the speed limit adopted V0(x, y) by the system 5, for controlling operation of the special electronic pedal 40 operable to provide the opposing force. Optionally, the system 5 is provided with a wireless communication unit 90, for example a bi-direction wireless link, which enables the system 5 to upload its identity together with a dataset corresponding to speed limits applied by the system 5 as a function of geographical position (x, y) of the vehicle. This dataset and identity are optionally stored in a central database and the dataset optionally made accessible to other drivers also utilizing the system 5 in their vehicles by way of wireless communication. Such a wireless network system enables changes in speed limits in certain traffic zones to be rapidly communicated to other drivers using the system 5 via the central database; this enables rapid updating of speed limit changes to be achieved for numerous vehicle equipped with the system 5. Such a shared central database system is illustrated in FIG. 14 and will be elucidated in more detail later.

Apparatus which is optionally susceptible to being used in connection with the system 5 includes:

(i) a completely automatic gearbox;

(ii) a cruise control, namely a system for maintaining travelling speed of the vehicle at a driver-defined level;

(iii) a calibration system for checking accuracy of calibration of a speedometer of the vehicle, wherein the speedometer provides vehicle speed data V1 to the system 5;

(iv) a navigation system, for example supplemented with a wireless communication link, with bi-directional communication for determining a position (x, y) of the vehicle and communicating with a central database for accessing and/or sharing speed-limit information.

The system 5 pursuant to the present invention allows drivers to avoid without warning or indication driving faster or considerably slower than a decreed speed limit V2. In a simple mode of operation of the system 5, before the driver of the vehicle begins to drive, he/she inputs a physical maximum initial speed VI for the vehicle and thereafter adjusts this initial speed VI up and down using the speed regulator 30 to generate the speed limit V0 in response to driving through various traffic zones with various decreed speed limits V2. In order to simplify and/or reduce a need for servicing the system 5 during driving, the vehicle is beneficially equipped with a completely automatic gearbox. It has been very common and/or necessary in past years to employ a manual transmission for vehicles from an engine and/or motor to a drive axle of the vehicle. The present invention is, for example, especially well adapted for used with vehicles equipped with automatic transmissions, with a result that the driver's attention is moved from attending to adjustment of a manual gearbox to inputting information regarding speed limits into the system 5 via the speed regulator 30.

The speed regulator 30, for example as implemented in a hand-operated manner as shown in FIG. 2 with reference to the lever 100, is beneficially mounted on a steering column of the vehicle as aforementioned, for example in a location whereat a manual gear lever was formerly accommodated. The speed regulator 30 is implemented in a similar general manner as a gear lever or turning indicator of contemporary vehicles. The driver is able to find the speed regulator 30, for example by touch, without needing to take his/her gaze from a roadway being travelled along.

In order to elucidate novelty of the system pursuant to the present invention in contradistinction to known contemporary systems, a situation can arise where a person is to receive driving instruction for a first time without having beforehand received tuition regarding functions provided by a vehicle. The person is presented with two alternatives:

(a) a first option is to utilize a convention vehicle; and

(b) a second option is to utilize a vehicle wherein a manual transmission has been replaced with an automatic transmission in combination with installation of the system 5.

The second option (b) is more likely to result on the person adhering to highway laws and speed limits in traffic zones.

The navigation system 90 which the system 5 utilizes is beneficially spatially accurate, reliable and capable of being used in conjunction with a database for providing decreed speed limits V2(x, y) for traffic zones and/or elected speed limits V3(x, y) for such traffic zones defined by the driver and/or downloaded via wireless or other communication routes to the system 5. Moreover, it is also a presumption, as aforementioned, that a speedometer of a vehicle linked to the system 5 is accurate when measuring corresponding vehicle speed. Start-up of a vehicle equipped with the system 5:

When the driver turns an ignition key of the vehicle to a first position, the central data processing unit 50 will cause a speed limit to be displayed to the driver via the screen 20, for example a speed limit of 50 km/h, for example as illustrated highest on a left-side of FIG. 13. This speed limit, namely 50 km/h, is the same as that which pertained when the vehicle was parked prior to the ignition key being turned to restart the vehicle. Optionally, the data processing unit 50 is operable to present to the driver a speed limit on the screen 20 which is deliberately different to the speed limit which pertained when the vehicle was parked. The data processing unit 50 then presents via the screen 20 a challenge to the driver whether or not the presented speed limit is that which pertained when the vehicle was parked; the data processing unit 50 is then expecting the driver to respond with a YES or NO answer, for example entered via equivalence or non-equivalence functions 70, 80 respectively. In order to start the vehicle, the driver must respond correctly: YES or NO. In an event that the driver drove the vehicle in an intoxicated state prior to parking or attempts to start the vehicle in an intoxicated state, the driver will have difficulty in following a coherent cognitive process and will often not be able to answer correctly. Optionally, the driver is confronted with a plurality of interrogating question to ensure sufficient cognitive function of the driver's mind before the system 5 allows the driver to drive his/her vehicle. Conversely, if the driver is alert and cognitively in a satisfactory state, the driver will respond correctly to the challenge, or plurality of challenges, and thereby be able to start the vehicle. In addition, in an event of the driver inputting a speed limit different to that which pertained when the vehicle was parked, the system 5 will perform an identification of a geographical position (x, y) of the vehicle, for example via GPS, and then recover a speed limit V2(x, y) from a database pertaining to the geographical position (x, y). In an event that the entry made by the driver still is at variance with the challenge, taking into account the speed limit V2(x, y) recovered from the database, the vehicle will remain demobilized. Such additional checking by the system 5 is important when the vehicle is transported on a trailer from one traffic zone to another, for example when the vehicle is impounded after incorrect parking.

When the driver has been able to activate the vehicle for driving, the driver manipulates the speed regulator 30, for example the lever 100 mounted on the steering column, in order to cause the data processing unit 50 to present to the driver the present relevant speed limit for the vehicle in respect of its geographical position (x, y). In FIG. 13, a manner of operation to change the speed limit from 60 km/h to 70 km/h is then executed. Operation of the system 5 during driving:

When the driver assumed earlier that the initial speed limit was 50 km/h and was able to start the vehicle by satisfying the one or more challenges presented by the system 5 to the driver, the driver then drives his/her vehicle into a traffic zone wherein a decreed speed limit V2 of 60 km/h pertains. This process is illustrated in FIG. 13. The driver services the lever 100 by increasing the speed by 10 km/h so that the screen 20 shows a speed of 60 km/h. The system then applies the 60 km/h limit to the special electronic pedal 40; the opposing force provides a tactile indication to the driver.

The special electronic pedal 40 functions in a manner that when the driver achieves a speed of, for example 60 km/h, that the driver experiences an opposing force. As long as the driver rests his/her foot against the opposing force, the system 5 will apply a form of cruise control and maintain this speed for the vehicle, for example 60 km/h. As soon as the driver takes his/her foot off the special electronic pedal, the system 5 is operable to deactivate the cruise control.

When the driver moves from a given traffic zone (x ₍ yi) to another traffic zone (x ₂ , yz), wherein the traffic zones have mutually different speed limits V2i, V2 ₂ respectively, for example from a first traffic zone of V2 ₁ = 60 km/h speed limit to a second traffic zone of V2 ₂ = 40 km/h, the driver is required to input two times on the speed regulator 30, wherein each press of the lever 100 changes the speed limit applied by the system 5 to the special electronic pedal 40 by 10 km/h steps. The speed limit V0 adopted by the system 5 is optionally presented on the screen 20 in response to the driver modifying the adopted speed limit. When the adopted speed limit employed by the system 5 is reduced down from 60 km/h to 40 km/h, the driver will then experienced an increased opposing force at the special electronic pedal 40 at a position of the pedal member 150 corresponding to a speed of the vehicle being 40 km/h, namely at V1 = V0. In this example situation, the special electronic pedal 40 is felt at its lever member 150 to move its opposing force from a 60 km/h position to a 40 km/h position.

The system 5 provides the driver of the vehicle with full freedom to increase a speed of travel of the vehicle above a decreed speed limit V2. In an event that such excess speed is desired, the driver is required to exert a force on the pedal member 150 in access of an opposing force exhibited by the pedal member 150 with its associated actuator 160. During driving, a difference can arise between a selected speed limit VO and an actual speed of the vehicle V1. In an example situation, a speed limit of 60km/h is utilized by the system 5 for controlling the special electronic pedal 40. As illustrated in FIG. 13, the system 5, by way of determining in real time a geographical position (x, y) of the vehicle using the navigation system 90, identifies that a next traffic zone to be entered by the vehicle is a traffic zone with 70 km/h decreed speed limit. The system 5 is operable to provide a warning or notification of the approaching 70 km/h traffic zone. The driver is presented with two options:

(a) in an event that the driver is certain that the chosen speed limit is in agreement with a speed limit shown by speed signs for the traffic zone, the driver does not need to take any action and the 70 km/h speed warning disappears from the screen 20 of the system 5 shortly thereafter; or

(b) in an event that the warned speed limit corresponds to a speed limit shown on signs of the traffic zone, the driver can accept the decreed speed limit by pressing in the lever 100 of the system 5; the system 5 then assumes the chosen speed limit to be the speed limit which pertains and an appropriate opposing force for the special electronic pedal 40 is accordingly generated.

Software products and associated function: Software products: the system 5 is controlled using computing hardware operable to read one or more software products stored on machine-readable media, for example on a disc drive, in solid state memory and/or downloaded via wireless to the vehicle. The software products are executable on computing hardware of the central data processing unit 50 to process data which the speed regulator 30 provides in operation and transfer processed data to units responsible for controlling the special electronic pedal 40. The software products are also operable to receive signals from the special electronic pedal 40 which are transferred to a unit responsible for implementing cruise control in the vehicle. Moreover, the software products are also optionally responsible for providing visual information to the driver on the screen 20 of the system 5. Moreover, the software products are also operable to interface to the navigation system 90 for determining a geographical position of the vehicle.

Specification pertaining to processing of data in relation to the special electronic pedal:

The system 5 is programmed with regard to temporal frequency of response to a given traffic zone wherein a speed limit pertains. Such frequency is chosen to be of a practical length to allow the driver to provide a response or to change a response input to the system. Moreover, such frequency of response is also chosen to take into account that the driver may elect to execute a turn from a given section of road into another section of road, for example execute an exit from a highway or motorway onto minor side roads. Moreover, the system 5 is optionally programmed only to present the driver with a speed limit choice on approach to speed signs along a route of travel; optionally, geographical positions of speed signs are preloaded in a data set into the data processing unit 50. The driver is thereby prevented from being too often challenged by the system 5 to input a response.

Choice of navigation system: The system 5 is provided with navigation information from at least one of: a GPS position reference relying on GPS satellite signals, an independent navigation system local to the vehicle, for example as described in Applicant's Norwegian patent application no. 2008 2337 and subsequent patent applications derived therefrom which are hereby incorporated by reference for use with the system 5.

The system 5 is implemented beneficially taking the following issues into account:

(i) to substitute gearing transmission with another form of speed limit regulation, for example continuously-variable automatic transmission, in order to reduce a number of tasks which the driver is required to attend to during driving;

(ii) to employ the system 5 to monitor and record a choice of the speed of the vehicle in use in relation to a maximum speed limit;

(iii) to actuate the special electronic pedal to a new position during speed reduction;

(iv) to automatically maintain a speed of the vehicle when a maximum decreed speed limit V2 or elected speed limit V3 is reached by the vehicle;

(v) to increase or decrease a speed specified to apparatus for maintaining a selected speed V3 of travel of the vehicle;

(vi) to present clearly to the driver an elected speed limit V3 for the system 5;

(vii) to regulate a motor and/or engine of the vehicle in use to attain an elected speed limit V3;

(viii) to compute an optimal acceleration to achieve an elected speed limit V3. The optimal acceleration is based upon traffic safety considerations in respect of other vehicles, for example use of insufficient acceleration can result in other drivers executing unnecessary overtaking which can cause an increased risk of a traffic accident occurring;

(ix) to ensure that a speedometer of the vehicle is functioning in an optimally calibrated state; and (x) to hinder activation of the vehicle to execute a journey when the driver is not in a sufficiently cognitive state to input to the system a maximum speed pertaining to a traffic zone in which the vehicle is located.. Special electronic pedal:

This pedal 40 is operable in respect of two functions:

(a) a first function concerns a situation when the vehicle is in a stationary state with its transmission adjusted in parked (P) or neutral (N) position. The special electronic pedal 40 in such case will function in a manner akin to a conventional accelerator pedal for controlling a quantity of fuel or energy supplied to an engine and/or motor respectively of the vehicle; and

(b) a second function concerns a situation when the system 5 controls choice of speed adopted for the vehicle. The special electronic pedal 40 thereby changes its function from situation (a) to a pedal whose degree of deflection is employed to govern a speed of the vehicle. The special electronic pedal 40 thereby has a series of definite points in its range of motion corresponding to corresponding speeds of the vehicle. These points in the range are beneficially stepless, apart from the aforementioned opposing force attempting to actuate the lever member 150 of the special electronic pedal 40 in coarse 10 km/h steps corresponding to definition of contemporary decreed speed limits.

Assumptions for operation of the system 5: When the special electronic pedal 40 functions as a speed-controlling pedal, there is a requirement that the vehicle is furnished with suitable automatic systems to take into account variable load presented to an engine and/or motor of the vehicle as the vehicle travels uphill and downhill, as well as varying loads in response to weight of the vehicle. Beneficially, the vehicle is equipped with inclination sensors, turning sensors and an electronic vacuum and/or pressure sensor for measuring a pressure of air in relation to fuel supplied to the engine of the vehicle. By such a feedback control mechanism, the driver will perceive the vehicle as effortlessly able to climb hills and uninfluenced by gravity when travelling downhill, namely in a manner akin to a cruise control. The amount of fuel utilized is beneficially controlled by the system 5 in relation to a weight of the vehicle, its engine and/or motor power output capacity, transmission characteristics and resistance in respect of maximum defined speed limit. In an event that a speed limit of 60 km/h is elected via the speed regulator 30 working in combination with the special electronic pedal 40, the position of the lever member 150 of the electronic pedal 40 will be the same whether on a horizontal road surface or travelling up a 5 hill. Such a characteristic is achieved on account of the system 5 computing an increased fuel consumption in relation to upwardly-inclined terrain.

Manner of operation of the special electronic pedal:

0

When the speed limit has been set, for example, to V0 = 60 km/h, the driver is able to depress the lever member 150 of the special electronic pedal 40 as slowly or quickly in accordance with a manner in which the driver desires to travel. In an event that the driver is desirous to execute an ideal acceleration in relation to the chosen speed limit, the driver can 5 depress the special electronic pedal 40 directly to a point whereat an increased opposing force is felt.

In an event that a fastest possible acceleration is desired to the chosen speed limit with regard to maximum power available from the engine and/or motor of the vehicle, the driver !0 increases his/her foot pressure to force the lever member 150 of the electronic pedal 40 beyond its point where a 5 Newton opposing force is experienced, namely to invoke full power. When the vehicle has achieved the speed limit, the opposing force increases to encourage the driver to maintain the lever member 150 of the special electronic pedal 40 at the 60 km/h point.

>5

Hand-operate lever 100 for the speed regulator 30:

The hand-operated lever 100 for speed limit control as aforementioned provides the driver with an opportunity to input a desire not to exceed the decreed speed limit V2 or to drive 50 more slowly than the decreed speed limit V2, the hand-operated lever 100 being attended to in a manual manner. Moreover, the hand-operated lever 100 can be utilized in a manner which is simple to employ and thereby does not distract the driver's gaze to service the lever 100. When an automatic transmission is utilized in the vehicle, the driver is presented with even less distraction for attending to the lever 100.

$5

Foot-operated lever 100 for the speed regulator 30: W 201

- 30 -

When the selected point for the opposing force in relation to the special electronic pedal 40 is reached, the system 5 has defined an optional limit for the selected speed for the vehicle. The system 5 is capable of regulating optimal utilization of engine and/or motor power in relation to a chosen speed limit V0 for the system 5. Moreover, the system 5 computes a 5 suitable speed based upon traffic safety constraints; for example, slower acceleration can affect other vehicles in traffic to execute unnecessary overtaking which can result in dangerous traffic situations arising.

Finger-operate configuration of one or more switches for the speed regulator 30:

10

As an alternative or addition to speed limit input via the hand-operated lever 100 or a foot- operated lever 100 to the data processing unit 50, speed limit input is also susceptible to being achieved pursuant to the present invention using one or more press-switches and/or thumb switches 400 operated by one or more fingers of the driver. Conveniently, there are

15 speed-limit UP and speed-limit DOWN switches for inputting +10 km/h and -10km/h changes in speed limit. Optionally, more than two switches are provided for enabling the driver to input larger changes in speed limit by way of a single finger press onto a button, for example +30 km/h and -30km/h speed changes. Optionally, the switches or buttons 400 are mounted upon a steering wheel of a vehicle 300 so that the driver does not need to move his/her

20 hands away from the steering wheel when attending to the system 5.

Beneficially, the one or more switches 400 are housed in unit mounted upon the steering wheel and in communication with the data processing unit 50 by way of near-field radio ; (NFR) communication, for example Blue Tooth. This enables the one or more switches 400 25 to be easily added as retrofit to existing vehicles 300 or easily incorporated into new designs of vehicles 300.

The system 5 is susceptible to being retrofitted to an existing vehicle equipped with

2 automatic transmission. During retrofitting, a normal accelerator pedal of the vehicle is 50 decoupled from its cable linking the accelerator pedal to an engine of a vehicle and the system 5 is provided with two actuators, namely a first actuator for coupling to the accelerator pedal in a manner of the aforesaid actuator 160 and a second actuator for actuating the cable and thereby controlling the engine. The accelerator pedal is also

3 equipped with a position sensor for sensing a degree of deflection of the accelerator pedal. :5 The position sensor and the first and second actuators are coupled to the data processing unit 50 which is retrofitted to the vehicle. The speed regulator 30 is implemented using a module including push switches and/or rotary switches, the module being retrofitted, for example using discreet clamps, to a steering wheel of the vehicle, and the module being equipped with a wireless communication link, for example Blue Tooth, for communicating from the module to the data processing unit 50. The system 5 is coupled to a battery of the vehicle for receiving operating power therefrom. The system 5 is beneficially implemented so that its screen 20 is retrofitted as an additional display to a dash board of the vehicle. Such an opportunity to retrofit the system 5 to existing vehicles opens up an enormous potential market of users as well as enhancing road safety based upon existing vehicles. For example, the system 5 can be retrofitted at local vehicle servicing garages and workshops, independently of any vehicle manufacturer.

In conclusion, when implementing the present invention, it is desirable that the position (x, y) of the vehicle be accurately determined within a geographical region, for example in relation to a given lane on a motorway; different lanes on a motorway can have different implied speed limits, for example in a situation where most motorists do not adhere accurately to the decreed speed limit for the motorway. Such accurate position identification can have beneficially results, for example enabling the system 5 to control operation of the vehicle for achieving more economical use of fuel and/or stored power.

Optionally, the actuator 160 associated with the special electronic pedal 40 generates an increased opposing force during rapid acceleration of the vehicle, for example for a period of 5 seconds from initiation of the rapid acceleration, for avoiding stressing the driver.

Pursuant to the present invention, the special electronic pedal 40 can be implemented using a convention accelerator pedal equipped with an actuator, for example in a manner of retrofit for example as aforementioned. Beneficially, the pedal 40 functions as an electronic accelerator pedal when the transmission of the vehicle is in a gear position park (P) or neutral (N), and functions as a speed-control pedal when the transmission is in a gear position drive (D) and reverse (R). In order to enhance utility of the present invention, the system 5 installed in the vehicle is capable of communicating via its wireless bi-directional communication system 90 with a central database 310 as illustrated in FIG. 14. There is shown a plurality of vehicles 300A, 300B, 300C, wherein each vehicle 300 is equipped wit the system 5. The system 5 is implemented with its data processing unit 50 together with navigation unit and bi-directional communication 90 as illustrated. Each vehicle 300 is provided with an engine and/or motor 350, for example in a manner of a plug-in hybrid vehicle. The vehicles 300 are operable to communicate with the central database 310 which maintains one or more datasets 320 representing decreed speed limits V2(x, y) as a function of geographical position (x, y), and also driver defined preferred speed limits V3(x, y). The central database 310 is beneficially implemented as one or more data servers. Moreover, use of the central database 310 can be dependent upon subscription or use payments from drivers. For example, in an event that police radar speed controls are never installed on a given section of road which can safely tolerate enhanced vehicle speeds, the central database 310 can provide downloaded information to drivers utilizing the system 5 that their special electronic pedal 40 allows greater speeds to be achieved along the given section of road. Moreover, in situations where drivers appreciate a special danger along certain sections of road, for example a tendency to suffer freezing in winter periods, and program their systems 5 to encourage a slower driving speed, namely reduce V3 below V2 such that V0 adopts the lower speed V3 when developing the aforementioned opposing force, such cautionary speed limit adjustment can be communicated via the central database 3 0 for dissemination to other vehicles 300, thereby improving traffic safety along the certain sections of road. Such functionality is especially useful in flooding and icy conditions.

Optionally, the central database 310 is operable to process, for example analyse, and amend speed limit information, for example downloaded thereto from the vehicles 300, to identify trends from vehicle to vehicle equipped with the system 5 in driver selection of speed limit V3. Moreover, in order to improve safety in adverse weather conditions, for example in winter time when ice and snow are experienced, the central database 310 is operable to temporally alter its speed limit information to improve safety pursuant to one or more predefines rules. Beneficially, the vehicles 300 via their bi-direction wireless communication unit 90 are operable at regular intervals to communicate and exchange speed limit data, for example manually-entered V3 data, with the central database 310. For example, in one implementation of the arrangement illustrated in FIG. 14, the vehicles 300 are each identifiable by a unique code and are operable to communicate in real time with the central data base 310. In return, the central database 310 is operable to selectively distribute speed limit information for managing flows of traffic, for example in ring roads around major cities, thereby reducing congestion and thereby enhancing fuel efficiency by avoiding stationary queues of traffic going nowhere and consuming large quantities of fossil fuel with associated atmospheric pollution.

Modifications to embodiments of the invention described in the foregoing are possible without departing from the scope of the invention as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "consisting of, "have", "is" used to describe and claim the present invention are intended to be construed in a nonexclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

Numerals included within parentheses in the accompanying claims are intended to assist understanding of the claims and should not be construed in any way to limit subject matter claimed by these claims.