Vehicle digital alarm system

Abstract

A microprocessor in a vehicle receives an indication of a hazardous event associated with the vehicle and sends an alert to a safety alert system. The safety alert system may send an alert to another vehicle according to a variety of factors.

Description

Cross-references to related cases

[0001] This application claims the benefit of U.S. Provisional Patent Application Serial No. 63 / 401,484, filed on August 26, 2022, and is incorporated by reference into the present disclosure as if fully set forth herein. Technical Field

[0002] The present disclosure relates generally to emergency communications for vehicles, and more particularly to automatic, electronic communication of emergency, hazardous, and other events between vehicles or between a vehicle and other receivers. Background Art

[0003] Existing systems provide enhanced visual communication systems for vehicles in distress, breakdowns, or emergency situations. Enhanced visual communication systems may also be deployed when the vehicle's airbags are activated or when a traction control system, ABS system, or similar automatic safety system is activated. Enhanced visual communication systems may rely on an increased flashing frequency (e.g., strobe) of vehicle signal lights or other lights that may include auxiliary lights or remote beacons. Various flashing patterns designed to attract attention or convey information in a more effective manner may be used compared to the old slow standard hazard flasher system. Examples of such enhanced visual communication systems utilizing vehicle signal lights are described in U.S. Pat. Nos. 9,481,331 to Tucker et al. and 9,616,810 to Tucker et al.

[0004] While enhanced visual communications systems that rely solely on strobe lights or other visual enhancements may work well to notify other drivers in close proximity to a distressed vehicle that they should exercise caution, such drivers are necessarily limited in their ability to notify drivers who are too far away, behind other vehicles, around curves or bends in the road, or obstructed by other obstacles. Enhanced visual communications systems still rely, at least in part, on the attention of other drivers, and the reaction time and ability of such drivers to properly assess the emergency situation or distress visual communications and respond appropriately.

[0005] Furthermore, it is still up to individual drivers to know how and when to deploy their own safety systems to mitigate the likelihood of further hazardous events (e.g., collisions) or appropriately signal other vehicles around them. Occasionally, situations are found where drivers activate their emergency flashers when encountering another vehicle in distress or other emergency situation in order to preemptively (preemptively) warn drivers behind or nearby. While this is helpful, it is far from universal. Additionally, simply activating the hazard lights fails to provide information to those drivers who could not see the original event, know what happened, or how to respond. For example, in some cases, it is appropriate to continue driving, but with greater caution (e.g., there are animals on the side of the road), while in other situations, the best response is to come to a complete stop (e.g., there is an overturned gasoline truck ahead).

[0006] Partially or fully autonomous cars are already a reality and are expected to become commonplace. The deployment of computer vision, radar, GPS, and other technologies allows autonomous cars to understand their surroundings as well as possible in order to navigate safely on streets and highways. Statistically, autonomous cars can already be safer than human drivers. However, autonomous cars still have to "see" or "hear" distress events from another car on the road in the same way that a human driver would. Autonomous cars can "observe" events that may indicate warnings or distress, but are limited by line of sight, other vehicles, obstacles, etc.

[0007] What is needed is a system and method that solves the above-referenced problems and related problems. Summary of the invention

[0008] The invention of the present disclosure in one aspect thereof includes a system for communicating an alert to or from a passenger vehicle. The system includes: a microprocessor disposed in the vehicle, the microprocessor being configured to receive an indication of a hazardous event associated with a first passenger vehicle and to generate an alert in response thereto; and a transmitter used by the microprocessor to wirelessly transmit the alert to a security alert system, which transmits the alert to one or more additional passenger vehicles, the one or more additional passenger vehicles being determined to be located in a vicinity of a location where the microprocessor received the indication of the hazardous event.

[0009] In some cases, the hazardous event includes an indication that the first passenger vehicle cannot be safely operated. In some cases, the hazardous event includes an indication that the passenger vehicle has been damaged. The indication of the hazardous event may originate from a passenger vehicle safety system. The indication of the hazardous event may come from a passenger of the passenger vehicle.

[0010] The alert may include data corresponding to the position of the passenger vehicle. The alert may include data corresponding to the orientation of the passenger vehicle.

[0011] In some cases, the microprocessor generates an additional alarm containing additional information related to the dangerous event and transmits the additional alarm to the security alarm system via the transmitter. The transmitter may be a radio frequency transmitter.

[0012] The invention of the present disclosure in another aspect thereof includes a method comprising: providing a security alarm server that communicates with a plurality of passenger vehicles; receiving at the security alarm server an indication that the first passenger vehicle among the plurality of passenger vehicles is in danger and the position of the first passenger vehicle; obtaining at the security alarm server position and travel information from at least some of the plurality of passenger vehicles other than the first passenger vehicle; and determining at the security alarm server whether there is a vehicle among at least some of the plurality of passenger vehicles other than the first passenger vehicle that is within a predetermined distance of the first passenger vehicle among the plurality of passenger vehicles and is traveling toward the first passenger vehicle among the plurality of passenger vehicles, and if it is determined that such a vehicle exists, sending an alarm to such a vehicle among at least some of the plurality of passenger vehicles other than the first passenger vehicle.

[0013] The method may include sending the alarm via the Internet and / or sending the alarm wirelessly. The method may include sending the alarm from the security alarm server to a cloud computing platform and / or sending the alarm from the security alarm server to an emergency response service.

[0014] In some embodiments, the method also includes: receiving an indication of danger at a fixed location at a security alarm server, the indication of danger not originating from a passenger vehicle; and determining at the security alarm server whether there is a vehicle within a predetermined distance and traveling toward the fixed location among at least some of the multiple passenger vehicles, and if it is determined that such a vehicle exists, sending a notification to such a vehicle among at least some of the multiple passenger vehicles.

[0015] The method may also include obtaining driving characteristic data from at least a subset of multiple passenger vehicles at a security alarm server, determining a presumed dangerous location based on the received driving characteristic data by the security alarm server, and sending an alarm from the security alarm server to at least one of the multiple passenger vehicles traveling in a direction toward the presumed dangerous location.

[0016] The invention of the present disclosure in another aspect thereof includes a system including a first microprocessor in a first passenger vehicle and a safety alert system communicatively coupled to the first microprocessor. The first microprocessor provides location data related to the vehicle to the safety alert system. When the location data indicates that the first passenger vehicle is approaching a safety hazard, the safety alert system sends an inbound safety alert to the first microprocessor.

[0017] A second passenger vehicle communicatively coupled to the security alert system notifies the security alert system of the security hazard. Upon receiving the inbound security alert, the first microprocessor issues instructions to the vehicle to disengage the driver assistance feature and provide a notification to the driver of the vehicle. The first microprocessor is communicatively coupled to the security system of the first passenger vehicle and sends an outbound alert to the security alert system in response to an indication of a vehicle security hazard. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of a vehicle emergency communication system according to aspects of the present disclosure.

[0019] Figure 2 is a simplified diagram of a communication link of one embodiment of a vehicle emergency communication system according to aspects of the present disclosure.

[0020] Figure 3 is a communication link diagram of another embodiment of an emergency communication system link diagram according to aspects of the present disclosure.

[0021] Figure 4 is a simplified diagram showing the potential relationship between traveling vehicles and disabled vehicles on a road network.

[0022] Figure 5 is a flow chart of an operating method corresponding to an emergency vehicle communication system according to aspects of the present disclosure.

[0023] Figure 6 is a system-level diagram of a vehicle signal system in accordance with aspects of the present disclosure.

[0024] Figure 7 is an exemplary diagram of the format of an outbound alert from a vehicle in accordance with aspects of the present disclosure.

[0025] Figure 8 is an exemplary diagram of the format of an inbound alert issued from an alert management system to a vehicle in accordance with aspects of the present disclosure.

[0026] Fig. 9 is an exemplary simplified diagram of various communication links between the various systems of the present disclosure.

[0027] Fig.10 is a simplified diagram of geo-fence alert distribution in accordance with aspects of the present disclosure. DETAILED DESCRIPTION

[0028] According to the present disclosure, various systems and various methods are provided, which can digitally transmit alarms from a vehicle or a personal electronic device associated with a vehicle to other vehicles, operators or passengers of such vehicles, personal electronic devices, autonomous vehicles and their passengers, emergency services, traffic tracking and control systems, and remote servers or cloud-based computing systems. For the purposes of this disclosure, the remote server is a known system, or it can be any computing device not present in the vehicle or a personal electronic device associated with the vehicle, and can communicate with the vehicle by any known method. The server can include multiple redundant servers and cloud-based servers. The server and the remote server can include a remote computing system that is not necessarily part of the cloud service suite itself. The cloud computing system can be a known system, or it can include a remote server or a distributed network of remote servers or computers, which can receive communications from the vehicle or a personal electronic device associated with the vehicle or send communications to the vehicle or a personal electronic device associated with the vehicle by any known method. Different levels of security can be implemented, and this can have a certain impact on the type and location of the server used.

[0029] The alerts may correspond only to information provided to or from the vehicle, passenger, or personal electronic device, but according to the present disclosure, the alerts may also indicate road hazards, vehicle failures, or other events that the driver would benefit from knowing. For the purposes of this disclosure, the driver should be understood to be a person (in the case of conventional manually operated vehicles), but may also include any computer or control device that is partially or fully responsible for operating the subject vehicle, whether such computer or device is considered a driver assistance feature (e.g., cruise control or lane keeping), a fully automated vehicle or system, or a system having capabilities in these instances.

[0030] For example, an emergency alarm, a vehicle breakdown alarm, a road hazard alarm, a road closure alarm, a traffic alarm, or other types of alarms may be considered alarms. Unless otherwise specified, an alarm shall be considered a notification of any useful information issued to a vehicle or a vehicle driver or passenger. The system of the present disclosure may convey information related to the vehicle generating or sending an alarm, or other conditions or information. In some embodiments, this information may be considered part of an alarm. For purposes of the present disclosure, alarm, sound an alarm, send an alarm, and similar phrases shall be understood as conveying an alarm.

[0031] Some systems and methods according to the present disclosure provide communications or alerts, where both the initiator and the ultimate intended recipient of the alert are vehicles (or people or equipment associated therewith). Such systems may be referred to as vehicle-to-vehicle communication systems (e.g., V2V). In other embodiments, as an alternative to or in addition to the V2V functionality, the system or method may also include communications or alerts to and from another system or device that is not a vehicle. Such non-vehicle initiators or recipients may include emergency services, traffic monitoring systems, street lights, toll systems, etc. The systems of the present disclosure that provide such alerts may be referred to as vehicle-to-everything systems or vehicle-to-environment systems (e.g., V2X).

[0032] It should be understood that the terms vehicle, automobile, motor vehicle, etc. refer to any vehicle that travels on the road. This includes, but is not limited to, cars, trucks, vans, SUVs, tractors / trailers, buses, and motorcycles, whether autonomous or manually driven, and whether carrying passengers, cargo, or no cargo.

[0033] It should also be understood that for purposes of this disclosure, a wireless signal or communication may be an intermittent or ongoing / continuous signal or communication. Unless otherwise indicated, a wireless signal may include analog and / or digital communications. As is known in the art, any digital wireless communication or signal may include a number of smaller digital communications or signals that are split during transmission and reassembled by a receiver to obtain the original communication or signal.

[0034] The present disclosure provides various embodiments of systems and methods for alerting one vehicle to another vehicle about a hazardous condition or other event. The alert may be transmitted via various digital media described herein and / or known in the art.

[0035] A variety of events may cause the system of the present disclosure to generate, receive or transmit an alarm. One purpose of the alarm or the present disclosure is to inform an approaching or approaching vehicle that the vehicle (the vehicle generating the alarm or another vehicle) may be in a fault state and may be generating a hazard or other abnormal road condition. The alarm can be automatically generated based on the number of occurrences. These include, but are not limited to, airbag deployment, ABS or traction control activation, and / or detection of danger by a camera or other on-board automatic driving or driving assistance system. Various sensors installed in or associated with the vehicle can be used to detect collisions and other types of hazard or alarm events. For example, collision sensors, microphones, internal cameras or sensors, glass breakage sensors, and accelerometers built into the body or other components can all be used alone or in combination to indicate that an alarm should be generated. GPS data can also be useful in this regard. For example, signs that a non-off-road vehicle has left the road surface may indicate that a collision or failure has occurred. In addition, GPS and other location data can also indicate, for example, on which side of the road a hazard or other alarm event occurred. This helps to improve the accuracy of alarms to surrounding or approaching vehicles and reduce the chances of alarms to vehicles that are unlikely to encounter hazards or failures (for example, on a divided highway, it may be most advantageous to only alarm vehicles on the same side of the hazard).

[0036] The alerting vehicle or the server receiving the alert data can use the crash sensor tolerance or indication of a significant crash based on multiple crash sensor data points to determine how, when, and in what form to pass or transmit the alert to other vehicles or services. For example, when a low-level or minor crash is detected, it can be combined with GPS or other data indicating that the alerting vehicle is driving normally or has reached a safe location off the road, which can result in such alerts not being delivered to oncoming vehicles (but the alert can still be delivered to other recipients such as the vehicle owner).

[0037] In some embodiments, the system of the present disclosure is used to notify other vehicles, drivers, or services when a vehicle fails on the road, regardless of whether an actual collision or injury occurs. To this end, the system of the present disclosure can receive mechanical data or operational data from other OEM vehicle computers. For example, an indication of a power system failure, a battery failure, a motor failure, an engine failure, a transmission failure, a failure of another major system of the vehicle, overheating, flooding, one or more tires leaking or seriously insufficient air pressure, and other events or data can generate an automatic alarm. In some cases, such automatic alarms are generated only when GPS or other vehicle systems indicate that the vehicle is no longer moving. In some embodiments, an automatic alarm is generated only when it is determined (e.g., by GPS or other means) that the car is on the road or within a predetermined distance of the road (in other words, for example, no alarm is generated for a faulty vehicle away from the road or in a parking lot). In some cases, the system must determine that the vehicle is already in a parked state or is traveling at a speed lower than a predetermined speed before an alarm is automatically generated.

[0038] Where possible, the system of the present disclosure may also utilize the OEM's cloud services or vehicle location tracking. The vehicle's tire pressure monitoring system (TPMS) may detect tire blowouts and other tire-related events. Collision sensors, gyroscopes, and / or accelerometers may detect vehicle rollovers. The vehicle's onboard computer, processor, and sensors may detect transmission system failures. The vehicle's onboard computer, processor, and sensors may detect fuel interruptions. The vehicle's onboard computer, processor, and sensors may detect power system failures. It may be detected that the vehicle is stopped on or near the road by the autopilot system. Other vehicle failure events due to water ingress to the engine may be detected based on the onboard computer, processor, and / or sensor. Each of these situations and more may cause the system of the present disclosure to generate an alarm.

[0039] Alerts may also be generated by sources other than vehicles. For example, sensors may be placed to detect water levels, road gate closures on toll roads and times of road closures due to winter driving conditions, lane changes or reconfigurations occurring throughout the day in high traffic areas, railroad crossing gates, the presence and / or speed of traffic, and other road conditions. Sensors providing such non-vehicle generated alerts may communicate the alerts to an alert management center as described herein, which may then be sent in real time to vehicles in the area or that may use or require such alerts.

[0040] In some embodiments, it may be possible to discern whether a detected event or occurrence warrants generating an alert. In some embodiments, all alerts are received by the system of the present disclosure, but a discernment is made as to whether the alert should be sent or passed on to other recipients (e.g., other vehicles). This discrimination is made to reduce nuisance activations. Additionally, the significance thresholds that cause propagation of a received alert may be customized based on road conditions, weather, and other indicators. For example, when traffic is very slow, it may not be important for a disabled vehicle to be off the road, whereas when traffic is heavy and moving quickly, it may be important for a disabled vehicle to be on the shoulder of the road.

[0041] Some embodiments of the present disclosure may generate alerts based on braking data collected in real time from multiple vehicles. For example, repeated emergency braking or evasive maneuvers near a certain area within a given time frame may indicate that there is a hazard in the area that the vehicle sensors may not be able to automatically detect. Even if no driver thinks of manually sending an alert (in a system or embodiment that can be selected), an alert management server that receives the relevant data may begin sending alerts to vehicles approaching the area.

[0042] Driving data collected from a vehicle about how it drives (e.g., acceleration, speed, turning, braking, and other parameters) may be referred to as driving characteristic data. This data (whether from a single vehicle or aggregated from multiple vehicles) may be utilized by the disclosed system to determine or infer the presence and / or location of a hazard. For example, emergency braking and / or steering behavior by a series of vehicles near a particular location may indicate the presence of a hazard at that location. Note that in this case, even if few or no vehicles are equipped with the capability to send an alert, the driving characteristic data alone (however obtained) may be used to generate a useful alert.

[0043] Alerts may also be generated by encountering a pedestrian on the road or dangerously near the road. According to the present disclosure, alerts may be generated by a properly equipped vehicle, or may be inferred as described above. If the vehicle is equipped with a camera or other sensor capable of detecting pedestrians, the fact that an alert was generated due to encountering a pedestrian may be included in any generated alerts.

[0044] If multiple vehicles sound an alarm in close proximity, the alarm management server can increase the alarm sent to oncoming vehicles. Multiple vehicles sounding an alarm near an area may indicate a multi-vehicle pileup or a large-scale problem (such as a fire or flood). In this case, the warning to oncoming vehicles can be changed to a suggestion to change route or avoid the area. Input from emergency services received by the alarm management server can also be used to increase the alarm sent to oncoming vehicles (e.g., instructions from fire, EMS, police, etc. that a certain area should be avoided, or other data from fire, EMS, police, etc. from which the alarm management server can infer that a certain area should be avoided).

[0045] According to the present disclosure, the alarm may also be generated due to manual operation of the driver or other vehicle passengers. This manual operation may include but is not limited to starting a switch (a dedicated or shared hardware switch or a screen-based soft switch).

[0046] Reference now Figure 1 , Figure 1 An exemplary system 100 according to the present disclosure is shown. Figure 1 A simplified schematic diagram of a system 100 is shown that can deploy a high-visibility visual indicator on a vehicle while also communicating the presence of such deployment to other vehicles or systems. It should be understood that the system of the present disclosure can communicate the presence or activation of conventional hazard flashers as well as high-visibility visual indicators, which is not necessarily dependent on the specific lights or hazard / warning systems actually deployed. For purposes of this disclosure, a high-visibility visual indicator is a light or light visible on the exterior of a vehicle that is distinguishable from headlights, marker lights, stop lights, brake lights, signal lights, or conventional hazard flashers based on variable or increased flash frequency, variable or increased contrast, variable or increased brightness, changed or variable color, and / or combinations of the foregoing.

[0047] Conventional hazard flashers and signal lights installed on vehicles for decades typically have a flash rate of up to about twice per second, or 2 Hz. This was originally due in part to the fact that the incandescent lighting and analog circuitry employed when these systems were developed was state-of-the-art. This cycle rate has continued into the modern era, even when the vehicle lighting system is fully controlled by a body control module (BCM) or other microcontroller, until recently. However, modern light emitting diodes (LEDs) operated by microcontrollers are capable of a wider range of operations in terms of cycle rates, intensities, and other parameters. For the purposes of this disclosure, hazard flashers are considered to be a lighting system that operates at a slow flash rate, such as that supported by old-fashioned incandescent bulbs and analog circuitry (e.g., about 2 Hz), even if the lighting system is actually LED- and / or microcontroller-based.

[0048] In some embodiments, the system 100 is based on a microprocessor 102. Control routines and programs can be coded to execute on the microprocessor 102. Any suitable programming language compatible with the selected microprocessor 102 can be used. It can be programmed by a person skilled in the art to implement the functions described herein. In other embodiments, a "hard-coded" silicon chip that is not programmable or reprogrammable can be used. In some embodiments, the microprocessor 102 can be a microcontroller or a system on a chip (SOC) and includes its own memory, I / O controller, A / D, D / A, etc. The microprocessor 102 (and the entire system 100) can be a stand-alone device installed as original equipment (e.g., when the vehicle is manufactured), a dealer-installed system, an aftermarket system installed by a suitable installer, or installed and set up in any other suitable manner. The system 100 can also be a subcomponent of a larger, more comprehensive system (e.g., a vehicle safety kit).

[0049] The microprocessor 102 may be a component or subcomponent of a BCM installed when the vehicle is built. In some cases, the functionality of the microprocessor 102 may be packaged as a BCM, i.e., a component when the vehicle is first manufactured. In this case, Figure 1 The BCM 106 and microprocessor 102 are shown combined into a single component with all of the connections shown (and possibly more). Although a BCM (e.g., BCM 106) can be microprocessor / microcontroller based, it is also possible to utilize application specific integrated circuits (ASICS), field programmable gate arrays (FPGAs), or other logic devices capable of implementing the desired controls and routines.

[0050] In some embodiments, the microprocessor 102 can be activated by or receive a signal from a hazard switch 104. The hazard switch 104 can be a user-accessible hazard light switch that is used to activate hazard flashers or high-visibility lighting devices. Activation of the hazard flashers and / or high-visibility lighting system can also activate an alarm. In other embodiments, the switch 104 is a dedicated switch or auxiliary switch specifically used to activate a vehicle-to-vehicle (or V2X) alarm or signal routine. In some embodiments, the switch 104 is a "soft switch" that is activated on the vehicle multi-function display or menu system 116. The switch 104 merely represents one way to activate the system 100 to implement the various alarms and other functions described herein. In some embodiments, the deployment or generation of the alarm can be automatic instead of using the switch 104, or in addition to using the switch 104, the deployment or generation of the alarm can also be automatic.

[0051] The display 116 may include an OEM component of the vehicle, an aftermarket device, or a device associated with a personal electronic device. For purposes of this disclosure, a personal electronic device may include a phone, a tablet, a laptop, or any other device that is not necessarily an integral part of the vehicle but can still provide effective communication to the vehicle through a wired or wireless interface. Personal electronic devices may also include, but are not limited to, watches, rings, bracelets, glasses, and other wearable electronic devices.

[0052] Some personal electronic devices are capable of capturing biometric data from a driver or passenger and using the biometric data to trigger an alarm. For example, an alarm may be triggered when a watch detects a significant health event that could cause the driver to lose the ability to drive. Regardless of whether such a device triggers an alarm, the information collected by the wearable device may be included in a data packet or digital alarm for transmission according to the systems and methods of the present disclosure. Such personal electronic devices may include watches, rings, bracelets, glasses, other wearable electronic devices, and / or any electronic device capable of collecting biometric data, health data, vital signs, and / or medical diagnostic data.

[0053] Voice activation provides an additional method of controlling the system 100. A microphone 119 may be provided for this purpose. The microphone 119 may be dedicated to the microprocessor 102 and / or may be part of an existing or OEM system, such as a hands-free navigation system, a cellular phone, or other personal electronic device that communicates via Bluetooth or other means. or other wireless microphone (whether part of a phone or other device or a stand-alone microphone). Thus, even if the driver or other user is incapacitated or partially incapacitated, the system 100 is still useful and operable. As is known, some vehicles today are able to determine, by camera or other means, whether the driver's attention (focus) has been diverted from the current appropriate task (e.g., driving). The use of microphone 119 also allows audio information (voice or other audio) to be included in the alert.

[0054] The camera can also detect that the driver or other passengers have become incapacitated. Such information can be used to trigger an alarm. Thus, the system 100 can be activated to signal a hazardous condition even if the driver has not explicitly done so and even if the associated vehicle has not deployed any other safety systems (e.g., traction control, air bags, etc.).

[0055] The microprocessor 102 can communicate with the BCM 106 to activate one or more sets of lights 108 associated with the vehicle. The lights 108 can be activated in a flashing, strobing or other alternating mode. The lights 108 can include a set of OEM signal lights. The signal lights can include incandescent lamps or light emitting diodes (LEDs), which have faster recovery times and are more powerful. These can be used as hazard flashers or as high-visibility visual indicators based on the control of the microprocessor 102 and / or BCM 106.

[0056] It should be understood that in some embodiments, the microcontroller 102 includes the BCM 106 itself. In other words, the microcontroller 102 can replace a previously known BCM, or the microcontroller 102 can include functionality added to an existing BCM through hardware or software. It should be understood that such additions and modifications include OEM and aftermarket configurations.

[0057] The vehicle may also be placed in a danger or distress mode by an automatic vehicle system represented here by a microcontroller 110. The microcontroller 110 may be a dedicated device or an ABS computer or sensor for monitoring one or more wheels 112 for slipping, side sliding, etc. The microcontroller 110 may also be a traction control computer. The microcontroller 110 may be an airbag controller or airbag sensor for controlling one or more airbags 114. The microcontroller 110 may also include an accelerometer. In some embodiments, the microcontroller 110 includes a microprocessor 102 and / or a BCM 106. In another embodiment, one or more microcontrollers associated with the vehicle and / or system of the present disclosure communicate via a controller area network bus (CANBUS) or another network or protocol.

[0058] For the purposes of this disclosure, unless otherwise specified, any component or system that controls any aspect of the operation of the vehicle may be considered an electronic control system. Electronic control systems may include, but are not limited to, microcontroller 110, BCM 106, ABS module, traction control system, airbag system, engine or transmission controller, suspension controller, cruise control system, and autopilot computer.

[0059] A forward-looking sensor (FLS) 120 (e.g., a camera, radar, sonar, or other detection system) is a component that can collect information from a road or other location associated with the vehicle. The FLS 120 can be a component of a vehicle safety system or an automated system, such as an automatic cruise control system, a driver awareness system, or an autonomous driving system. In some embodiments, the FLS 120 can provide information directly to the microprocessor 102 for analysis. However, the FLS 120 can also feed information to the BCM 106 or a related vehicle safety system (e.g., autonomous driving), which is then provided to the microprocessor 102 by the BCM 106 or a related vehicle safety system. For example, the information provided may include: the vehicle has deviated from a lane or road, a collision has occurred or is about to occur, there are animals or obstacles on the road, there is another vehicle on the road, or there are other dangers. The ability to identify such dangers is now known in the art. In various embodiments, the present disclosure provides systems and methods for communicating such dangers to external systems and vehicles and drivers that may not be aware of such dangers.

[0060] In operation, if any of the above hazards or other hazards are indicated, or if the microcontroller 110 detects the occurrence of a skid, vehicle traction control, ABS activation, air bag deployment, or any other safety-related event, this information may be communicated to the microcontroller 102 and a high-visibility visual indicator may be activated (e.g., using light 108). It should also be understood that loss of tire pressure, loss of engine coolant, overheating of the transmission, low or empty fuel, and other events may also include triggers that place the vehicle in a distress or dangerous condition, thereby causing a high-visibility visual indicator to be activated. As shown, this can be achieved using light 108. However, a separate beacon or auxiliary light may also be used.

[0061] As a result of the activation of any type of high-visibility visual indicator executed or otherwise indicated by the microprocessor 102, the system 100 can provide an audible alert to the driver, informing the driver that the system 100 has been activated for alarm or signaling and what mode it is in. A speaker 119 can be provided, or an audible prompt can be provided by the vehicle audio system or other system. Similarly, visual prompts can be provided by the display screen 116, the lighting of the switch 104, the head-up display 117, or other mechanisms. Various systems may have multiple high-visibility visual indication modes as well as conventional hazard modes. Therefore, the specific high-visibility visual indicator or hazard mode deployed may be accessible to the user and even modifiable (e.g., by voice command, display panel 116, switch 104, or other device).

[0062] In addition to providing indications or feedback to the user or driver of the vehicle, the system 100 can also electronically communicate danger, distress or emergency conditions to other vehicles or receivers. Subsequent communications of distress / danger / emergency conditions can be performed automatically. In some embodiments, the user can initiate such communications or can prevent their communication outside the vehicle. For example, a flashing light (e.g., light 108) can be activated for testing purposes or for visual effects unrelated to a real distress or emergency. It may be desirable to suppress such communications to avoid false signals from propagating to other vehicles.

[0063] An antenna 118 may be provided for outbound communications. The antenna may be dedicated to the system 100, or may be a diversity antenna that may be used for multiple purposes. The antenna may be an OEM or aftermarket product. It should also be understood that more than one type of antenna may be used. For example, the system 100 may include a Wi-Fi antenna, a cellular network antenna, a Bluetooth antenna, or other antennas as desired.

[0064] The microprocessor 102 may access GPS data for use in providing data related to the vehicle in which the microprocessor is installed, or for mapping received signals to the location of the vehicle in which the microprocessor is installed. For purposes of illustration, a GPS unit 125 is shown in communication with the microprocessor 102. The GPS unit 125 may be dedicated to the system 100, a separate vehicle subsystem or component of a subsystem, or may even represent GPS data or an "application" from a user's or passenger's personal electronic device.

[0065] The communication of an emergency event may be a simple indication to anyone with an appropriate receiver that a vehicle in the area is in distress (e.g., out of control, crashed, malfunctioning, unexpectedly stopped, etc.). However, other useful information may also be communicated. Information that may be communicated by the system 100 includes, but is not limited to, the vehicle system that signaled the emergency (ABS, traction, airbags, manual start, etc.), the location of the vehicle (e.g., via GPS), the speed of the vehicle, the mechanical state (operable or inoperable), the orientation of the vehicle (overturned or otherwise, and the direction it is facing), the deployment of airbags, and the apparent state of the driver (engaged control or otherwise). In some embodiments, the number of vehicle occupants, seat belt status, and more information that may be provided to the microprocessor 102 via a camera or other sensor may be communicated.

[0066] When the system 100 receives the alarm data (e.g., location data), it can calculate when the receiving vehicle is traveling on an interception route with an emergency or danger (e.g., a broken-down vehicle that generates an alarm). The system 100 can identify and only notify operators who may encounter vehicles that have issued emergency signals. This can minimize unnecessary warnings to nearby vehicles that are not on an interception route or are unlikely to encounter danger. In other embodiments, the system 100 associated with the vehicle that generates the alarm can have the ability to distinguish which vehicles should receive its alarm (e.g., when it is provided with appropriate data about other nearby vehicles). In other embodiments, a remote server or cloud-based system receives all alarms of vehicles equipped with the system 100 or similar systems, and determines which other vehicles equipped with similar systems receive which alarms. In another embodiment, the identification can occur at multiple points (e.g., an alarm generating vehicle, an alarm receiving vehicle, or an intermediate server, computer, or cloud-based system).

[0067] Notification of the received alert may be provided to vehicle occupants via an audio or visual indication system, including one incorporated into the system 100, or the alert notification may be provided via an interface with the vehicle entertainment system or other system. If the receiving vehicle is equipped with a heads-up display, a visual indication may be projected. Using GPS information, the system 100 may also display the location of the distressed vehicle (i.e., the vehicle that generated the alert) on the vehicle's GPS map display.

[0068] In some embodiments, the system 100 may be able to wirelessly (via antenna 118 or another antenna) receive communications that may be related to an emergency or dangerous condition of another vehicle. Thus, the microprocessor 102 may be communicatively coupled to a transmitter and a receiver. This enables the system 100 to notify passengers that a nearby vehicle may be in a dangerous condition, even if the passenger cannot visually observe the vehicle (e.g., due to terrain, traffic, buildings, weather conditions, etc.). This may also allow the vehicle to be notified that EMS, fire, police, etc. vehicles are on the road so that the driver can take precautions or prepare to stop or yield. The system 100 may also provide more information to police or emergency personnel (e.g., the number of passengers) than is provided to other nearby vehicles that are only identified as normal civilian traffic. Of course, any such system must consider privacy issues.

[0069] In the present disclosure, various connections and relationships between components where data communication and / or signal exchange occurs may be displayed. Such connections may be referred to as "communicative couplings". For example, microprocessor 102 may be communicatively coupled to microcontroller 110, or display screen 116, or any other device that interacts with microprocessor 102. For purposes of the present disclosure, unless otherwise stated, communicatively couplings may be based on any known reliable communication method or protocol. Communicatively couplings may be as simple as leads between components, or may be more complex industry standard connections, such as universal serial bus (USB), or even part of a controller area network bus (CANBUS). Communicatively couplings may also include wireless protocols, or line-of-sight protocols based on infrared or other signals. In some embodiments, communicatively couplings of alarms or other data may occur simultaneously or sequentially through multiple communication systems (e.g., satellite and cellular, or through various intermediate servers).

[0070] Reference now Figure 2 , which illustrates various examples of inter-vehicle communication mechanisms utilizing the system of the present disclosure. Here, vehicle 202 is shown separated from a second vehicle 206 by a distance on road 204. It should be understood that the distance between vehicles may be much greater than the distance shown, and terrain, obstacles, and other vehicles may hinder the two exemplary vehicles shown. It is also assumed that the vehicles 202, 206 are equipped with a communication hazard or safety system, such as system 100 or a similar system.

[0071] In this example, the vehicle 202 encounters danger, failure, collision or other events, causing the vehicle to be in danger, emergency or distress. The vehicle 202 can deploy a high-visibility visual indicator. In this case, the high-visibility visual indicator includes a front signal light 222 and a rear signal light 224, and both the front signal light 222 and the rear signal light 224 can flash at a high rate, and / or provide a directional strobe (e.g., from right to left). This can occur manually through the operation of the driver or other passengers, or automatically through one or more automatic vehicle systems. In order to warn other drivers in advance, or call emergency services, or for other reasons, the dangerous state can be communicated wirelessly.

[0072] In the example shown, vehicle 202 communicates a hazardous condition to vehicle 206, thereby allowing vehicle 206 to prepare for an emergency ahead, either automatically or due to the control of its driver, which may not be visible from the location of vehicle 206. In some embodiments, radio communication 208 may be conducted directly between vehicles. The signals or alerts communicated in this direct manner may be digital or analog signals generated on a dedicated radio frequency set up for this purpose. However, communication may also occur through a network system with an external infrastructure, such as, but not limited to, a mobile phone network or a satellite-based network.

[0073] It should be understood that multiple cars can receive alerts or indications of emergency situations from vehicle 202. For example, more than one vehicle can receive a local broadcast signal. In addition, in some embodiments, vehicle 206 can also automatically forward the received information further in a daisy-chain-like manner. In some embodiments, the number of times or distances of transmission of indications of emergency situations or dangers may be limited. For example, there may be no or little value in transmitting information to a vehicle several miles away, and a vehicle several miles away may not encounter danger at all or within any reasonable time frame. The distance of the receiving vehicle from the original sending vehicle can be based on available GPS data, signal tower data, or other information available to microprocessor 102.

[0074] It is contemplated that the direct, wireless, vehicle-to-vehicle communication enabled by the system of the present disclosure may be performed via any known wireless radio frequency protocol. It should also be understood that vehicle-to-vehicle communication may be performed via visible light signals (e.g., vehicle 206 monitoring high frequency strobing of lights on vehicle 202, such as via camera 120), via infrared (using an IR transceiver integrated with the associated vehicle), or via other light-based communication methods.

[0075] As shown, vehicle 202 communicates the current dangerous condition to a wireless phone or data network (e.g., a cellular network) represented here by a network tower 210 via a cellular communication link 212. Network tower 210 may include a telephone network and a data network, such as 3G / 4G / 5G or other networks. Unless otherwise stated, the systems and methods of the present disclosure are intended to operate with any known network. Network 210 may communicate the emergency or danger to other vehicles in the area, as shown in cellular communication link 214. Once again, not every vehicle in the area will necessarily be affected by the specific danger encountered by vehicle 202. The on-board system (e.g., system 100) on the vehicle receiving the alert can identify whether the danger affects the vehicle receiving the alert based on the location and type of emergency (if provided). For example, a danger on an adjacent street may not necessarily cause a vehicle receiving a danger indication from network 210 to sound an alarm or take any other action.

[0076] In another embodiment, the presence of danger can be sent to relevant vehicles and other devices via an alert using satellite network 216. In this case, vehicle 202 can transmit an emergency or danger alert (including relevant data) to satellite network 216 via satellite communication link 218. Such information or alerts can then be forwarded to vehicle 206 via satellite communication link 220, or to other vehicles through network 216, which can use other satellite links. It should be understood that satellite network 215 can provide more than one satellite. The systems and methods of the present disclosure are not limited to being implemented by any particular satellite system.

[0077] In addition to other vehicles (e.g., vehicle 206), dangers and alarms may also be communicated to emergency services 230. For example, this may occur via a satellite communication link 232, a cellular connection 234, or other communication link. Emergency services may include, but are not limited to, fire, police, ambulance, and roadside assistance services. If the information provided by the vehicle that issues the danger signal is sufficiently detailed, time can be saved by dispatching the most relevant service to the distressed vehicle 202. For example, if the danger or distress alarm is simply due to a mechanical failure, a signal may be issued to roadside assistance and the police, but may not be issued to EMS or fire. Similarly, emergency services 230 may automatically or manually generate an alarm, which may then be transmitted to a vehicle, such as vehicle 202, 206, or other vehicles. Emergency service vehicles equipped with the system 100 or similar systems according to the present disclosure may generate an alarm based on being at the scene of a broken-down vehicle, a medical emergency, or other danger, as well as by experiencing a mechanical failure or detecting a danger similar to that of a passenger vehicle described herein. In some cases, emergency vehicles equipped with the system 100 or similar systems according to the present disclosure may have the ability to manually generate an alarm.

[0078] Sensor network 240 represents an alarm source other than a vehicle. Sensor network 240 may include, for example, a sensor network of water, traffic, gates, roads, and other sensors known in the art. Network 240 may include a computer network, microcontroller, or other computing device for determining when a relevant sensor detects a hazard or other event that should cause an alarm. Location information may also be provided in the alarm. Satellite communication link 242, cellular link 244, or other communication link may be used to allow the propagation of alarms generated from sensors and / or sensor network 240. It should also be understood that radio communication 208, cellular communication link 212, cellular communication link 214, satellite communication link 218, and satellite communication link 220 are further examples of communication coupling. Unless otherwise specified, communication coupling is not necessarily a physical link or physical coupling.

[0079] As with vehicle-to-vehicle signal transmissions, a vehicle system (e.g., system 100), sensor network 240, and / or another server or cloud computing system can determine which specific vehicles should receive alerts from sensor network 240. It should also be appreciated that more than one non-vehicle sensor network may be utilized, as various non-vehicle sensor networks may be implemented based on location, type of structure or event being monitored, network ownership, etc.

[0080] The alarm, alarm signal, or alarm communication may take many forms. In one embodiment, the alarm is simply a signal indicating that there is a dangerous communication in the area. For example, a broadcast on a specific frequency may occur, or a digital signal transmitted via any communication coupling. However, by increasing the information contained in the alarm or alarm signal, even if only a small amount of data is contained and only a small amount of bandwidth or communication time is required, the usefulness of the alarm can be greatly enhanced. In addition, the content of the alarm may depend on the type of alarm, and / or whether the alarm is inbound (sent to the vehicle) or outbound (sent from the vehicle).

[0081] Reference now Figure 7 , which shows an exemplary diagram of an outbound alert. The format shown is merely an example, as those skilled in the art will appreciate that information can be formatted and transmitted in a variety of ways. Figure 7 An outbound alert in is an example of an alert that can be generated manually, automatically, or by a combination of automatic and manual elements by a passenger vehicle. For example, an accident ID can be automatically generated or assigned. The accident ID can be generated by a vehicle alarm system (e.g., system 100) or a communicatively coupled alarm management system. The accident ID can not only be useful for archiving, but also for generating additional alerts based on the same event. For example, an initial event such as a vehicle stall can result in an alert being generated. However, if the airbag is subsequently deployed (indicating that the vehicle has been hit by another vehicle), a subsequent alert can be generated based on the same accident ID. The vehicle ID can also be transmitted.

[0082] The location field may include GPS coordinates or other location information. The vehicle speed may also be provided. Although the vehicle speed may often be zero, it does not have to be. For example, an alert may be generated based on ABS or air bag deployment. High-speed processors and networks may generate and transmit alerts before the vehicle stops or while it continues to move. Alerts may also be useful if the vehicle continues to move after receiving an alert for safety or other reasons. For example, a vehicle with a flat tire (generating an alert) on a busy highway may choose to slowly drive to an exit ramp.

[0083] Heading can refer to the orientation of the vehicle itself. The direction the vehicle is facing can be based on compass readings, accelerometer data, etc. This can indicate the severity of the accident or the nature of the hazard. Similarly, it can also indicate that the vehicle has rolled over. Engine status can refer to whether the vehicle's engine is running or is operable. Similar status can also be reported for electric vehicles. Airbag can refer to whether the airbag is activated. Passenger status can provide information related to passenger health. For example, some vehicles are able to determine whether the driver or passenger is conscious. In addition, if a wearable device or other personal electronic device reports passenger or driver health data to the system, the health data can be transmitted (if relevant) via an alert.

[0084] Reference now Figure 8 , which shows an exemplary diagram of an inbound alert. The format shown is merely an example, as those skilled in the art will appreciate that information can be formatted and transmitted in a variety of ways. Figure 8 An inbound alert is an example of an alert that might be sent by an alert management system via satellite, cellular, or other communication channels to a passenger vehicle having a system similar to system 100. The inbound alert can be used as the basis for system 100 to warn the driver or passengers or to take any of the actions disclosed herein.

[0085] like Figure 8 The inbound alert shown may provide a vehicle description of the vehicle that originally generated the alert (if applicable). For example, the vehicle description may simply be recorded as a "blue sedan" or a "white truck." The vehicle description may also include more detailed information, such as a license plate number and other public identifiers. For example, this information may be related to the driver / passenger, such as displayed via the display 116. The location field may include GPS information for the vehicle that generated the alert, which enables the location of the distressed vehicle or the alerted vehicle on a map to be displayed on the display 116 for route guidance or other uses by the system 100. Heading may be another useful field, enabling the system 100 to inform the user that the distressed vehicle is facing the wrong direction, that the distressed vehicle is overturned, etc.

[0086] The emergency type field can help inform the user of the system 100 (the user can be a driver or a passenger) what kind of emergency is being reported. For example, a stalled vehicle, a flat tire, a vehicle rollover, a medical emergency, or a collision can all be displayed in the emergency type field. In addition, as the situation changes, such fields can change and the alert can be retransmitted. For example, a stalled vehicle can be reported as being in a collision. Resending the alert with the corresponding fields updated using the same incident ID can allow the system 100 to update or notify the user accordingly. Other fields can also be updated depending on the situation.

[0087] The data fields of the outbound alerts in the figure can be in a variety of formats, as is known in the art. The fields may contain simple ASCII characters, hexadecimal values, or other types of data. In some cases, the alerts are encrypted according to known methods. Similarly, inbound or outbound messages, alerts, or other communications may be encrypted in the same format as those in the example above. Figures 7 and 8 Different data and field formats are shown in the examples.

[0088] Now back to Figure 3 , Figure 3 A communication link diagram of another embodiment of an emergency communication system 300 according to aspects of the present disclosure is shown. System 300 shares vehicle-mounted components with system 100 (although not all components are shown for clarity). Here, a particular vehicle 202 is shown as a logical boundary line. Highly conspicuous visual indicators 222, 224 are displayed outside the boundaries of vehicle 202 to indicate that indicators 222, 224 are visible outside of vehicle 202 (e.g., front and rear). The interior components of system 100 are shown inside vehicle 202, where display screen 116 and option switching device 303 are visible. If a head-up display 117 is provided as original equipment or an aftermarket add-on, the head-up display 117 can be communicatively coupled with other components of system 100 (e.g., microcontroller 102) to receive and display warnings, messages, or other information. Antenna 118 is also shown as being located outside of vehicle 202, but antenna 118 can actually be within the vehicle range as long as the antenna can establish a communication link with network 210. For clarity, only a single vehicle 202 is schematically shown, but it should be understood that multiple vehicles may be equipped with system 100 or a similar system such that multiple vehicles can participate in issuing and receiving warnings as described herein.

[0089] The network 210 can send communications to the vehicle 202 and other vehicles, and receive communications from the vehicle 202 and other vehicles, as described above. However, here, the network 210 uses TCP / IP, HTTPS and / or other suitable protocols to send data through the Internet 301. The data can be encrypted or protected in other ways known in the art. The data from the vehicle 202 is ultimately provided to the alarm management system 302. The alarm management system 302 may include a computer, a server or other computing platform. In some embodiments, the alarm management system 302 includes a distributed system such as a cloud computer or server or multiple cloud computers or servers that communicate with each other. Redundant configurations such as multiple redundant servers that can act as the alarm management system 302 can be adopted to ensure the continuous availability of the alarm management system 302. It should be understood that the alarm management system 302 can be any device that can perform the role of processing, analyzing, prioritizing and distributing dangerous conditions and location data using software methods known in the art.

[0090] The alert management system 302 can track vehicles based on GPS location or other data. Thus, the alert management system 302 can then identify which other vehicles should receive notifications of danger or emergency situations. The alert management system 302 can also connect to automatically request EMS or other services. The alert management system 302 can provide GPS and other known data to relevant services to speed up response time.

[0091] In some embodiments, the alarm management system 302 receives an alarm, including data about the alarm, and then determines what type of alarm has been received and how, when and where to send the alarm based on the data. For example, an alarm received from a vehicle 202 or elsewhere may only reflect the alarm state and then reflect a set of data that caused the alarm. For example, if the data carried or contained in the alarm is airbag deployment indicator data or collision sensor data, the alarm management system 302 can determine that a collision has occurred and propagate the alarm to other vehicles and services (e.g., EMS) accordingly. On the other hand, if the alarm data is based on an engine or transmission system failure, different types of alarms may be sent to nearby traffic and services (e.g., road rescue assistance). The inbound and outbound alarm formats will be discussed in detail below. In addition to sending alarms to other vehicles and services when an alarm is received from a vehicle, the alarm management system can also perform its own recording or archiving, as well as sending data to other places for recording or archiving. Entities or recipients other than vehicles and services may also receive alarm notifications. For example, a vehicle owner, parent / guardian, or commercial vehicle dispatch office, etc., can receive text, email, voice alarms, or other types of alarms based on association with a vehicle that generates an alarm, such as vehicle 202.

[0092] Figure 3 Also shown is an example of a personal electronic device that communicates with the system 100, namely a phone 314. Communication may be via Bluetooth, or another wireless protocol, or a tethered / wired connection. In some cases, the phone 314 may provide interaction with the system 100, which may provide occupant / user data and / or GPS information. The system 100 may be controlled in part or in whole through the phone 314 via an application or other suitable interface. The system 100 may also be controlled via well-known protocols such as Apple Android or other protocols to interact with phone 314.

[0093] In some embodiments, system 100 may include applications running locally on a vehicle infotainment system or other vehicle system capable of executing applications and / or programming (whether aftermarket, third party, or OEM). In some cases, system 100 may include one or more programs running remotely on a remote computing platform or cloud computing system that is in periodic or continuous communication with the vehicle's display unit or infotainment system for one-way or two-way communication with the driver or use of the system (e.g., the vehicle may act as a "dumb terminal" for all or part of system 100).

[0094] In some embodiments, the system of the present disclosure is agnostic as to whether the communications, messages, and / or alerts are carried by 2G / 3G / 4G / 5G cellular, satellite, dedicated short range communications (DSRC), different intermediary systems, or any other suitable future communications technology. The communication link, signaling, and / or messaging may occur as a direct connection between the vehicle's telematics system and the cloud, which then routes the information based on the hazard and location. For example, assume that an "X brand" vehicle may send information directly to a cloud system in accordance with the present disclosure, thereby bypassing the OEM "X brand" cloud. A direct communication connection may be established between an aftermarket installed modem and the cloud, which routes the information based on the hazard and location. As an example, an aftermarket transponder in accordance with the present disclosure may send data directly to a cloud system in accordance with the present disclosure.

[0095] In some embodiments, a connection between the vehicle's telematics system and the OEM cloud can be established. The OEM cloud can then send the received information to another cloud system, which determines the route to send the information based on the dangerous condition and location. For example, the vehicle communicates the dangerous event to the OEM cloud, which then integrates with the cloud system of the present disclosure to transfer the data. A connection can also be established between the vehicle's telematics system and an intermediate cloud, which then sends the information to the cloud, which determines the route to send the information based on the dangerous condition and location. For example, a transportation vehicle (with a built-in modem, rather than a bolt-on transponder) communicates directly with the company's fleet management cloud, which then integrates with the cloud system of the present disclosure to transfer data. A connection can be established between an aftermarket installed modem and an intermediate cloud, which then sends the information to the cloud, which determines the route to send the information based on the dangerous condition and location. For example, a commercial truck communicates with any onboard communication unit, which sends data to the company's fleet management cloud, which then integrates with the cloud system of the present disclosure to transfer data.

[0096] Reference now Fig. 9 , Fig. 9 An exemplary simplified diagram of various communication links 900 between the various systems of the present disclosure is shown. The alarm management system 302 can aggregate data or outbound alarms to determine how to fill in fields before the alarm is transmitted (e.g., fill in fields within the transmitted inbound alarm). For example, multiple collision alarms in an area within a short period of time may indicate that a pileup has occurred, thereby changing which vehicle in the area receives the alarm and whether the alarm is reported as a collision, a pileup, a traffic jam, etc. To this end, the alarm management system 302 can be communicatively coupled with one or more vehicles 902, the EMS230, and one or more sensors or sensor networks 240. These communication couplings 904 can be unidirectional or bidirectional as desired. In addition, the communication couplings 904 can be performed through any suitable wired, wireless, or optical system. This includes, but is not limited to, cellular, satellite, FM, microwave, or any other suitable electromagnetic communication mechanism, as well as known wired or optical communication mechanisms.

[0097] As shown in the figure, Fig. 9 The system in has a hub-and-spoke topology. This can allow data and alerts to be aggregated in real time in one system 302 and can be beneficial for archiving and consolidation. However, the system of the present disclosure can be implemented in a peer-to-peer manner or based on any suitable topology. As described above, redundancy can be implemented at the computer / server / cloud level as well as at the network level. In some embodiments, a system according to the present disclosure can default to a first type of connection (e.g., cellular), but then immediately transfer to a backup system (e.g., satellite) when needed.

[0098] Now back to Figure 4 , wherein a simplified diagram 400 is shown representing the potential relationship between traveling vehicles and faulty vehicles on a road network. The simplified diagram 400 is intended to illustrate at least some functions of the devices and systems according to the present disclosure deployed in a real-life scenario. The road 402 shown is shown as having a straight section 404, which is connected to a curved section 406. Where the straight section 404 connects to the curved section 406, a clear view of the road 402 is blocked by a building 408 (but the building 408 can be any other obstacle, including trees, terrain, guardrails, or even limited visibility due to weather conditions). A side road 410 is also shown in the figure, which is connected to the road 402 on the straight section 404. For illustrative purposes, individual vehicles 420, 422, 424, 426 are shown at different locations.

[0099] In a basic example, if vehicle 422 encounters a hazardous situation (such as, but not limited to, any of the examples described above) and vehicle 422 is properly equipped ("properly equipped" herein means equipped with a system 100 or similar device according to the present disclosure), vehicle 422 can deploy a high-visibility visual indicator (manually or automatically) to send a wireless alert indicating the hazard. Assuming vehicle 424 is properly equipped, vehicle 424 can receive the alert (either directly or from network 210) and therefore perhaps receive the alert long before the driver is aware of the hazard. If vehicle 424 has cruise control activated, cruise control can be cancelled, braking activated, or any number of preliminary actions taken based on the automatic vehicle control system.

[0100] In some embodiments, upon receipt of an inbound safety alert, the driver assistance feature is automatically deactivated. In some embodiments, receipt of an inbound alert may trigger the automatic activation of features such as (standard or high conspicuity or strobing) hazard lights. According to some embodiments, the autonomous driving or navigation system re-routes upon receipt of an inbound safety alert to avoid the location of the vehicle that issued the original outbound safety alert, or to avoid related or unrelated traffic jams.

[0101] If vehicle 424 is also properly equipped, the hazard indication may also be communicated to vehicle 424 (either from vehicle 420 or from network 210). Thus, even though vehicle 424 may have limited visibility of the roadway due to vehicle 420, and there may not be any signs of danger other than vehicle 420 slowing down or ducking, vehicle 424 may now be alerted and the driver or the automated driving system may take appropriate precautions. Any automated steps taken or the level of warning provided to the human driver (e.g., louder alarms, visible flashing lights, etc.) may be increased based on the proximity of either vehicle 420, 424 to the disabled or distressed vehicle 422 (depending on proximity, speed, road conditions, or other factors).

[0102] In some cases, a vehicle that receives a dangerous condition alert from a nearby vehicle can automatically deploy its own highly conspicuous visual indicator. For example, once vehicle 420 or 424 is close enough to distress vehicle 422 and does not need to provide visual signals where they are not needed, vehicle 420 or 424 can deploy its own highly conspicuous visual indicator to provide a warning to vehicles not equipped with a system according to the present disclosure.

[0103] In another example, if vehicle 420 breaks down on the road, vehicle 424 can deploy its own highly conspicuous visual indicator upon encountering vehicle 420 and automatically send a signal indicating a dangerous condition to network 210 and / or via local broadcast, because vehicle 424 is in a highly dangerous situation with limited vision around building 408. Even if the driver does not take action, system 100 (e.g., a system deployed in vehicle 424) can take such action. Microprocessor 102 can know from GPS data, camera data, or other data that vehicle 424 has stopped on the road and that this is not due to a traffic jam or other relatively benign conditions. Therefore, approaching vehicle 426 can receive an alert based on its own system (e.g., system 100), and if the vehicle is not equipped with such a system, the driver will at least have a better chance to react in a timely and appropriate manner based on the increased conspicuity of vehicle 424.

[0104] In another example, vehicle 428 is involved in an accident on side road 410 and occupies two lanes. If vehicle 428 is properly equipped (e.g., equipped with a system such as 100), vehicle 428 can automatically deploy high-visibility visual indicators locally and communicate its status and GPS location by direct broadcast and / or via network 210. Although vehicle 420 may be passing near disabled vehicle 428, its own high-visibility system may not be deployed because its own microprocessor 102 can calculate based on GPS data that vehicle 420 will not encounter vehicle 428 at all. Therefore, signals corresponding to disabled vehicle 428 may not be inappropriately propagated, causing vehicles 424, 426 to slow down or cause rear-end collisions.

[0105] It should be understood that these examples are illustrative only, and the systems and methods of the present disclosure may have many other modes of operation and many other capabilities. It should also be understood that in addition to direct vehicle-to-vehicle communications and communications via network 210, the illustrated vehicles may also communicate via satellite and / or server-based systems (e.g., 300) or a combination thereof.

[0106] Alerts generated and sent from vehicle to vehicle, vehicle to cloud, cloud to vehicle, and to any other system may provide details about the condition and situational awareness of the vehicle generating the alert that may be useful or beneficial to responders and other road stakeholders. Communications comprising alerts may include hazardous conditions, vehicle location, and year, make, model, color, owner, and passenger information, etc., sent via data packets to roadside assistance network providers to communicate the situation and expedite response. For example, the above data may be transmitted to roadside assistance services via alerts. For example, such data or alerts may be transmitted to a 911 call center. It should be understood that the foregoing examples represent actual data transmission, and not just an automated call or automatic connection to a call center, the utility of which may be significantly limited.

[0107] Additionally, the alert may include sending a communication to a subscriber's selected list of emergency contacts, including the hazardous condition, vehicle location, year, make, model, color, owner and occupant information, etc. For example, a text message or automated phone call to the vehicle owner or parent / guardian. Another example of an alert may also include sending such data to a fleet operator, fleet management system, command center, text message / call to a fleet supervisor or company owner, etc.

[0108] In some embodiments, the above or other dangerous condition data can be communicated to emergency broadcast services as part of the alert. Further distribution of such data may be restricted by geo-fencing so that it is only distributed to nearby road users. In some cases, the alert communication may include dangerous conditions, vehicle location and / or year, brand, model, color, owner and passenger information, etc., and the alert communication is sent to the traffic management system via a data packet to convey situational awareness. For example, in the event of a multi-vehicle pileup (direct indication or inference based on data from multiple vehicles), the alert communication may indicate that the road ahead is blocked and traffic may be very congested. The traffic management system can use this information to turn the forward route navigation screen display of nearby vehicles yellow or red or provide warnings in other ways. Today, this is mainly achieved through traffic cameras that sense traffic congestion. However, the systems and methods of the present disclosure improve the issuance of alerts and make the alerts more accurate.

[0109] In some cases, there may be road conditions that are not necessarily relevant to any particular vehicle, but may still present a hazard that can be mitigated by effectively communicating using the systems and methods of the present disclosure. When such events are detected or manually provided to the system of the present disclosure, relevant alerts can be generated and propagated through the system accordingly. In some embodiments, the provision of events can be performed manually by the driver, passenger, or other user of the system. In some embodiments, EMS, police, fire department, roadside assistance services, etc. can provide manual alerts.

[0110] Events that can be reported do not necessarily correspond to specific vehicle alerts, and events that can be reported include the presence of pedestrians on the road or other unsafe locations. Another event can include automatic emergency braking (AEB) and other active countermeasures. When multiple vehicles are close to each other and slam on the brakes, the system of the present disclosure can aggregate the alerts and data from the alerts and alert the oncoming driver to a potential accident scene or traffic that suddenly stopped ahead. Alerts can also be sent to oncoming drivers when there are multiple vehicles stopped ahead (even if not caused by a collision).

[0111] The car overheating will also sound an alarm. The cloud system of the present disclosure can distribute alarms to road rescue, emergency personnel, car owners, car owners' parents, etc. For example, such alarms can help prevent unattended children or other passengers in the car from getting injured.

[0112] The cloud-based system of the present disclosure can distribute alerts to roadside assistance, emergency personnel, the vehicle owner, the vehicle owner's parents, etc. For example, such alerts can help prevent unattended children or other passengers in the car from being injured. Drivers may not realize how high the water level is and drive into deep water. Vehicles may be trapped in floodwaters and swept away, sometimes resulting in personal injury or even death. Transponders can be placed on water level gauges (e.g., as part of sensor network 240) and transmitted to a system according to the present disclosure, which can then warn an approaching driver that the road ahead is impassable.

[0113] Reference now Fig.10 , Fig.10 A diagram of a geo-fence alert distribution arrangement 1000 is shown in accordance with aspects of the present disclosure. Fig.10 It is intended to represent another practical application scenario of the digital alarm system 100 or similar system according to the present disclosure, which may include the alarm management system 302 or similar system according to the present disclosure and any intermediate and necessary communication links or communication couplings. Fig.10 The scenario of FIG. 1 shows a road 1002 having a northbound side 1004 (which may include one or more lanes) and a southbound side 1006 (which may include one or more lanes). As an example, a disabled vehicle 1008 is stopped on the southbound side 1006. The vehicle 1008 automatically or manually deploys the digital alarm system 100 to transmit the alarm (details or other content) to the alarm management system 302.

[0114] The alarm management system 302 may begin tracking all vehicles connected to the alarm management system 302 that are known to be within the vicinity 1010 on the southbound side 1006. In some embodiments, the alarm management system 302 continuously or intermittently tracks vehicles equipped with the alarm system 100 or a similar system. In some embodiments, once the alarm management system 302 receives an alarm, the alarm management system 302 sends a location request communication (not necessarily an alarm) to properly equipped (e.g., including the system 100 or a similar system) vehicles that are known or estimated to be located in the approximate area of ​​the alarm. Such determinations may be made based on previous communications, GPS data, cellular phone data, satellite data, or other data. Once the location information of the vehicles in the approximate area is more accurately understood, it may be determined which vehicles are located in the vicinity 1010, such as which vehicles should receive the actual alarm message. Automatically collecting location information from properly equipped vehicles before issuing or sending received alarms can prevent unnecessary or nuisance alarms.

[0115] A second vicinity 1012 can be defined on the north side 1004 of the road 1002. Note that the area 1012 extends southward from a position close to the faulty vehicle 1008, while the area 1010 extends northward from a position close to the vehicle 1008. If only the vehicles within these areas 1010, 1012 receive an alert, then vehicles that are likely to be close to the faulty vehicle 1008 will receive an alert, while those vehicles that are unlikely to be close to the vehicle 1008 will not receive an alert, even if they are closer only in terms of distance. It should also be understood that in this embodiment and other embodiments, in addition to or in lieu of distance, proximity time can also be used to determine which vehicles should receive an alert. For example, the time can be based on vehicle speed and distance to danger. It should also be understood that the distance can be determined based on point-to-point (e.g., "straight-line distance"), or it can also be determined based on a path or expected path (e.g., map distance) using available roads and / or other drivable surfaces.

[0116] Depending on the type of alert from vehicle 1008, nearby area 1012 may not receive an alert (e.g., if road 1002 is a divided road, or the alert only involves a relatively minor hazard, such as a flat tire when vehicle 1008 is on the shoulder of the road or even outside road 1002).

[0117] Also shown is a side road 1014 that connects to the road 1002 from the west. Vehicles traveling on the westbound lane 1016 of this road 1016 may not need to receive an alert related to the disabled vehicle 1008, but those vehicles traveling on the eastbound lane 1018 may benefit from the alert. A vicinity 1020 may be defined in the eastbound lane 1018 because the vicinity 1020 is close to the road 1002. Vehicles within the vicinity 1020 may receive an alert related to the disabled vehicle 1008.

[0118] A vehicle approaching road 1002 from side road 1016 may not actually encounter vehicle 1008 or hazards near that area on the way. For example, a vehicle may be on Cowling Road 1002 and turning right, which would move away from vehicle 1008. Therefore, in some embodiments, vicinity 1020 may be limited to cover only the leftmost lane or lanes heading east (thus, these lanes are most likely to contain vehicles turning left or north from that location). In other embodiments, vicinity 1020 is still considered to cover all lanes, but the system of the present disclosure may track the position of vehicles within vicinity 1020 and only alert vehicles in the left lane. In another embodiment, all vehicles within vicinity 1020 are alerted so that they can choose to turn right and avoid disabled vehicle 1008 or other hazards, or turn left at the intersection, but know in advance that they need to be extra careful about possible speed reduction when turning in this direction.

[0119] In addition to GPS data sent to the alert management system 302 by any vehicle in the vicinity 1020 (or another area or range), the system 100 or similar systems may also provide other sensor data including camera data, steering wheel angles, signal light activations, and other data that may indicate the driver's intent or the planned direction of the vehicle approaching an intersection or crossroads. This information may be further used to distinguish when to send an alert. For example, if a properly equipped vehicle approaches the road 1002 in the vicinity 1020 but indicates the right side, an alert may not be sent, or if the system 100 receives an alert, the driver may not be notified. On the other hand, if a left turn signal or indicator light is turned on in the vicinity 1020, the system 100 may send an alert to the driver or draw the driver's attention when an alert is received. In another embodiment, being in the vicinity zone 1020 (or a similar location where a turn direction may result in encountering or avoiding a hazard) may result in an alert that draws the driver's attention in a muted or less intrusive manner (e.g., illuminating a light), but being in the zone 1020 and in combination with a turn signal or other data that tends to indicate that the vehicle is about to move toward the hazard may result in an enhanced notification (e.g., flashing lights or an audible alarm).

[0120] Those skilled in the art will appreciate that Fig.10 The described scenarios are exemplary only. Many other road configurations, scenarios, and use cases can be covered using the systems and methods of the present disclosure. The hazards represented by vehicle 1008 may be hazards caused by multiple vehicles, traffic jams, road obstructions, closures, railroad crossings, bridges, etc.

[0121] Now back to Figure 6 , Figure 6 FIG. 1 shows an environment-level diagram of a vehicle alarm system 300 that interacts with a third-party system that may provide other types of cloud services to vehicles that may or may not be equipped with the hardware of the system 300 (i.e., the vehicles may or may not be equipped with a system such as a Figure 1 For discussion purposes, the operating area 600 may be Figure 6 602 is shown logically, but not to scale or in an actual road configuration. Road 602 may represent a single lane of a road, an entire road, or an entire road network or system. A plurality of vehicles 202, 607, 611 are shown, but the actual number may be greater or less. Some communication couplings are shown with lines with arrow ends for illustration, but those skilled in the art will appreciate that these are simplifications and that actual communication couplings may be more complex and numerous than shown.

[0122] The operating area 600 may be divided into a plurality of logical domains as shown by dashed lines. Physically, the domains may overlap. The vehicle alarm system 300 may include an alarm management system 302 (which may be a cloud computing system accessible via the Internet 301 or other network). For purposes of illustration, a single faulty vehicle 202 is shown, but it should be understood that the alarm management system 302 will interact with and track a plurality of vehicles (faulty or otherwise) that will report alarms based on any of the bases discussed herein or otherwise. The vehicle (represented here by vehicle 202) may communicate with the alarm management system 302 via any suitable communication coupling, such as a wireless network represented by tower 210.

[0123] The systems and methods of the present disclosure may enable a vehicle to automatically or manually report road hazards or other events to a cloud, such as an OEM cloud 603. The OEM cloud may represent a component of the systems and methods of the present disclosure and may provide vehicle-to-vehicle communications as described herein. In some embodiments, the OEM cloud is, for example, a service and / or device provided by the original vehicle manufacturer as part of a safety suite. Such a cloud 603 or wireless network may be connected to the alarm management system 302 of the present disclosure to assist in providing the functionality herein. In this way, the systems and methods of the present disclosure may enhance services provided at the OEM level without displacing or replacing other services (e.g., general direction finding, convenience services, system upgrades, etc.). Figure 6 3 , the OEM cloud is shown interacting with the alarm management system via the Internet 302 , but it should be understood that additional or different communication links or communication couplings may be used.

[0124] Aftermarket cloud services domain 604 may include one or more mobile enabled services generally shown as 606. These may include, but are not limited to, Google Even if the alert is only for services provided to vehicles 607 that are not directly associated with the alert management system 302, services that provide or obtain mapping information and other data to vehicles 607 may benefit from alerts generated by the systems and methods of the present disclosure. In some cases, the system 100 provided on the vehicle 202 may be configured to provide alerts, such as the alert shown at 606, directly to third-party mobile services. In addition, or as an alternative, the alert may be sent to one of these networks for distribution by the alert management system 302. If the network 606 tracks and provides location information for cars within its domain, the emergency alert system 302 may even take such information into account when determining which alerts should be distributed, as described above. This can be indicated by communicating with the service 606 for further distribution. Therefore, the systems and methods of the present disclosure may also enhance services that may already be available to customers of third-party providers.

[0125] Similarly, the vehicle 202 can provide alerts or data to the emergency service cloud system shown at 610. Again, this can occur directly or through the alert management system 302. Alerts from third-party systems 606 can also be sent to the emergency service system 610. Alerts including location and other data can be provided to assist in dispatching, for example, ambulance services 611, and can also assist fire, police and other emergency response services. Emergency broadcast services can also receive alerts for replay, which can be limited to specific areas or roads.

[0126] Now back to Figure 5 , Figure 5A flowchart 500 is shown of a method of operation corresponding to an alert system according to aspects of the present disclosure. Diagram 500 shows a potential operational flow when a system (e.g., 100, 300) according to the present disclosure receives a notification that another vehicle has encountered a hazardous situation. In step 502, the system 100 receives a hazardous / emergency notification (for clarity, in this context, the vehicle executing the method of flowchart 500 has received an alert generated by another vehicle and provided by that vehicle, or has received an alert received from, for example, an emergency alert service 302). In step 504, the system obtains its own GPS location data (e.g., from GPS unit 125). In step 508, the microprocessor 102 can determine whether the GPS location of the alerting vehicle contained in the alert itself represents a location on its own road path. For purposes of the present disclosure, the road path will be the road that the receiving vehicle is traveling on, or a side road, a detour, an exit, etc., taking into account the direction that the vehicle may take.

[0127] If yes (the alerting vehicle is in the road path of the receiving vehicle), the system may also determine at step 510 whether the broadcasting vehicle is within a threshold that requires an immediate warning to the driver or vehicle. This determination may be based on speed limits, actual vehicle speed, time or date, road conditions, etc. For example, it may not be helpful to warn a driver of a hazard alert received from another vehicle when the receiving vehicle is already stopped, parked, or on an adjacent road. However, a low threshold warning may still be issued (e.g., a non-emergency warning indicator in the vehicle).

[0128] If the broadcasting vehicle is within the threshold, an appropriate warning (e.g., visual and / or audible) may be provided in step 512. This may be directed both to the vehicle driver and to the vehicle itself (e.g., via a CAN bus or other connection). The alert may be used by the vehicle's automated control system to stop cruise control or take other precautions, or by an automated driving system to prepare for a stop, change of route, etc.

[0129] A second threshold may be checked in step 514 to determine whether the receiving vehicle itself is now in a dangerous state or approaching a dangerous condition. This determination may be based on location on the road from GPS, cameras, or other data), overall conditions, proximity to the broadcasting vehicle, and other factors. In step 514, if the system 100 determines that it is necessary, the receiving vehicle may activate its own high-visibility visual display system (e.g., strobe indicators or flashing lights).

[0130] If the broadcasting vehicle is not on the receiving vehicle's road path (step 508), and is not within the warning threshold (step 510) or the danger threshold (step 514), the system can still determine in step 518 whether the broadcast warning was received from its own connected server (e.g., server 302). If not (e.g., the signal is only received directly from the broadcasting vehicle, wirelessly, through a light sensor, etc.), the system can send the dangerous condition alert to its own server in step 520. Thus, the broadcast event is available to other vehicles (or vehicles targeted at) that are connected to server 302. Figure 6 If the system deploys its own high-visibility visual display system, the system may also report this situation to the server in step 302, as this indicates that the initially broadcast dangerous situation may have expanded or spread.

[0131] It should be understood that the terms "comprises", "includes" and their grammatical variations do not exclude the addition of one or more components, features, steps or integers or groups thereof, and these terms should be interpreted as specifying components, features, steps or integers. It should also be understood that the illustrated and described embodiments may include additional components that are not shown, and the absence of these components does not mean that they are excluded. However, other embodiments only include those components that are explicitly referenced, thereby excluding other components and functions. Not all components and steps that can be easily grasped and understood by those skilled in the art must be explicitly described or explained.

[0132] Operably connected, communicatively coupled and similar terms mean that an appropriate structure may be present to provide the described functionality.

[0133] If the specification or claims refer to "an additional" element, that does not preclude the presence of a plurality of the additional elements.

[0134] It should be understood that when the claims or specification refer to "a" or "an" element, such reference should not be interpreted as there being only one of the element.

[0135] It should be understood that when the specification indicates that a certain component, feature, structure, or characteristic “may”, “could”, or “might” be included, it is not required that the particular component, feature, structure, or characteristic must be included.

[0136] Where applicable, although state diagrams, flow charts, or both may be used to describe embodiments, the invention is not limited to these diagrams or corresponding descriptions. For example, the flow need not pass through each illustrated box or state, or move in exactly the same order as illustrated and described.

[0137] The method of the present invention can be implemented by executing or completing selected steps or tasks manually, automatically, or a combination of both.

[0138] The term "method" may refer to ways, tools, techniques, and procedures for completing a given task, including but not limited to ways, tools, techniques, and procedures known to practitioners in the field to which the invention belongs or easily developed from known ways, means, techniques, and procedures.

[0139] The term "at least" followed by a number is used herein to indicate the beginning of a range that begins with that number (which may be a range with an upper limit or without an upper limit, depending on the variable being defined). For example, "at least 1" means 1 or greater than 1. The term "at most" followed by a number is used herein to indicate the endpoint of a range that ends with that number (which may be a range with 1 or 0 as its lower limit, or a range with no lower limit, depending on the variable being defined). For example, "at most 4" means 4 or less than 4, and "at most 40%" means 40% or less than 40%.

[0140] When a range is given in the form of "(first number) to (second number)" or "(first number)-(second number)" in this document, this means that the lower limit of the range is the first number and the upper limit is the second number. For example, 25 to 100 should be understood as a range with a lower limit of 25 and an upper limit of 100. In addition, it should be noted that when a range is given, unless the context indicates otherwise, each possible subrange or interval within the range is also specifically referred to. For example, if the specification indicates that the range is 25 to 100, the range is also intended to include subranges, such as 26-100, 27-100, etc., 25-99, 25-98, etc., and any other possible lower and upper limit value combinations within the range, such as 33-47, 60-97, 41-45, 28-96, etc. Please note that the integer range values ​​used in this paragraph are for illustrative purposes only, and unless specifically excluded, decimal and fractional values ​​(e.g., 46.7–91.3) should also be understood to be intended to include possible subrange endpoints.

[0141] It should be noted that when this document refers to a method comprising two or more defined steps, the defined steps may be performed in any order or simultaneously (unless the context excludes this possibility), and the method may also include one or more other steps performed before any defined step, between two defined steps, or after all defined steps (unless the context excludes this possibility).

[0142] In addition, it should be noted that, unless otherwise specified herein, approximate terms (such as "about", "substantially", "approximately", etc.) should be interpreted according to the ordinary and customary meanings used in the relevant art. If there is no specific limitation in the present disclosure and there is no ordinary and customary usage in the relevant art, such terms should be interpreted as plus or minus 10% of the base value.

[0143] The present invention is therefore well adapted to carry out the objects and attain the ends and advantages mentioned above as well as those inherent therein. Although the apparatus of the present invention has been described and illustrated herein with reference to certain preferred embodiments thereof in the accompanying drawings, various changes and further modifications may be made by those skilled in the art without departing from the spirit of the inventive concept, the scope of which is determined by the appended claims.

Claims

1. A system for communicating an alarm to or from a passenger vehicle, comprising: a microprocessor disposed in said vehicle, said microprocessor receiving an indication of a hazardous event associated with a first passenger vehicle and generating an alert in response to said indication of said hazardous event; as well as a transmitter used by the microprocessor to wirelessly transmit the alert to a security alert system, which transmits the alert to one or more additional passenger vehicles determined to be located in a vicinity of the location where the microprocessor received the indication of the hazardous event. 2 . The system of claim 1 , wherein the hazardous event comprises an indication that the first passenger vehicle cannot be safely operated.

3. The system of claim 1, wherein the hazardous event includes an indication that the passenger vehicle has been damaged. 4 . The system of claim 1 , wherein the indication of the hazardous event originates from a passenger vehicle safety system.

5. The system of claim 1, wherein the indication of the hazardous event comes from a passenger of the passenger vehicle.

6. The system of claim 1, wherein the alert includes data corresponding to the location of the passenger vehicle.

7. The system of claim 6, wherein the alert includes data corresponding to an orientation of the passenger vehicle.

8. The system of claim 1, wherein the microprocessor generates an additional alert containing additional information related to the dangerous event and transmits the additional alert to the security alert system via the transmitter.

9. The system of claim 1, wherein the transmitter is a radio frequency transmitter.

10. A method comprising: providing a safety alarm server that communicates with a plurality of passenger vehicles; receiving, at the safety alert server, from a first passenger vehicle of the plurality of passenger vehicles, an indication that a hazard has been encountered and a location of the first passenger vehicle; acquiring, at the security alarm server, position and travel information from at least some of the plurality of passenger vehicles other than the first passenger vehicle; as well as The security alarm server determines whether there is a vehicle among at least some of the multiple passenger vehicles other than the first passenger vehicle that is within a predetermined distance of the first passenger vehicle among the multiple passenger vehicles and is moving toward the first passenger vehicle among the multiple passenger vehicles, and if it is determined that such a vehicle exists, an alarm is sent to such a vehicle among at least some of the multiple passenger vehicles other than the first passenger vehicle.

11. The method of claim 10, further comprising delivering the alert via the Internet.

12. The method of claim 10, further comprising transmitting the alert wirelessly.

13. The method of claim 10, further comprising sending the alarm from the security alarm server to a cloud computing platform.

14. The method of claim 10, further comprising sending the alert from the security alert server to an emergency response service.

15. The method according to claim 10, further comprising: receiving, at said security alert server, an indication of danger at a fixed location, said indication of said danger not originating from a passenger vehicle; At the security alarm server, it is determined whether there is a vehicle within a predetermined distance of the fixed position and moving toward the fixed position among at least some of the multiple passenger vehicles, and if it is determined that such a vehicle exists, a notification is sent to such a vehicle among at least some of the multiple passenger vehicles.

16. The method according to claim 15, further comprising: obtaining, at the safety alert server, driving characteristic data from at least a subset of the plurality of passenger vehicles; determining, by the safety alert server, a presumed dangerous location based on the received driving characteristic data; An alarm is transmitted from the security alarm server to at least one of the plurality of passenger vehicles traveling in a direction of the presumed dangerous location.

17. A system comprising: a first microprocessor disposed in a first passenger vehicle; as well as a security alarm system communicatively coupled to the first microprocessor; wherein the first microprocessor provides location data related to the vehicle to the security alarm system; and When the position data indicates that the first passenger vehicle is approaching a safety hazard, the safety alert system sends an inbound safety alert to the first microprocessor.

18. The system of claim 17, wherein a second passenger vehicle communicatively coupled to the security alert system notifies the security alert system of the safety hazard.

19. The system of claim 17, wherein upon receiving the inbound security alert, the first microprocessor issues instructions to the vehicle to deactivate a driver assist feature and provide a notification to a driver of the vehicle.

20. The system of claim 17, wherein the first microprocessor is communicatively coupled to a safety system of the first passenger vehicle and transmits an outbound alert to the safety alert system in response to an indication of a vehicle safety hazard.

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