Operating mode for in-vehicle safety system

Abstract

A security system for an in-vehicle digital video recorder includes a sensor and a processing resource, the security system being configured to: a first mode in which the sensor operates at a first resolution, and a second mode in which the sensor operates at a second resolution higher than the first resolution. The security system operates to receive a plurality of signals from the sensor, where in a first mode, the security system is configured to actuate a second mode in response to sensor signals exceeding a threshold, and where in the second mode, the processing resource monitors based on the received sensor signals to determine whether security threat criteria are met.

Description

Technical Field

[0001] The present invention relates to safety systems, and in particular, but not limited to, vehicle safety systems and methods for multi-mode operation of sensors to monitor and respond to threats to vehicle safety. Existing technology

[0002] An in-vehicle digital video recorder, commonly known as a dashcam, is a device installed inside a vehicle to provide and record video of the vehicle and surroundings while the vehicle is in use. A dashcam is typically mounted on the vehicle's dashboard or windshield and includes a camera with a lens positioned to capture images viewed through the vehicle's front windshield. A dashcam is typically connected to a power source, typically the vehicle's battery, which is connected via a cable to draw power.

[0003] A typical dashcam records video data and stores it on an internal storage device. Alternatively or alternatively, the video data can be transmitted to an external storage facility via a wired or wireless connection. A dashcam may also include speakers, inertial motion sensors, position sensors, or other sensors, and can store data from these sensors internally or transmit it to an external system again via a wireless or wired connection. Some devices can record events only when certain thresholds are exceeded, such as an acceleration threshold.

[0004] For example, these dashcams allow users to generate a recording of events occurring while driving and playback it to identify the sequence of events leading up to an accident. Dashcams can be equipped with front and rear image sensors to provide information on the status of events inside the vehicle, such as passenger or driver behavior, as well as other road users outside the vehicle as viewed through the windshield. This helps more clearly identify dangerous or negligent driving behavior by the driver or other vehicles through the front windshield, and can assist in the processing of reports related to major traffic accidents.

[0005] Dashcams typically operate only while the vehicle is in motion, as the vehicle's alternator charges the vehicle's battery, preventing the dashcam and vehicle from drawing more power than the battery can hold and causing the battery charge to drop below a critical level. If a dashcam continues to operate while the vehicle is turned off, the vehicle's battery could eventually become depleted, preventing it from providing enough power to the vehicle's starter motor to start the engine and recharge the battery.

[0006] A security camera is a device mounted on a typically stationary object and / or device to record events occurring in its vicinity when the user is not present. Security cameras typically consist of at least a camera and may also include a microphone sensor. These devices are typically installed inconspicuously for surveillance purposes or in prominent locations for deterrent purposes. Because these devices are typically stationary, they typically have a permanent power supply and do not typically need to be turned off. Furthermore, they can transmit video and / or audio data to an external storage device via a wired or wireless connection.

[0007] Security cameras can provide video data recordings of events that occur while the user is not present. An example might be a security camera recording the front of a house at night, when the homeowner is unable to physically monitor the front yard. Some security cameras remain idle until an event triggers them into active mode to capture video data. These triggers can include detecting an object through an infrared sensor or by comparing frames of captured video data and detecting differences that suggest motion.

[0008] One or more embodiments of the present invention include a device that functions as both a dashcam and a security camera within a vehicle. This device can record the vehicle's surroundings and driving-related events while the vehicle is in motion, and can also record the vehicle's surroundings while the vehicle is stationary. This functionality presents challenges regarding the device's power consumption. However, the device manages this energy consumption by monitoring the battery charge and implementing a low-power operating mode based on the vehicle's battery status.

[0009] Dashcams are typically configured to operate only when the vehicle's engine is running to maintain sufficient power levels for basic vehicle functions. This means they rely on power from the vehicle's generator to ensure that the dashcam's operation does not drain the vehicle's battery. This allows the dashcam to capture video data while driving without draining the vehicle's battery. Configuring the dashcam to operate only when the vehicle is on (i.e., with the engine running) allows the dashcam's operating time to coincide with driving, as events occurring while the vehicle is stationary or the engine is off generally do not require video recording. The dashcam's power consumption is limited to periods when the vehicle's battery is protected, so the dashcam is not activated during non-driving periods to conserve power.

[0010] Dashcams are increasingly used to record the events leading up to an accident or other driving-related incidents. Providing such recordings can be beneficial when the vehicle is not in use, such as when parked or otherwise stationary. Similarly, insurance companies may wish to monitor the environment of commercial fleets or private vehicles to more accurately estimate premiums and obtain information about vehicle damage for use in processing insurance claims.

[0011] However, current dashcams are unable to integrate and operate sensors to perform this function because the vehicle lacks a suitable power supply. When the vehicle engine is turned off and the dashcam is running, the vehicle battery is required to power the dashcam without the support of a generator. After running the dashcam for extended periods, the vehicle battery may not be able to provide enough power to the starter motor to start the vehicle. Over even longer periods, the vehicle battery may be completely drained by running the dashcam.

[0012] Various aspects and embodiments of the present invention are designed based on this consideration. Summary of the Invention

[0013] According to one aspect of the present invention, a security system for an in-vehicle digital video recorder is provided, comprising a sensor and processing resources. The security system operates in a first mode, in which the sensor operates at a first resolution; and in a second mode, in which the sensor operates at a second resolution higher than the first resolution. The security system is configured to receive a plurality of signals from the sensor; wherein in the first mode, the security system triggers the second mode in response to a sensor signal exceeding a threshold; and wherein in the second mode, the processing resources monitor the received sensor signals to determine whether a security threat criterion is met.

[0014] This in-vehicle safety system utilizes a low-power first mode for daily monitoring, upgrading to a higher-power second mode only when sensor inputs exceed a defined activity threshold. Operating primarily in low-power mode conserves computing resources, extending runtime between charging cycles. Transitioning to a secondary, high-resolution mode is reserved for critical sensor events requiring additional analysis, avoiding unnecessary activation and wasting energy on unimportant triggers. Threshold testing provides preliminary screening, filtering out noise from real threats before intensive processing. This phased approach reduces false positives and data storage requirements while still allowing for rapid response to matching threats. Overall, the hierarchical design optimizes performance and efficiency by aligning analytical capabilities with situational needs.

[0015] Suitably, there is a mode in which power-intensive sensors, such as camera sensors, are not used or their full resolution is not used. This allows the in-vehicle safety system to operate with lower power consumption without having to shut down.

[0016] Optionally, the vehicle safety system is configured to maintain the second mode in response to processing resources determining that a system condition is met. This allows the system to remain in a lower alert state when no threat is detected, thereby avoiding unnecessary alarms or interruptions.

[0017] Optionally, the system condition is the expiration of a first system duration. This first system duration is configurable and stored in system memory, wherein the first system duration is between 50 milliseconds (ms) and 1000 milliseconds. Maintaining the mode for the set duration can prevent rapid switching between modes that could cause damage. Furthermore, this allows threats to be cleared or reassessed after a reasonable delay. Furthermore, compared to continuous monitoring, this system can conserve power and extend battery life, allowing for longer operation on a single charge.

[0018] Optionally, the system condition for maintaining the safety system in the second mode is to cycle through a plurality of security threat criteria a first number of times. This first number of security threat criteria cycles is configurable and stored in system memory, with the first system duration ranging from 100 milliseconds to 500 milliseconds. The first number of security threat criteria cycles allows the system to focus on safety for a period of time rather than remaining in the second mode indefinitely. This provides safety when needed, but returns to normal operation if no threat is detected after a specified number of cycles. Furthermore, by remaining in the second mode for only a limited number of cycles, the system can conserve power and extend battery life compared to continuous monitoring. This allows for longer operation on a single charge. Having a configurable number of cycles allows the safety timeframe to be adjusted as needed. For example, the number of cycles can be increased in highly unsafe situations. Optionally, the onboard safety system is operable to initiate a third mode in response to processing resources determining that the security threat criteria have been met, wherein the sensors are configured to operate in the third mode at a third resolution that is higher than both the second and first resolutions. The third mode collects sensor information only when a threat is determined to be worth the energy consumption. Security threat criteria are criteria that indicate it is appropriate to wake up to safe mode, i.e., some sensor signals indicate a threat. Therefore, if the predefined threat criteria in the second mode are met, the third mode enables a more detailed threat review.

[0019] Optionally, the vehicle safety system is further configured to activate another sensor in the third mode. The use of the additional sensor provides a better record of safety events.

[0020] Optionally, the further sensor is activated in response to user actuation. It will be appreciated that additional sensors can be activated when requested by the user. This provides energy savings and allows the user to select specific sensor data based on their needs in different circumstances.

[0021] Optionally, the further sensor is a camera. It will be appreciated that camera sensors collect information at a higher resolution and accompanying additional sensors allow for more reliable and informative monitoring.

[0022] Optionally, the in-vehicle safety system is further configured to generate a warning signal in a third mode in response to determining that the sensor signal or another sensor signal meets a second safety threat criterion. It should be understood that compared to continuous video uploads, this selective transmission method can significantly reduce the amount of data that needs to be transmitted and stored. Therefore, network bandwidth and storage capacity can be saved. Reducing data transmission can also save energy by reducing the power consumption of the dashcam and mobile device batteries. In addition, limiting data usage can reduce cellular data costs for users who rely on these connections. From a usability perspective, selective event alerts can better focus the driver's attention on relevant events, rather than causing alert fatigue due to constant notifications.

[0023] Optionally, the warning signal is transmitted to a wireless communication device to alert the user. This signal can alert the user remotely, so the user does not need to stay next to the vehicle at all times and can always understand the safety status of his vehicle.

[0024] Optionally, the vehicle safety system is further configured to activate a fourth mode in response to the safety system detecting that the power supply to the safety system has reached a second threshold. The fourth mode is functionally independent of the first, second, and third modes and wherein another sensor is operational. The safety system can also operate in the fourth mode, which can be a driving mode, a mode that does not involve monitoring vehicle safety but accommodates the primary purpose of the vehicle: driving. This system is not limited to monitoring safety events but can also provide functionality while the vehicle is in motion.

[0025] Optionally, the vehicle safety system includes a safety system that activates three modes based on the detected level of power supply. Specifically, if the safety system detects that the power supply has dropped below a second threshold within a period of time indicating that the vehicle has been shut down, the third mode, the second mode, or the first mode will be invoked. It should be understood that a continued decrease in power supply indicates that the vehicle is no longer being driven. The system can re-enter a state in which the vehicle safety is monitored at a high resolution to achieve reliable and high-quality monitoring. Optionally, the system can re-enter a state in which the vehicle safety is monitored at a lower resolution to conserve power, while continuing to consider data from sensors to detect security threats. Further optionally, the system can re-enter a state in which the vehicle safety is monitored at a lower resolution to conserve power, while continuing to consider data from sensors to detect security threats.

[0026] Optionally, the safety system enters a third mode when the vehicle's safety system detects that the power supply to the safety system has dropped from a second threshold for a sustained period of time, indicating that the vehicle has been shut down. If the power supply drops below a third threshold (which is lower than the second threshold), the safety system will enter the second mode. Finally, if the power supply continues to drop below a fourth threshold (which is lower than the third threshold), the system will enter the first mode. The safety system transitions between these three modes by monitoring the power supply relative to different thresholds. Thus, the system can enter power modes based on available power, allowing the system's functionality to dynamically respond to the vehicle's battery charge.

[0027] Optionally, the safety system enters a third mode when it detects that the vehicle's power supply has dropped below a second threshold for a sustained period, indicating that the vehicle has been shut down. After a predetermined duration in the second mode when no sensor signals meet a safety threat threshold, the safety system switches to the second mode. Finally, the system enters the first mode after varying default durations in the first mode. Over time, if no safety threats are detected, the system gradually exits these modes. This also allows the system to operate symbiotically with the vehicle, adjusting its operating mode in response to an indication that the vehicle's state of charge has fallen below a specified threshold.

[0028] Optionally, the vehicle safety system is further configured to activate the fourth mode in response to the safety system detecting initial vehicle movement based on computer vision analysis of image data captured by another sensor. It should be understood that computer vision allows for rapid, accurate, and early detection of movement using the same cameras used for safety monitoring. Detecting movement through image changes is particularly advantageous for electric vehicles compared to techniques that rely on voltage or current readings. Because electric vehicles generate instantaneous torque, voltage and current characteristics may not provide a clear indication of the vehicle's transition between stationary and moving states. Computer vision provides accurate detection of the onset of movement, allowing for rapid activation of driving mode functions.

[0029] Optionally, the sensor can be any of the following: radar, position, accelerometer, sound, and infrared. These sensors can monitor a variety of conditions and factors to better assess whether an event is a threat. This can conserve power, and high-power mode can be prevented from being triggered by events that are mistakenly identified as important.

[0030] Optionally, the third safety threat criterion may be satisfied by a signal indicated by any one or a combination of the following: an object moving toward the safety system; the safety system changing geographic location; the safety system experiencing significant acceleration; and atypical noise levels. These different inputs enable a smarter consideration of whether the event being detected can be considered relevant to the safety of the vehicle and pose a threat, allowing higher power modes to be avoided when the event is deemed not to be threatening. The threat criteria can share indicators or at least share outputs from the same sensors, allowing for a more compact system that better utilizes available sensors and saves resources such as space, weight, and material. The third threat criterion can be tailored specifically to the driving mode and is not necessarily limited to the same indications for the first, second, and third modes. The specific criteria to be met can be designed to specifically address driving issues, but the mode can still utilize markers from other modes to save resources.

[0031] Optionally, signals indicating: an object moving toward the safety system are provided by a radar sensor; that the safety system is changing its geographic location is provided by a position sensor; that the safety system is experiencing significant acceleration is provided by an acceleration sensor; and that the safety system is experiencing unusual noise levels is provided by a noise sensor. Radar data provides specific information about how far away an object is and how fast it is moving toward the system, allowing the system to assess whether such an object may pose a threat. Position sensors such as these provide specific data in a specific format that includes specific metadata, again allowing the system to make an informed assessment of whether an event is related to a safety threat. Being able to sense unusual noise levels can be helpful in predicting an impending event, such as when a vehicle with a disabled engine is approaching or when a vehicle occupant is preemptively preventing an accident.

[0032] Optionally, the motion detection module can be a radar (RADAR) module and / or a LIDAR module. Radar allows the device to operate in a lower power mode when stationary, which increases the usability of such security devices. Furthermore, radar can detect the presence of objects within the perimeter safety zone and "wake up" the device to a higher power state, enabling additional functionality, such as video recording.

[0033] Optionally, the acceleration sensor may be one or more of the following: an accelerometer, a gyroscope, a magnetometer, and an inertial motion unit; the position sensor may be a Global Positioning System (GPS) sensor or a Global Navigation Satellite System (GNSS) sensor; and the noise sensor may be a microphone sensor, an acoustic noise sensor, a potentiometer, a voltage sensor, an electrical noise sensor, and a voltmeter. This preferably utilizes the vehicle's energy more efficiently, as no conversion is required, and provides the ability to monitor the vehicle's position, acceleration, and environment. This also preferably provides signal redundancy for determining the most appropriate operating mode for the system relative to the vehicle's state. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] According to various aspects of the present invention, one or more specific embodiments will be described, by way of example only, with reference to the following drawings, in which:

[0035] Figure 1 A general overview of an in-vehicle safety system according to one or more embodiments of the present invention is shown;

[0036] Figure 2a 、 Figure 2b and Figure 2c depicts different orthographic views of a first device of an in-vehicle safety system according to one or more embodiments of the present invention;

[0037] Figure 3a and Figure 3b depicts different orthographic views of a second device of an in-vehicle safety system according to one or more embodiments of the present invention;

[0038] Figure 4 is an illustrative block diagram of a first device and a second device of an in-vehicle safety system according to one or more embodiments of the present invention;

[0039] Figure 5 A flow chart of a vehicle safety system being triggered by an increased voltage to enter a driving mode according to one or more embodiments of the present invention;

[0040] Figure 6 is a flow chart of a vehicle safety system being triggered to enter a safety mode according to one or more embodiments of the present invention;

[0041] Figure 7 is a flow chart of a vehicle safety system being triggered to enter a low-power safety mode according to one or more embodiments of the present invention;

[0042] Figure 8 is a flow chart of a vehicle safety system being triggered to enter an extremely low power consumption safety mode according to one or more embodiments of the present invention;

[0043] Figure 9is a flowchart of switching between a safety mode, a low-power safety mode, and an ultra-low-power safety mode of an in-vehicle safety system according to one or more embodiments of the present invention;

[0044] Figure 10 is a flow chart of a vehicle safety system being triggered in safety mode to generate a warning according to one or more embodiments of the present invention;

[0045] Figure 11 A flow chart of a vehicle safety system being triggered in a driving mode to generate an alarm signal according to one or more embodiments of the present invention;

[0046] Figure 12 is a flow chart of a vehicle safety system being triggered to enter a low voltage mode according to one or more embodiments of the present invention;

[0047] Figure 13 This is a flow chart of a vehicle safety system being triggered to enter a critical voltage mode according to one or more embodiments of the present invention. DETAILED DESCRIPTION

[0048] Figure 1 This is an illustrative schematic diagram showing a general overview of a security system 10 for use in a vehicle, such as an automobile (i.e., an "in-vehicle safety system"), according to one embodiment of the present invention. This will be referred to as "security system 10" hereinafter. Security system 10 includes a first device 100 electrically connected to an optional second device 200 via a wired connection 300. Wired connection 300 is a detachable electrical connection, meaning that first device 100 and second device 200 can be detachably connected to each other.

[0049] The wired connection 300 between the first device 100 and the second device 200 comprises an electromechanical coupling, whereas the wireless connection is terminated at least mechanically with an electrical connector that can mechanically engage with the respective devices 100 and 200, for example, through friction between connecting pins and corresponding sockets, allowing data and power to be transferred between the devices. When coupled with the first device 100, the second device 200 receives power from the first device 100 via the electromechanical coupling 300 and can transmit captured data to the first device 100 via the electromechanical coupling 300.

[0050] Safety system 10 typically includes one or more sensors capable of video recording, audio recording, acceleration sensing, and radar detection in a single "aftermarket" system that can be retrofitted into a vehicle. These sensors are configured to capture data from both the vehicle interior (e.g., the cabin) and the external area surrounding the vehicle. This external area can extend several meters beyond the vehicle's exterior to monitor its surroundings, similar to a safety zone. The extent of the external area is a design choice, but technicians should consider sufficient range to detect potential threats while reducing false alarms due to normal movement (such as pedestrians, bicycles, or other vehicular traffic that may pass by the vehicle).

[0051] In this regard, the outer zone can extend several meters outside the vehicle. For example, if only the immediate area of the vehicle needs to be monitored (e.g., when the vehicle is parked on the side of the road and other vehicles and pedestrians are passing by), the outer zone can extend to approximately 1 meter. Alternatively, in environments with low vehicle or pedestrian traffic (e.g., parking lots), an outer zone extending to 2 to 3 meters or so may be more appropriate. If the vehicle is parked in an open area for an extended period of time, a larger outer zone (e.g., extending from 3 to 10 meters, or even more) may be more appropriate.

[0052] First device 100

[0053] Figure 2a 、 Figure 2b and Figure 2c 1 and 2 are illustrative line diagrams showing external components of the first device 100 from different angles according to an embodiment of the present invention. The first device 100 is described with reference to these drawings.

[0054] The first device 100 is a dashcam device comprising a lower hanging portion 101 rotatably connected to a circular mounting end 103 via a connection point 105. The mounting end 103 of the device 100 is configured to be fixed to a vehicle's windshield (not shown). The angle of the hanging portion 101 can be adjusted by rotating the connection point 105. The mounting end 103 can be attached to a vehicle's windshield via an adhesive pad 107 (e.g., 3M TM The adhesive pad 107 is typically fixed to the windshield. However, if the user wishes to remove the first device 100, the adhesive pad 107 can be removed via the removable portion 109 of the mounting end 103. The first device 100 can be released or separated from the removable portion 109 by sliding (not shown), leaving the adhesive pad 107 fixed to the windshield.

[0055] The mounting end includes components that need to be aimed at the sky above the vehicle, such as the fourth-generation mobile communication technology / long-term evolution technology (4G / LTE) module and the global positioning system (GPS) module.

[0056] When in use, the hanging portion 101 holds the first image capturing device 102 facing in the direction 104 of the horizon, toward the exterior area in front of the vehicle. The inclination angle of the vehicle windshield varies depending on the type of vehicle, for example, the inclination angle of buses and trucks is close to 90 degrees relative to the ground, while the inclination angle of cars, especially sports cars, is close to 45 degrees to 70 degrees. To accommodate this change, the rotation angle 160 between the hanging portion 101 and the mounting end 103 can be adjusted within a range of 90 degrees. One limit is when the front surface 106 of the first device 100 is substantially parallel to the plane of the adhesive pad 107; the other limit is when the front surface 106 of the first device 100 is perpendicular to the plane of the adhesive pad 107 (i.e. Figure 2b The angle α shown in is approximately the midpoint of the 90 degree range).

[0057] The rotatable nature of the hanging portion 101 relative to the mounting end 103 enables the device 100 to be mounted on a variety of different vehicles while maintaining good visibility of the horizon to the area outside in front of the vehicle.

[0058] As previously mentioned, first device 100 is a dashcam device having a first image capture device 102 (sometimes referred to as "first camera 102") disposed on a front surface 106 of device 100. First image capture device 102 faces a first direction 104 and an exterior area in front of a vehicle in which it may be installed. First camera 102 supports 4K resolution image data and video recording and has a field of view of up to 125 degrees in the first direction 104.

[0059] The first device 100 additionally includes a second image capture device 108 (sometimes referred to as a "cabin camera 108" or "second camera") located on a rear surface 110 of the device 100 and facing a second direction 112. The cabin camera 108 is generally oriented toward the interior of the vehicle 112 and has a wide-angle lens with a 1440P resolution and a field of view of approximately 190 degrees. It can capture images and videos within the cabin and extend to the exterior areas on both sides of the vehicle (as indicated by arrows 94 in FIG. 2 ). Figure 2b As shown, the cabin camera 108 is angled downward relative to the axis of the first camera 102. The cabin camera 108 is positioned at the lower end of the hanging portion 101 (i.e., the portion farthest from the mounting end 103) so as to be as close to the center of the windshield as possible without obstructing the driver's field of view. Positioning the cabin camera 108 as low as possible vertically ensures that its field of view is not obstructed by the rearview mirror. Furthermore, the lower the cabin camera 108 is positioned, the wider its field of view outside the vehicle, as this field of view is not obstructed by the door frame, allowing the device 100 to capture images and video of people approaching the side of the vehicle. Of course, it is conceivable that increasing coverage on both sides of the cabin area, namely the doors and side windows, would enhance the security device's ability to detect and record attempts to enter the vehicle from those avenues.

[0060] As can be appreciated, the figure only shows the external lenses or external lens barrels of the first image capture device 102 and the second image capture device 106. Both image capture devices may also include other components not shown, such as digital image capture sensors, focusing components (e.g., lenses, filters, and other optical components). Examples of digital image capture sensors include charge-coupled device (CCD) chips or complementary metal oxide semiconductor (CMOS) sensors.

[0061] The first device 100 also includes one or more vents 134 to facilitate air flow in and out of the device housing as a form of convection heat management. Other or additional heat management methods may be included in the first device 100, including heat sinks or cooling fins (not shown).

[0062] In some embodiments, the mounting end 103 may include a speaker 136 that can overcome background noise while the vehicle is moving and warn the occupants or potential intruders. The first device may also include a memory card slot 140 for inserting a removable electronic data storage device, such as an SD card. TM card, flash memory card or other electronic data storage device.

[0063] Second device 200

[0064] Figure 3a and Figure 3b 1 and 2 are illustrative schematic diagrams showing external components of the second device 200 from different perspectives according to one or more embodiments of the present invention. The second device 200 of the security system 10 is described with reference to these figures.

[0065] like Figure 1 As mentioned in the description, the second device 200 is an optional auxiliary device that is electrically connected to the first device 100 via a wire. The second device 200 includes a diamond-shaped portion 400, which is rotatably connected to a circular mounting portion 402. The mounting portion 402 is similar to the circular mounting end 103 of the first device 100 and includes an adhesive pad portion 406 for fixedly mounting on a support structure, such as a rear windshield (not shown). The lower diamond-shaped portion 400 is movable relative to the mounting portion 402 to allow the user to adjust the field of view. This mobility is provided by a "ball and socket" joint 408, the arrangement of which is generally similar to the structure described in British Patent Application Nos. GB2582140A1 and GB2581850A1 and British Patent Gazette No. GB2581851B1.

[0066] The second device includes a third image capture device 410 (sometimes referred to as "third camera 410" or "rear-facing camera"), which has image capture and video recording capabilities. When mounted on a vehicle, the third image capture device 410 faces the exterior area 92 behind the vehicle (as shown in FIG. 2 ), providing a view of the vehicle's rear. In one embodiment, the image capture device 410 has a 1440P resolution and a 125-degree field of view.

[0067] like Figure 1 As described above, the second device 200 can be detachably connected to the first device 100 via a wired connection, such as Figure 3b As shown by symbol 300 in FIG.

[0068] When connected to the first device 100, the first camera 102, the cabin camera 108, and the third camera 410 form a multi-directional camera assembly, providing a 360-degree field of view encompassing virtually all of the vehicle's exterior and interior areas. Images and videos captured by the rear camera device can be transmitted to the front device via a wired connection 300 for storage and further processing.

[0069] Safety system components

[0070] Figure 4 is an illustrative block diagram showing more details of the internal and external components of the security system 10. The arrows in the figure represent data and / or power connections between the components. Figure 1 As described above, the security system 10 includes a first device 100 and a second device 200 .

[0071] In summary, Figure 4 The left-hand side of the first device 100 includes input components / sensors. In this embodiment, the first device includes a front camera 102, a rear camera 108, a motion detection and ranging module 502, a light sensor 504, a microphone unit 406, an inertial measurement unit (IMU) 508, and a global navigation satellite system (GNSS) receiver 510. Output components / interfaces are shown on the left-hand side of the first device 100. Figure 4The right-hand side of the first device includes, but is not limited to, a speaker output 512, a 4G / LTE module 514, a Wi-Fi module 516, a communication port 518, a removable memory card slot 520, and a plurality of light-emitting diodes 522. The first device also includes various internal components, such as a processor 526, internal memory 528 (e.g., dynamic random access memory (RAM) or flash memory), and a digital signal processor (DSP) 531.

[0072] The motion detection and ranging module 502 further includes a microcontroller unit (MCU) 530 electrically connected to the processor 526, the inertial measurement unit 508, and the global navigation satellite system receiver 510. The microcontroller unit 530 controls a first radar unit 532 and a second radar unit 534, both of which are designed to detect the motion, speed, angle, and position of objects outside the vehicle on which the first device 100 is installed. Each of the first radar unit 532 and the second radar unit 534 ("radar units") includes a radar transmitter and two radar receiving antennas (not shown). The radio transmitter of each radar unit operates at 24 GHz and uses linear frequency modulated triangular pulses (commonly known as LFMCW) to achieve accurate radial distance measurement. The two receiving antennas in each radar unit are located at different spatial locations of the first device 100 to provide sufficient parallax between each pair of radar receivers. This allows the radar units to detect the distance to objects. In addition, the two receiving antennas allow for different angles of phase difference estimation, thereby providing sufficient data resolution to generate a 2D map of the vehicle's surroundings (see, for example, Figure 8 and Figure 9 (Detailed description see below).

[0073] The inertial measurement unit 508 is used to detect movement of the vehicle while it is stationary or moving. When stationary, the inertial measurement unit 508 can detect movement of the vehicle, such as when someone attempts to break into the vehicle or lift the vehicle to remove valuable components from the bottom. This has the advantage that the security device can be in a low-power mode when stationary to save energy (i.e., the imaging device / camera is not activated), but will be "woken up" if the inertial measurement unit 508 detects movement. Once the security device detects movement of the vehicle, the more power-intensive camera and object detection device can be activated to record the event. Alternatively, in low-power mode, the radar antenna can be operated to provide object detection around the vehicle and transmit information to a remote user device via a 4G connection when the inertial measurement unit 508 detects movement. This indicates a potential security threat.

[0074] The radar antenna 130 may be Figure 2a 、 Figure 2b and Figure 2c The antennas are visible and movable to accommodate various installation conditions. For example, the antennas can be rotated 90 degrees to accommodate objects such as rearview mirrors. The distance between the two antennas is set based on the transmitter frequency. In some embodiments, this distance is 60 millimeters (mm) to ensure sufficient ground for optimal performance.

[0075] The first device 100 is connected to a similar communication port 536 on the second device 200 (eg, Figure 6 Wired connection in Figure 4 and Figure 6 The connection line 300 is shown between them and can be Figure 3a and Figure 3b In this embodiment, the second device is connected via a universal serial bus (USB) (eg Figures 2a to 2c 142 above) is connected to the first device.

[0076] Similar to the first device 100, the second device 200 of the security system 10 also includes a motion detection and ranging module 538. The module 538 further includes a radar module 540, which is controlled by a microcontroller unit 542. The third radar module 540 helps provide 360-degree motion detection and ranging coverage around the entire vehicle (see example in Figure 7 , described in detail below. In normal use, the second device is controlled by processor 544, but when inactive and in low-power mode, microcontroller unit 542 controls radar module 540 via channel 550. Channel 550 can be part of wired connection 300. In this embodiment, microcontroller unit 542 can communicate directly with microcontroller unit 530 during any low-power mode to "wake up" the security system when any motion is detected.

[0077] The third radar module 540 also includes a wireless transmitter and two wireless receiving antennas (not shown in this figure), Figure 4 The motion detection and ranging module 502 is similar to that described in .

[0078] Additionally, the second device 200 includes an internal memory 546 , such as dynamic random access memory (DRAM) or flash memory (FLASH).

[0079] Operation Mode

[0080] In some embodiments, the system can operate in multiple modes. These modes can be one or more of: driving mode, safety mode, low-power safety mode, ultra-low-power safety mode, system update mode, power-off mode, low-voltage mode, or other modes. These modes can be differentiated based on power consumption, activated sensors, functions performed, data collected, data transmitted, activated modules, and / or other factors.

[0081] In some embodiments, the activation of each mode is triggered by an event, such as: detection of the vehicle battery voltage level exceeding a specific threshold; detection of the vehicle battery voltage level exceeding a specific threshold within a specific time; detection of the vehicle battery voltage level dropping below a specific threshold within a specific time; detection of the vehicle battery voltage level dropping below a specific threshold; detection of acceleration exceeding a specific threshold; at least one camera image sensor detecting movement; detection of a change in position data exceeding a specific threshold; at least one radar sensor detecting movement exceeding a specific threshold; detection of sound exceeding a specific threshold; activation of a specific mode based on time; detection of vehicle start and / or stop through computer vision; user manual activation of a mode through an interface such as a graphical user interface (GUI) or any combination thereof.

[0082] In some embodiments, each mode operates at different resolutions using a specific combination of sensors, configured to be triggered by crossing, reaching, or falling below different thresholds in order to balance appropriate power consumption and functionality depending on what may be happening around the vehicle. In some embodiments, driving mode activates sensors configured to detect events while the vehicle is in motion, which consume relatively high power because the vehicle battery is typically backed up by the vehicle's generator during driving.

[0083] In some embodiments, the safety mode enables sensors configured to detect events when the vehicle is not actively being driven, and even in the absence of any charging support, the system consumes relatively high energy to provide a high-quality record of events related to vehicle monitoring.

[0084] In some embodiments, the low-power safety mode utilizes sensors associated with providing vehicle monitoring recordings when the vehicle is not being driven, and may operate fewer sensors than in the safety mode, and may operate these sensors at a lower resolution to reduce vehicle monitoring. "Lower resolution" in some embodiments may mean that the camera sensor operates with less detail and clarity; operating the audio sensor at a lower resolution may reduce the bit rate and sampling frequency to record lower sound quality compared to operating the audio sensor at a higher resolution.

[0085] In some embodiments, the ultra-low power safety mode provides the same functionality at lower power consumption because the sensors operate at a lower resolution. In this way, the safety system 10 can adapt to changing needs as the environment and vehicle usage change.

[0086] In one exemplary embodiment, the safety system 10 includes a voltage sensor comprised of a comparator, an analog-to-digital converter (ADC), a digital-to-analog converter (DAC), and a processor. The comparator is supplied with a value from memory 528 / 520 and another value from the ADC. The ADC converts the voltage of the vehicle battery into a numerical value, which is then transmitted to the comparator. The comparator's result prompts the processing device to initiate different operating modes. The voltage sensor continuously monitors the state of charge of the vehicle's power supply. The voltage sensor can be connected to the vehicle's main electrical harness to read the power supplied by the vehicle's power supply. When the engine is running and the alternator is activated, these readings indicate power supplied by the alternator and / or the vehicle battery; when the engine is off and the alternator is not activated, these readings indicate power supplied by the vehicle battery alone. In some embodiments, the system connects to the vehicle's electrical system via a pre-existing electrical port, such as an On-Board Diagnostics II (OBD-II) port, a USB port, a USB Type-C port, an auxiliary power outlet, and / or other ports.

[0087] In some embodiments, the system operates at a voltage between 12 volts and 24 volts. Alternatively, the system operates at a voltage between 20 volts and 24 volts; alternatively, the system operates at a voltage between 21 volts and 24 volts; alternatively, the system operates at a voltage between 22 volts and 24 volts; and alternatively, the system operates at a voltage between 23 volts and 24 volts.

[0088] In some embodiments, the available power is continuously sampled by a voltage sensor when the system is in driving mode and safety mode. This sampling is performed periodically in low-power safety mode, very low-power safety mode, low voltage mode, and update mode. In some embodiments, the available power of the vehicle is oversampled when the system is in low-power safety mode, very low-power safety mode, low voltage mode, and update mode. In some embodiments, the available power of the vehicle is oversampled at a rate of 16 hertz (Hz) when the system is in low-power safety mode, very low-power safety mode, low voltage mode, and update mode.

[0089] In some embodiments, driving mode may enable the following sensors: at least one camera image sensor; at least one position sensor; at least one inertial measurement unit (IMU); at least one modem; at least one microphone; and other sensors. In driving mode, the sensors operate at high resolution and collect data. From this point on, the camera sensor's high resolution can be considered 1440P; the microphone's resolution is 16 kHz; the position sensor's resolution is 10 Hz; and the IMU's resolution is 416 Hz. In some embodiments, the triggering thresholds for these sensors in driving mode are more complex because, once an event of interest is detected, the sensory data surrounding the event is stored in memory 528 / 520, which has limited capacity, making effective detection of relevant events crucial. Driving mode is enabled when the comparator detects that the vehicle voltage is above a specific value stored in memory 520 / 528. This value is referred to as the driving threshold. In some embodiments, driving mode enables at least three camera image sensors.

[0090] Figure 5 The mechanism by which the safety system 10 enables the driving mode is shown. In step 582, the vehicle's analog-to-digital converter is activated and the generated value is transmitted to the comparator. In step 584, the comparator compares the collected value with the driving mode threshold (driving_threshold) stored in the memory 520 / 528. In decision step 586, when the comparator finds that the vehicle's voltage level is higher than the driving mode threshold, the system enters step 88. If not, the system returns to step 584 and retransmits the vehicle voltage value provided by the analog-to-digital converter to the comparator for comparison. In step 588, the driving mode is activated, in which some sensors with specific resolutions are enabled. In some embodiments, the process of steps 582 to 586 is repeated every 500 milliseconds.

[0091] In one exemplary embodiment, safety mode activates the following sensors: at least one camera image sensor, at least one radar sensor, at least one inertial measurement unit (IMU), at least one modem, at least one position sensor, and other sensors. In safety mode, the sensors can be operated to collect data at high resolution. In some embodiments, high resolution for the radar sensor is 16 Hz. The thresholds for triggering these sensors in safety mode are complex because, upon detecting an event of interest, the system transmits an alert signal to an external device (e.g., a mobile device) via the 4G cellular / LTE module 514. This requires significant power, making effective event detection crucial. Only events that qualify as threats by meeting the second safety criteria are alerted to the user. It should be understood that this selective transmission method significantly reduces the amount of data required to be transmitted and stored compared to continuously uploading videos. This conserves network bandwidth and storage capacity. Reduced data transmission also reduces battery power consumption on the dashcam and mobile device, saving energy. Furthermore, limiting data usage can reduce data costs for users who rely on mobile network connections. In terms of usability, selective event alerts focus the driver's attention on relevant events without causing alert fatigue due to frequent notifications. In some embodiments, a specific sensor for use in the safety mode is activated in response to a user's operation. In some embodiments, a camera sensor is activated in the safety mode in response to a user's actuation.

[0092] In some embodiments, the safety system alerts the user by, for example, sounding an audible alarm in the vehicle or triggering an external alarm system.

[0093] In some embodiments, safety mode is activated when the comparator detects that the vehicle voltage has dropped below a specified value stored in memory 520 / 528. This value is referred to as the safety mode threshold (security_threshold). In one exemplary embodiment, the voltage must remain below the safety mode threshold for a period of time before entering safety mode. In some embodiments, the period of time is one minute.

[0094] Figure 6The following illustrates a mechanism for enabling safety mode in safety system 10, wherein voltage sensors monitor the power available to the vehicle's electrical devices to detect when the vehicle battery is no longer being charged by the alternator and the engine is being charged. In step 602, the vehicle's analog-to-digital converter (ADC) is activated and the resulting value is transmitted to a comparator. In step 604, the comparator compares the collected value with the safety mode threshold stored in memory 520 / 528. In decision step 606, if the comparator determines that the vehicle's voltage level is below the safety mode threshold, the system proceeds to step 98. If not, the system returns to step 604 and transmits the vehicle voltage level provided by the ADC to the comparator for comparison. In step 608, safety mode is activated, in which certain sensors are enabled at a specific resolution. In some embodiments, the process of steps 602 through 606 is repeated every 50 to 1000 milliseconds.

[0095] In one exemplary embodiment, low-power safety mode enables the following sensors: at least one radar sensor, at least one modem, at least one inertial measurement unit (IMU), at least one camera image sensor, and at least one LTE receiver. In low-power safety mode, the sensors can be operated to collect data at a second, lower resolution than in safety mode or high-power mode. In some embodiments, this second, lower resolution is 10 Hz for the position sensor, 8 Hz for the radar sensor, and 416 Hz for the IMU sensor. In low-power safety mode, the threshold for sensor triggering is set to require very low processing power.

[0096] In some embodiments, low-power safety mode can be activated when the comparator determines that the vehicle power supply voltage is lower than a specific value stored in memory 520 / 528. This value is called the low-power safety threshold (LP_security_threshold). In an exemplary embodiment, this decrease below the low-power safety threshold must last for a period of time before low-power safety mode is activated. In some embodiments, the period of time is 1 minute. In some embodiments, low-power safety mode can be activated when the system does not receive a sensor signal that meets the threat criteria within a specific period of time. In some embodiments, the specific period of time is 15 seconds. In some embodiments, this time period can be set by the user.

[0097] In some embodiments, the low-power safety mode remains in operation until a security threat criterion is met indicating that the system should enter the safety mode. In some embodiments, the low-power safety mode remains in operation in response to a determination by the system's processing resources 526 that a system condition has been met. In some embodiments, the system condition is the expiration of a first system time duration or the failure to receive a sensor signal within a specified time period. In some embodiments, the specified first system time duration is between 50 and 1000 milliseconds. In some embodiments, the first system time duration is stored in memory 520 / 528. In some embodiments, the first system time duration is user-configurable.

[0098] In some embodiments, the system maintains low-power security mode until a set number of security threat criteria cycles have occurred. A security threat criteria cycle is a complete cycle or period during which the system evaluates whether any received signal meets predefined security threat criteria. If no security threat is detected within this cycle, the system proceeds to the next iteration to continue monitoring. In some embodiments, the number of security threat criteria cycles is three. In some embodiments, the number of security threat criteria cycles is stored in memory 520 / 528. In some embodiments, the number of security threat criteria cycles can be configured by the user via a user interface or settings menu.

[0099] Figure 7 The mechanism for activating the low-power safety mode by the safety system 10 is shown. In step 702, the vehicle's analog-to-digital converter is activated and the obtained value is transmitted to the comparator. In step 704, the comparator compares these collected values with the low-power safety threshold stored in the memory 520 / 528. In decision step 706, if the comparator finds that the vehicle power supply voltage is lower than the low-power safety threshold, the system enters step 708. If not, the system returns to step 704 and compares the vehicle voltage level provided by the analog-to-digital converter to the comparator. In step 708, the low-power safety mode is activated, in which some sensors operate at a specific resolution. In some embodiments, the process of steps 702 to 706 is repeated every 50 milliseconds to 1000 milliseconds.

[0100] In one exemplary embodiment, the very low power safety mode enables the following sensors: at least one radar sensor, at least one modem, at least one position sensor, at least one inertial measurement unit (IMU), and at least one LTE receiver. In some embodiments, when the system is in very low power safety mode, the sensors operate at a third-lowest resolution, which is lower than that in low power safety mode. In some embodiments, the resolution refers to the operating frequency. In some embodiments, this third-lowest resolution is 8 Hz for radar sensors and 416 Hz for IMU sensors. In very low power safety mode, the sensor trigger thresholds are set to very low levels to further reduce the required processing power.

[0101] In some embodiments, very low power safety mode is activated when the comparator determines that the vehicle voltage is below a specific value stored in memory 520 / 528. This value is referred to as the very low power safety threshold (VLP_security_thres). In one exemplary embodiment, very low power safety mode is activated only when the vehicle voltage remains below the very low power safety threshold for a period of time. In some embodiments, this period is 30 seconds. In some embodiments, very low power safety mode is activated when the system is operating in low power safety mode and no sensor signals meeting threat criteria are received within a specific time period. In some embodiments, this specific time period is between 50 milliseconds and 1000 milliseconds. In some embodiments, this specific time period is stored in memory 520 / 528. In some embodiments, this specific time period is user-configured. In some embodiments, the system remains in low power safety mode until a predetermined number of security threat criteria cycles have occurred. A security threat criteria cycle is a complete cycle or period of time during which the system evaluates whether a received signal meets a predetermined security threat criteria. If no security threat is detected within this cycle, the system proceeds to the next iteration to continue monitoring. In some embodiments, the number of times the security threat standard is cycled is 3. In some embodiments, the number of times the security threat standard is cycled is stored in memory 520 / 528. In some embodiments, the number of times the security threat standard is cycled can be set by the user through a user interface or a settings menu.

[0102] Figure 8The mechanism for activating the extremely low power safety mode by the safety system 10 is shown. In step 802, the vehicle's analog-to-digital converter is activated and the obtained value is transmitted to the comparator. In step 804, the comparator compares the collected value with the extremely low power safety threshold stored in the memory 520 / 528. In decision step 806, if the comparator determines that the vehicle voltage is lower than the extremely low power safety threshold, the system proceeds to step 808. If not, the system returns to step 804 and compares the vehicle voltage provided by the analog-to-digital converter to the comparator. In step 808, the low power safety mode is activated and the sensor of the specific resolution is enabled. In some embodiments, the process of steps 802 to 806 is repeated every 500 milliseconds.

[0103] In one embodiment, the safety threshold, low power safety threshold, and very low power safety threshold can be set to the same value. In one embodiment, the safety threshold, low power safety threshold, and very low power safety threshold can be set by the user and stored in the system memory, allowing the user to customize the sensitivity of the system.

[0104] Figure 9 is an exemplary embodiment of how the system manages power in various safety modes. In step 902, safety mode is activated. In decision step 904, if sensor data is received, the security system 10 remains in safety mode. In some embodiments, the sensor data must also meet criteria that define the sensor data as threat-related in order to maintain the system in safety mode. However, if sensor data is not received, the system proceeds to step 906 and activates low-power safety mode. As described above, low-power safety mode can be similar in functionality to safety mode but operate different selected sensors at a lower resolution. In decision step 908, if sensor data is received, the system proceeds to decision step 910. In decision step 910, if the sensor data meets the threat criteria, the system activates safety mode and returns to step 902. If the sensor data does not meet the threat criteria, the security system 10 returns to step 906.

[0105] If, at decision step 904, no sensor data is received, security system 10 proceeds to step 912 and activates the very low power safety mode. At decision step 914, if sensor data is received, the system returns to step 906 and activates the low power safety mode. If no sensor data is received, security system 10 returns to step 912 to determine whether any sensor data is received while in the very low power safety mode. As described above, the very low power safety mode can enable similarly selected sensors as the low power safety mode, but at a lower resolution to reduce the device's power consumption.

[0106] Figure 10This is an illustrative example of how the security system 10 alerts a user of a security event. In step 1002, the security system 10 is in safe mode and therefore a specific selection of sensors operating at a specific resolution are in use. In decision step 1004, if the sensors detect an event that meets the threat criteria, an alarm signal is generated in step 1006. In step 1008, this alarm signal causes the security system 10 to transmit an alert to the mobile phone device. In some embodiments, the generation of the alarm signal also causes the security system 10 to record sensor data related to the event to memory 520 / 528. In some embodiments, the alert message transmitted to an external device (e.g., a mobile phone or similar device) includes sensor data, such as camera image data and / or microphone data, allowing the user to view the sensor data on the external device. Sensor data indicating an event that meets the threat criteria can be streamed to the mobile phone device and also stored in memory 520 / 528. This allows the user to contact emergency services, transmit audio data to the security system 10 to be played via microphone 506 as a deterrent, or take other measures to address the event. If the sensor data meets the threat criteria in determination step 1004, an alert signal is generated in step 1006. In some embodiments, the IMU samples acceleration values at a frequency of 416 Hz in driving mode and can be configured in first-in-first-out (FIFO) mode. In some embodiments, the processing resource polls the IMU at a frequency of 16 Hz and reads all values stored on the IMU's board. In some embodiments, if the measured acceleration exceeds a threshold, the IMU sends an interrupt signal to the system's processing resource.

[0107] In some embodiments, radar sensors collect data that meets threat criteria by detecting object parameters exceeding specific values. The object parameters may be one or more of angle, amplitude, distance, and speed. The specific values of suitable thresholds can be derived by one of ordinary skill in the art using common knowledge or trial and error to suit the operational objectives.

[0108] In some embodiments, data collected by the radar sensor is processed by algorithms to determine events of interest and / or determine whether the values meet threat determination criteria.

[0109] In some embodiments, the acceleration values captured by the inertial measurement unit are processed through an algorithm to identify events of interest and / or determine whether these values meet threat assessment criteria. If these values do meet the threat assessment criteria, step 1006 is executed to generate an alarm signal. In some embodiments, in response to the alarm signal generated in step 1006, the system stores the sensory data that meets the threat assessment criteria in memory 520 / 528. In some embodiments, the system stores the sensory data that meets the threat assessment criteria, along with data generated by other sensors operating simultaneously in safe mode, in memory 520 / 528.

[0110] In some embodiments, the location sensor periodically pushes positioning data to the system's processing resources at a frequency of 10 Hz. In some embodiments, the system's memory 520 / 528 includes an additional cache to store sensor data within a specified time period or of a specific size. In some embodiments, the data collected by the sensor is timestamped with an absolute time stamp. In some embodiments, the data collected by the sensor is timestamped with a relative time stamp.

[0111] Figure 11 This is an illustrative example of how the safety system 10 identifies and records a driving event. In step 1102, the safety system 10 is in driving mode. As previously described, driving mode enables a specific selection of sensors operating at a specific resolution. In decision step 1104, if the sensor data meets the threat criteria, an alert signal is generated in step 1106. In some embodiments, the generation of the alert signal also prompts the safety system 10 to store the sensor data related to the event in memory 520 / 528. In some embodiments, the inertial measurement unit samples acceleration values at a frequency of 416 Hz in driving mode and can be configured in a first-in, first-out mode. In some embodiments, the processing resource polls the inertial measurement unit at a frequency of 16 Hz and reads all values stored on board the inertial measurement unit. In some embodiments, if the measured acceleration exceeds a threshold, the inertial measurement unit sends an interrupt signal to the system's processing resources.

[0112] In some embodiments, the acceleration values captured by the inertial measurement unit are processed by an algorithm to determine events of interest and / or whether the values meet threat criteria. If the values meet the threat criteria, an alert signal is generated in step 1106. In some embodiments, in response to the alert signal generated in step 1106, the system stores the sensor data that meets the threat criteria in memory 520 / 528. In some embodiments, in response to the alert signal generated in step 1106, the system submits the sensor data that meets the threat criteria to memory 520 / 528 along with concurrent sensor data from other sensors operating in driving mode.

[0113] In some embodiments, the threat criterion can be satisfied by data collected by one or more sensors exceeding a given threshold. In some embodiments, the threat criterion can be satisfied by an inertial measurement unit detecting acceleration exceeding a specific threshold. A typical value for this threshold is 100 milligravities (mg).

[0114] Figure 12 This is an illustrative example of how safety system 10 prevents unacceptably low vehicle power levels. In step 1202, regardless of the system mode, the voltage sensor monitors the voltage of the vehicle power level. To do this, the analog-to-digital converter (ADC) is enabled and the values from the ADC are transmitted to a comparator. In step 1204, the comparator compares these collected values with the low voltage threshold (Low_V_threshold) stored in memory 520 / 528. In decision step 1206, if the comparator determines that the vehicle power level is below the low voltage threshold, the system proceeds to step 1208 and activates low voltage mode. If not, the system returns to step 1204 and continues comparing the vehicle power level provided by the ADC to the comparator. In step 1208, low voltage mode is activated, in which all sensors except the voltage sensor are deactivated. In some embodiments, the process from steps 1202 to 1206 is repeated every 500 milliseconds. In some embodiments, the system activates low voltage mode only if the vehicle power level falls below the low voltage threshold and remains below the low voltage threshold for a specified period of time. In some embodiments, the specified time period is 30 seconds. In some embodiments, the total time taken to sample the vehicle power level between step 1202 and step 1206 is 62.5 milliseconds (ms). In some embodiments, the vehicle power level is polled continuously; in some embodiments, the vehicle power level is polled every 60 seconds.

[0115] In one exemplary embodiment, low-voltage mode activates the voltage sensor but not other sensors. If an increase in available vehicle power is detected, indicating that the engine and alternator have started, the processor activates driving mode. In one exemplary embodiment, low-voltage mode deactivates the sensor and polls the voltage sensor to check if an increase in available power is detected. This is typically caused by the engine starting and the alternator supplying power to the vehicle battery. In some embodiments, the voltage sensor is polled every 30 seconds.

[0116] Figure 13This is an illustrative example of how the safety system 10 prevents a critically low vehicle battery charge. In step 1302, regardless of the system mode, a voltage sensor monitors the vehicle power supply from the vehicle battery. To do this, an analog-to-digital converter (ADC) is activated and transmits the value from the ADC to a comparator. In step 1304, the comparator compares these collected values with a critical voltage threshold (Crit_V_threshold) stored in memory 520 / 528. In decision step 1306, if the comparator determines that the vehicle voltage level is below the critical voltage threshold, the system proceeds to step 1308 and activates critical voltage mode. If not, the system returns to step 1304 and continues comparing the vehicle voltage level provided by the ADC with the comparator value. In step 1308, critical voltage mode is activated, deactivating all sensors and shutting down the safety system 10. In some embodiments, the process of steps 1302 through 1306 is repeated every 500 milliseconds.

[0117] In some embodiments, when the system is in driving mode or safety mode, the vehicle battery is continuously sampled to monitor whether the vehicle power supply is below a critical voltage threshold. In some embodiments, when the system is in low-power safety mode, ultra-low-power safety mode, refresh mode, or low-voltage mode, the vehicle power supply is polled and / or sampled at intervals to monitor whether it is below a critical voltage threshold. In some embodiments, the critical voltage threshold is set to 5 volts. In some embodiments, the critical voltage threshold is user-configurable.

[0118] In some embodiments, when the system is in Update Mode, the voltage sensor and the radar sensor (or multiple radar sensors) are in an operational state, but the other sensors are in an inoperative or idle state. When the system is in Update Mode, firmware and / or software updates are received via a wired or wireless connection and the system applies these updates.

[0119] In some embodiments, in response to the system being turned on, a voltage sensor performs a check to see if the vehicle battery voltage is above a low voltage threshold. In some embodiments, if the vehicle battery level is not above the low voltage threshold, the system automatically enters a low voltage mode.

[0120] In some embodiments, a wake-up command may be sent by a mobile device to the security system 10 to change the system's operating mode from ultra-low-power safety mode or low-power safety mode to safety mode. This wake-up command may be received by the 4G / LTE module 514 or the wireless network module 516. In some embodiments, in response to receiving the wake-up command, the system activates safety mode.

[0121] In one exemplary embodiment, the safety system 10 can be triggered to switch to driving mode by detecting that the vehicle voltage level is above a driving threshold, or by detecting that the vehicle is moving. This detection is provided by an acceleration sensor or a position sensor. If these sensors indicate that the vehicle is not stationary for a specific duration, a signal is sent to the processor 526 to switch the safety system 10 to driving mode. The specific duration can be 2 seconds.

[0122] In one exemplary embodiment, the security system 10 can be triggered to switch to security mode by detecting that the vehicle voltage level has fallen below a safety threshold, or by detecting that the vehicle has stopped moving. In some embodiments, this detection is provided by an acceleration sensor or a position sensor. If these sensors indicate that the vehicle has been stationary for a specified duration, a signal is sent to the processor 526 to switch the security system 10 to security mode. The specified duration can be between one and five minutes.

[0123] This application refers to a safety system for use in a car. However, it should be understood that the safety system is not limited to use in cars only; it can also be used in other vehicles, such as trucks, taxis, buses or minibuses, etc.

[0124] Those skilled in the art will appreciate that in the above description, analog-to-digital converter (ADC) and operational amplifier (opamp) may be used interchangeably.

[0125] Those skilled in the art will understand that the resolution mentioned here does not only refer to image or video resolution, but may also cover the resolution of sensor data, such as spatial resolution, temporal resolution or spectral resolution, depending on the type of sensor.

[0126] Those skilled in the art will understand that Figures 2a-2c and Figure 3a-3b The illustrated device is only one embodiment of a security device. For example, the first device is not limited to a pendant-shaped or rounded mounting end. Other solutions may implement a flexible mounting system to allow for range adjustment of camera 102, such as using a rotatable lens in a fixed mount. Those skilled in the art will appreciate that many other systems may be employed to achieve similar functionality.

[0127] 3M TM The adhesive pad 107 can be any method for fixing the first device 100 to a supporting structure (eg, a windshield), such as a suction cup, a rubber pad, etc.

[0128] It will be understood by those skilled in the art that a wired connection is only one way to connect two devices to transmit data and images. Of course, other methods such as Bluetooth can also be used. TM ), wireless network (WiFi), fourth generation mobile communication technology (4G), radio frequency (RF) and other wireless connections.

[0129] The security system 10 discloses the use of radar technology for object detection. Other forms of object detection and ranging technologies may also be used, such as LIDAR, passive infrared sensors, sonar, computer vision, quantum radar, etc.

[0130] Those skilled in the art will appreciate that the drawings are merely illustrative and that commercial devices may require additional equipment. The locations of these auxiliary equipment are not part of the present invention and are consistent with conventional practices in the prior art.

[0131] As described in the above embodiments, the present invention can be implemented, at least in part, using a software-controlled programmable processing device, such as a general-purpose processor or a special-purpose processor, a digital signal processor, a microprocessor, or other processing device, data processing apparatus, or computer system. It is contemplated that a computer program for configuring a programmable device, apparatus, or system to implement the methods and apparatus can be included as an aspect of the present invention. The computer program can be in any suitable type of coding format, such as source code, object code, compiled code, interpreted code, executable code, static code, dynamic code, etc. The instructions can be implemented using any suitable high-level, low-level, object-oriented, visual, compiled, and / or interpreted programming language, such as Liberate, OCAP, MHP, Flash, HTML and its related languages, JavaScript, PHP, C, C++, Python, Node.js, Java, BASIC, Perl, Matlab, Pascal, Visual BASIC, ActiveX, assembly language, machine code, etc. Those skilled in the art will understand that the term "computer" in its broadest sense encompasses the programmable devices, data processing apparatus, and computer systems described above.

[0132] Where appropriate, the computer program is stored on a carrier medium in a machine-readable form, for example, the carrier medium may include memory, removable or non-removable media, erasable or non-erasable media, writable or rewritable media, digital or analog media, hard disk, floppy disk, Compact Disk Read Only Memory (CD-ROM), Company Disk Recordable (CD-R), Compact Disk Rewriteable (CD-RW), optical disk, magnetic media, magneto-optical media, removable memory cards or discs, various types of Digital Versatile Disks (DVDs), subscriber identification modules, cassettes, magnetic tapes, solid-state memory, etc.

[0133] In view of the foregoing description it will be evident to one skilled in the art that various modifications may be made within the scope of the invention.

[0134] The security system 10 has been described using cameras of specific resolutions, such as 4K and 5P. However, it should be understood that the security system is not limited to these resolutions; any camera resolution may be used as needed to provide adequate image capture capabilities.

[0135] The safety system 10 has been described as mounting the camera and radar units at specific locations on the vehicle. However, it must be understood that other mounting locations may be used to provide visibility of the desired area around the vehicle and avoid obstructions.

[0136] The security system 10 is specifically mentioned as using a 4G / LTE wireless module. However, it should be understood that any suitable wireless communication standard may be used, such as 5G, Wi-Fi, Bluetooth, etc.

[0137] The safety system 10 has been described as using a comparator to monitor the battery voltage level. However, it should be understood that other voltage sensing mechanisms may also be used, such as analog-to-digital converters, operational amplifiers, and various integrated voltage monitoring circuits.

[0138] In at least one described embodiment, a low-power safety mode is maintained when a processing resource determines that a system condition has been met. One such condition is that a first system duration in the low-power safety mode has expired. However, other system conditions may also be used to determine when to switch modes, such as determining whether the vehicle has remained stationary for a specified period of time based on input from accelerometers, gyroscopes, inertial sensors, etc.; detecting a minimum threshold battery voltage level; receiving a mode change command from a user; using a light sensor to sense daylight or darkness and switch modes based on expected activity levels; monitoring energy usage over time and adjusting to maintain battery charge; and other possible conditions identified by processing input from cameras, radars, laser rangefinders, ultrasonic sensors, temperature detectors, smoke detectors, vibration sensors, microphones, and other sensing systems installed in the safety system.

[0139] In this specification, any reference to "one embodiment" or "an embodiment" means that a particular component, feature, structure, or characteristic associated with the embodiment is included in at least one embodiment. The term "one embodiment" appearing in various places in the specification does not necessarily refer to the same embodiment. In addition, features of different embodiments can be combined to create other embodiments not specifically described in this specification, and any one or more features can be combined if technical and operational compatibility is achieved. If the combination of features of different embodiments is not consistent with technical and / or operational compatibility, a compatible embodiment feature combination is selected. All such embodiments are included within the scope of this specification.

[0140] In this specification, the words "comprise", "include", "contain", "have", "have" or any variation thereof, are intended to cover non-exclusive inclusion. For example, a process, method, article or apparatus that includes particular components is not necessarily limited to including only those components, but may also include other components not expressly listed or inherent to the process, method, article or apparatus. In addition, unless specifically indicated to the contrary, "or" means an inclusive or, not an exclusive or. For example, condition A or B may be satisfied by any of the following: A is true (or exists) and B is false (or does not exist), A is false (or does not exist) and B is true (or exists), or both A and B are true (or exist).

[0141] In addition, the use of "a" or "an" to describe components and elements of the present invention is only for convenience to provide a general description of the present invention. The description should be read to include one or at least one, and the singular also includes the plural unless it is obvious that it is otherwise specified.

Claims

1. A security system for an in-vehicle digital video recorder, comprising sensors and processing resources, wherein the security system is configured to: a first mode, wherein the sensor operates at a first resolution; and a second mode in which the sensor operates at a second resolution higher than the first resolution; The security system operates to receive a plurality of signals from the sensors; wherein in the first mode, the safety system is configured to trigger the second mode in response to a sensor signal exceeding a threshold; and In the second mode, the processing resource monitors the received sensor signal to determine whether a security threat criterion is met.

2. The security system of claim 1, wherein the security system is configured to maintain the second mode in response to the processing resource determining that a system condition is satisfied.

3. The security system of claim 2, wherein the system condition is expiration of a first system duration.

4. The security system of claim 3, wherein the first system duration is configurable and stored in a system memory, wherein the first system duration is 50 milliseconds to 1000 milliseconds.

5. The security system of claim 2, wherein to maintain the system condition of the security system in the second mode is to traverse a first system number of a plurality of security threat criteria cycles. 6 . The security system of claim 5 , wherein the first system number of security threat standard cycles is stored in a system memory, and wherein the first system number of security threat standard cycles is 3.

7. A security system as claimed in any one of the preceding claims, wherein a third mode is initiated in response to the processing resource determining that the security threat criterion is met, and the sensor is configured in the third mode to operate at a third resolution higher than the second resolution and the first resolution.

8. The safety system of claim 7, further configured to activate another sensor in the third mode.

9. The security system of claim 8, wherein the further sensor is activated in response to user actuation.

10. A security system as claimed in claim 8 or claim 9, wherein the further sensor is a camera.

11. The security system of claims 7 to 10, further configured to generate a warning signal in response to determining that the sensor signal or another sensor signal meets a second security threat criterion in the third mode.

12. The security system of claim 11, wherein the warning signal is transmitted to a wireless communication device to alert a user.

13. The security system of any one of claims 7 to 12, further configured to initiate a fourth mode in response to the security system detecting that the power supply to the security system has reached a second threshold, the fourth mode being functionally independent of the first mode, the second mode, and the third mode and wherein another sensor is in an operational state.

14. The security system of claim 13, wherein the security system activates: the third mode; or the second mode; or The first mode indicates that the vehicle has been turned off in response to the safety system detecting that the power supply to the safety system drops from the second threshold and lasts for a period of time.

15. The safety system of claim 14, wherein the safety system enters the third mode in response to the safety system detecting that the power supply to the safety system has dropped from the second threshold for a period of time indicating that the vehicle has been turned off; and wherein the security system enters the second mode in response to the security system detecting that the power supply to the security system drops from a third threshold, wherein the third threshold is lower than the second threshold; and The security system enters the first mode in response to the security system detecting that the power supply to the security system continuously decreases from a fourth threshold, wherein the fourth threshold is lower than the third threshold.

16. The safety system of claim 14, wherein the safety system enters the third mode in response to the safety system detecting that the power supply to the safety system has dropped from the second threshold for a period of time indicating that the vehicle has been turned off; and wherein the security system enters the second mode after no sensor signal meets a second security threat criterion within a second system duration, wherein the second system duration is configurable and stored in the system memory; and The safety system enters the first mode after the first system duration.

17. The safety system of claim 13, wherein the safety system is further configured to initiate the fourth mode in response to the safety system detecting the onset of vehicle movement based on computer vision analysis of image data captured by the another sensor.

18. The safety system of claim 17, wherein the safety system is configured to initiate the third mode in response to the safety system detecting, based on the computer vision analysis of the image data captured by the another sensor, that the vehicle has been stationary for a period exceeding a first moving stationary threshold; and in, The safety system is configured to activate the second mode after a period of time exceeding a second movement inactivity threshold after movement cessation is detected; as well as The safety system is configured to activate the first mode after a period of time exceeding a third movement inactivity threshold after movement cessation is detected, wherein the third movement inactivity threshold is longer in time than the second movement inactivity threshold.

19. The safety system of any one of claims 13 to 18, further configured to generate another warning signal in the fourth mode in response to determining that the sensor signal meets a third safety threat criterion.

20. The safety system of any one of the preceding claims, wherein the sensor is any one of the following: a radar sensor, a position sensor, an acceleration sensor, an acoustic sensor, and an infrared sensor.

21. A security system as claimed in any preceding claim, wherein the security threat criterion is satisfied by a signal indicated by any one or a combination of: an object moving toward the security system; The security system changes geographic location; The safety system experiences significant acceleration; and Atypical noise level.

22. The security system of any one of claims 11 to 19, wherein the second security threat criterion is satisfied by a signal indicated by any one or a combination of the following: an object moving toward the security system; The security system changes geographic location; The safety system experiences significant acceleration; and Atypical noise level.

23. The security system of any one of claims 17 to 20, wherein the third security threat criterion is satisfied by a signal indicated by any one or a combination of the following: an object moving toward the security system; The security system changes geographic location; The safety system experiences significant acceleration; and Atypical noise level.

24. A security system as claimed in any one of claims 19 to 21, wherein the signal indicates: The object moving toward the safety system is provided by a radar sensor; The changing geographic location of the security system is provided by a location sensor; The safety system is experiencing significant acceleration as provided by an acceleration sensor; and The noise sensor provides information that the safety system is experiencing atypical noise levels.

25. The security system of claim 22, wherein The acceleration sensor is one or more of the following: an accelerometer, a gyroscope, a magnetometer, and an inertial motion unit; wherein the position sensor is one or more of: a global positioning system sensor or a global navigation satellite system sensor; and The noise sensor is one or more of the following: a microphone sensor, an acoustic noise sensor, a potentiometer, a voltage sensor, an electrical noise sensor, and a voltmeter.

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