Emergency assistance system and procedures

Abstract

One aspect of the invention relates to an emergency assistance system (10) for providing assistance by at least one motor vehicle in an emergency, comprising a data acquisition device for recording weather conditions, wherein the emergency assistance system can be switched on depending on the recorded weather conditions, a position detection device by which a first position of the at least one motor vehicle can be detected, by which a second position of at least one emergency-triggering auxiliary signal can be detected, and by which a third position of at least one safety signal can be detected, and an electronic computing device configured to calculate a respective path between the respective positions and to send a rescue signal to the at least one motor vehicle, so that the motor vehicle travels at least one path. The invention further relates to a method.

Description

[0001] The invention relates to an emergency assistance system for providing assistance by at least one motor vehicle in an emergency according to claim 1. The invention further relates to a method.

[0002] Emergency assistance systems are used to rescue people from danger zones in emergency situations, especially during severe weather or floods. The collection of relevant environmental data and the coordinated control of the deployed vehicles play a central role in this process.

[0003] From DE 10 2021 005 085 A1 a method for determining a navigation route for a vehicle is known, which enables safe navigation in challenging environments.

[0004] The object of the invention is to enable the efficient and safe rescue of persons in distress by motor vehicles using an emergency assistance system by dynamically calculating environmental conditions.

[0005] This problem is solved by means of an emergency assistance system with the features of claim 1, and by means of a method according to the invention with the features of claim 10. Advantageous embodiments of the emergency assistance system according to the invention are to be regarded as advantageous embodiments of the method according to the invention, wherein the means of the emergency assistance system according to the invention are used to carry out the method steps. Furthermore, advantageous developments of the invention are described by the dependent claims, the following description, and the figures.

[0006] One aspect of the invention relates to an emergency assistance system, particularly for a fleet of vehicles, especially passenger cars, which comprises a data acquisition device, a position detection device, and an electronic computing unit. The data acquisition device enables the detection of weather conditions, allowing the emergency assistance system to be activated depending on these conditions. The position detection device determines the position of the vehicle, an emergency signal (e.g., from a person in distress), and a safety signal marking a safe location. The electronic computing unit calculates the routes between these positions and sends a rescue signal to the vehicle. This provides the vehicle with navigation along the calculated routes.

[0007] To solve the problem of the invention and thus enable a coordinated rescue of persons, the emergency assistance system is provided, according to the invention, to include an electronic computing unit that calculates the routes between the positions depending on the weather conditions. A first route connects the motor vehicle to the person in distress, and a second route leads from the person's position to the safe place (safe space). The electronic computing unit checks, for example, the drivability of the routes depending on the weather conditions and sends a rescue signal to the motor vehicle so that it travels the route. This enables dynamic adaptation to the current situation and increases the reliability of the assistance system.

[0008] The electronic computing unit of the emergency assistance system can be deployed externally in a cloud-based infrastructure, enabling the calculation of rescue routes and the coordination of vehicles and / or other vehicles to be carried out centrally. People in distress can trigger the emergency response using a mobile device, such as a cell phone, by sending a distress signal that transmits their location to the cloud-based infrastructure of the emergency assistance system. The vehicles can be equipped with a data module that transmits the vehicle's current position to the cloud and receives signals for navigation and route instructions. This data module can also send warning signals to the driver to guide them along the designated route.The other components of the assistance system, such as the data acquisition device and the position acquisition device, can be coupled with the cloud-based infrastructure, allowing them to also collect data from third-party entities, such as emergency services, public weather services and / or traffic monitoring systems, to enable comprehensive control.

[0009] In summary, the emergency assistance system enables a vehicle to be dispatched to an emergency location to rescue at least one person and transport them safely to a designated safety point. Weather conditions, the positions of the locations involved, and the accessibility of the roads are taken into account to dynamically calculate the safest rescue route.

[0010] In an advantageous embodiment of the invention, the electronic computing device classifies the road conditions into hazard levels. This provides an assessment of the roads, allowing for the prioritization of safe routes and preventing the vehicle from being unnecessarily exposed to dangerous situations. Additionally, the electronic computing device considers not only weather conditions but also traffic-related factors such as congestion, road closures, and / or detours. Time-dependent conditions such as time of day and darkness are also factored into the assessment to enable a rescue operation appropriate to the situation. Furthermore, vehicle-specific parameters such as vehicle height, vehicle type, and its suitability for emergency rescue are taken into account. For example, an SUV, due to its fording capability and robust construction, may be better suited for flooded areas than a small car.The maximum number of people that can be transported is also factored into the planning, ensuring that the vehicle's capacity is taken into account and that all people in distress can be rescued. These expanded criteria allow the assistance system to dynamically adapt to a wide variety of missions, thus providing effective, safe, and situation-appropriate assistance.

[0011] In a further advantageous embodiment of the invention, the respective driving situations can be classified into hazard levels. This classification is performed by the electronic computing unit, taking into account various parameters, in particular weather conditions and / or road conditions and / or potential risks such as flooding and / or landslides. The hazard levels allow for the classification of routes into categories such as "safe," "moderately hazardous," and "highly hazardous." This classification ensures that routes with low risk are preferred and / or those with high risk are avoided altogether. Further hazard levels depending on additional factors such as the type of vehicle are also possible.

[0012] In a further advantageous embodiment of the invention, it is provided that, in the event of a road being classified as dangerous, an alternative road with a non-dangerous driving situation can be identified. In particular, the assistance system enables the electronic computing unit to consider factors such as road length, traffic conditions, and / or the fording capability of the vehicle when calculating alternative routes. For example, a slightly flooded road might be classified as safe for an SUV, while the same route would be considered dangerous for a smaller vehicle.

[0013] In a further advantageous embodiment of the invention, the emergency assistance system can only be used after user authorization. This authorization can be provided by activating a service, for example, via a mobile application. This security measure prevents unauthorized use of the assistance system and simultaneously enables precise identification of the vehicle's owner. In particular, appropriate data protection measures are to be implemented, and unauthorized location tracking is to be prevented.

[0014] In a further advantageous embodiment of the invention, it is provided that at least one additional auxiliary signal and a further path from the first auxiliary signal to the at least one further auxiliary signal can be detected. This makes it possible to consider several people in distress within a rescue operation. For example, a motor vehicle en route to a person can dynamically include an additional pick-up point in its route by detecting a further auxiliary signal, provided that the capacity and range of the motor vehicle permit this.

[0015] In a further advantageous embodiment of the invention, it is provided that, in the case of a multitude of auxiliary signals, the route to the auxiliary signal furthest from the current position of the vehicle can be determined first, and the vehicle then travels this route first. This allows persons who are farther away from safe locations to be prioritized. For example, a vehicle could first pick up the person in the greatest danger zone and then collect other persons on their way to a safe location.

[0016] In a further advantageous embodiment of the invention, it is provided that, in the case of a multitude of auxiliary signals, all paths to the auxiliary signals, with their respective positions relative to the motor vehicle, can be combined into a single route. This enables a coordinated and efficient rescue of several people in a single trip. The route planning takes into account factors such as the urgency of the rescue and the capacity of the motor vehicle, thereby ensuring a balanced utilization of resources.

[0017] In a further advantageous embodiment of the invention, it is provided that, in the case of a multitude of auxiliary signals, respective rescue signals can be transmitted to individual vehicles within a multitude of vehicles in such a way that each vehicle only travels one route to the respective location of the auxiliary signal. This enables decentralized rescue coordination, in which the available vehicles are used more efficiently. For example, one vehicle could be assigned to a distant auxiliary signal, while another vehicle handles signals in the vicinity, thus enabling parallel rescue operations.

[0018] In other words, the emergency assistance system is designed to provide a flexible and reliable rescue option through a combination of data acquisition, positioning, and dynamic route calculation. The ability to plan and execute rescue operations more efficiently, taking into account weather conditions, hazard levels, and / or alternative routes, is particularly advantageous.

[0019] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figure alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0020] This shows: Fig.Figure 1 shows a diagram illustrating a possible implementation of an architecture for the design of an emergency assistance system 10, which is applicable for providing assistance by at least one motor vehicle in an emergency. It comprises a data acquisition device for recording weather conditions, enabling the emergency assistance system 10 to be activated depending on these conditions, and a position acquisition device capable of recording the first position of a motor vehicle, a second position of an emergency-triggering signal, and a third position of a safety signal. An electronic computing device calculates the routes between these positions, and the respective driving situations can be classified into hazard levels. Alternative routes can be identified in the case of hazardous driving situations on a route.

[0021] The Emergency Assistance System 10, for example, is only operational after user authorization and can detect multiple emergency signals and determine the optimal routes to these signals. Initially, the person furthest away is prioritized, and all routes can be combined into a single route relative to the vehicle's position. For a coordinated rescue, emergency signals can be transmitted to multiple vehicles, ensuring that each vehicle follows only one route to its assigned location. This Emergency Assistance System 10 is supported by a cloud-based infrastructure that incorporates dynamic changes and external data sources to enable a safe rescue operation.

[0022] The Emergency Assistance System 10 works in several steps to effectively rescue people in distress.

[0023] In the first step, S1 identifies the person furthest from a safe place or safe space. The cloud-based infrastructure analyzes location data transmitted by mobile devices such as cell phones, smartphones, and / or wearables. External data sources, such as weather warnings or traffic conditions, can also be considered to assess the urgency of rescue and potential hazards at the person's location.

[0024] In the second step, S2, the vehicle or motor vehicle from the fleet that is closest to the person is determined. The vehicles' position data is continuously transmitted to the cloud via an integrated data module. In addition to the distance, the system checks whether the vehicle is suitable for the specific conditions, for example, whether it has sufficient fording capability or is designed for transporting people.

[0025] In the third step, S3, the system analyzes whether the nearest vehicle has sufficient range to pick up the person and transport them safely to the safe space. Factors such as battery capacity, route length, and potential detours are taken into account. Additionally, external information such as real-time traffic data or road conditions can be included in the calculation, particularly to verify the feasibility of the planned route.

[0026] If the vehicle does not have the necessary range, it will be excluded from this iteration in the fourth step S4.

[0027] The cloud then returns to step S2 to determine an alternative vehicle or another motor vehicle from the fleet.

[0028] Once a suitable vehicle has been identified, in step five (S5) the person is assigned to that vehicle. The calculated route is transmitted to the vehicle, while the person in distress receives a notification with an estimated time of arrival. This communication takes place, for example, via an app or an SMS-based system, particularly as a subsystem of the Emergency Assistance System 10.

[0029] After the route planning, the sixth step, S6, checks whether the vehicle still has sufficient remaining range to reach other people in need. Charging stations or refueling options along the route can also be taken into account to maximize the vehicle's availability.

[0030] In the seventh step S7, the vehicle's capacity is checked to ensure that there is no overloading in the emergency situation and, in particular, that all planned persons in distress can be transported safely.

[0031] If there are other unplanned persons nearby, the emergency assistance system 10 checks in an eighth step S8 whether these persons can be integrated into the current route.

[0032] If no further passengers can be scheduled or if capacity and range are exhausted, in a ninth step (S9), the journey to the safe space is initiated. The vehicle receives the route via the data module, and the driver is supported, for example, by warning signals and navigation instructions.

[0033] However, if there are people not yet included in the plan, in a tenth step S10 the next person furthest away from the safe space is determined.

[0034] In step eleven, S11, the emergency assistance system 10 checks whether a detour via this person's location is possible given the vehicle's remaining range. If so, the detour is planned in step twelve, S12, and the route is updated accordingly. The emergency assistance system 10 then returns to step S6 to reassess the remaining range.

[0035] If a detour is not possible, the person is excluded from this journey in step thirteen, S13. The emergency assistance system 10 then returns to step S8 to check whether other people in the vicinity can be scheduled. Throughout the entire process, the cloud-based infrastructure takes into account dynamic changes such as changes in the people's positions and / or sudden changes in weather conditions. External data sources and continuous feedback from the vehicles to the cloud enable an adapted and improved rescue strategy that adjusts to the respective conditions.

[0036] This architecture describes only one possible implementation of the emergency assistance system 10 and enables effective rescue in various emergency scenarios. It remains flexible and can be adapted to specific requirements at any time.

[0037] In summary, the invention proposes a Flood Saver Rescue Mode and thereby optimized rescue routes for autonomous motor vehicles in flood areas by means of the emergency assistance system 10. Reference symbol list 10 Emergency Assistance System S1-S13 steps QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 005 085 A1

[0003]

Claims

[1] Emergency assistance system (10) for providing assistance by at least one motor vehicle in the event of an emergency, with a data recording device for recording weather conditions, whereby the emergency assistance system can be switched on depending on the recorded weather conditions, with a position detection device, by which a first position of the at least one motor vehicle can be detected, by which a second position of at least one emergency-triggering auxiliary signal can be detected, and by which a third position of at least one safety signal can be detected, and with an electronic computing device, which is designed to calculate a respective path between the respective positions and to send a rescue signal to the at least one motor vehicle so that the motor vehicle travels at least one path. [2] Emergency assistance system (10) according to claim 1, characterized by that the electronic computing device is designed to evaluate a respective driving situation for the respective routes depending on the detected weather conditions and to transmit the rescue signal to the at least one motor vehicle depending on the evaluation, so that the motor vehicle travels the at least one evaluated route. [3] Emergency assistance system (10) according to claim 2, characterized by that the respective driving situations can be classified into danger levels. [4] Emergency assistance system (10) according to claim 3, characterized by that if a route is in a dangerous driving situation, an alternative route with a non-dangerous driving situation can be identified. [5] Emergency assistance system (10) according to one of the preceding claims, characterized bythat the application of the emergency assistance system (10) can only be carried out after authorization by a user. [6] Emergency assistance system (10) according to one of the preceding claims, characterized by that at least one further auxiliary signal and a further path from the first auxiliary signal to the at least one further auxiliary signal can be detected. [7] Emergency assistance system (10) according to claim 6, characterized by that, if there are a large number of auxiliary signals, the path to the auxiliary signal with the furthest position from the current position of the motor vehicle can be detected first, and the motor vehicle then travels this path first. [8] Emergency assistance system (10) according to claim 6 or 7, characterized by that, if there are a large number of auxiliary signals, all paths to the auxiliary signals with their respective positions relative to the motor vehicle can be combined into one route. [9] Emergency assistance system (10) according to one of claims 6 to 8, characterized by that, in the case of a large number of auxiliary signals, respective rescue signals can be transmitted to respective motor vehicles of a large number of motor vehicles in such a way that each motor vehicle only takes one route to the respective position of the respective auxiliary signal. [10] Method for providing assistance by at least one motor vehicle in an emergency by means of an emergency assistance system (10), in which weather conditions are recorded by a data recording device, and the emergency assistance system is switched on depending on the recorded weather conditions, a first position of the at least one motor vehicle, a second position of an emergency-triggering auxiliary signal and a third position of a safety signal are detected by a position detection device, a respective path between the respective positions, including a first path from the first position to the second position and a second path from the second position to the third position, is calculated by an electronic computing device, a rescue signal is sent to at least one motor vehicle, and at least one motor vehicle travels the calculated route.

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