System and method for automatically opening vehicle windows

Abstract

A system and method for triggering the opening of powered side windows and / or sunroof windows in a passenger vehicle in the event of an unexpected event such as, but not limited to, submersion, collision, rollover, collision with rollover, fire, and the presence of a certain range of oxides and volatile organic compounds and / or other hazardous gases within the vehicle, to allow the driver and passengers an opportunity to exit the vehicle in such conditions.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This application claims the benefit of U.S. Provisional Patent Application No. 61 / 315,862, filed March 2, 2022, which is incorporated by reference in its entirety.

[0002] The present invention relates to a system and method for automatically opening a window in a vehicle, for example due to submersion in water. [Background technology]

[0003] Each year, drivers and passengers of road vehicles unintentionally strike or plunge into bodies of water, such as lakes, rivers, waterways, sinkholes, coastlines, or fall through thin ice, resulting in floods and flash floods that cause thousands of people to drown in their vehicles each year around the world, and hundreds in North America alone.

[0004] Known in the art is U.S. Patent No. 9,206,637 (PERCHER), issued on December 8, 2015. This patent discloses a system for automatically opening power windows of a passenger vehicle after unintentional submersion in a body of water or after the vehicle is submerged by flood water. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] U.S. Pat. No. 9,206,637 Summary of the Invention

[0006] In accordance with the present invention, there is provided a method for automatically opening at least one window of a vehicle, the at least one window being operatively connected to an electrical system of the vehicle, the method comprising: a) detecting a water-immersed condition of a vehicle, If a flooded condition is detected, detecting the vehicle's upright position; opening at least one window if an upright state is detected; b) detecting an accident condition of the vehicle, Detecting a stationary state of the vehicle if an accident condition is detected; and if a stationary state of the vehicle is detected, opening at least one window.

[0007] In an embodiment, the accident condition includes a vehicle rollover condition and / or a crash condition.

[0008] In an embodiment, the method comprises: c) detecting a fire condition within the vehicle, If a fire condition is detected, opening at least one window.

[0009] In an embodiment, the method comprises: d) detecting an oxide or volatile organic compound condition within the vehicle, and opening at least one window if an oxide or volatile organic compound condition is detected.

[0010] In an embodiment, the method includes detecting whether the vehicle includes a sunroof window.

[0011] According to another aspect of the present invention, there is provided a system for automatically opening at least one window of a vehicle, the at least one window being operably connected to an electrical system of the vehicle, the system comprising an electronic control module (ECM), the electronic control module comprising: a) Detecting a flooded state of the vehicle; If a flooded condition is detected, detecting the vehicle's upright position; If an upright state is detected, open at least one window; b) Detecting an accident condition of the vehicle; Detecting a stationary state of the vehicle if an accident condition is detected; If a stationary state of the vehicle is detected, the at least one window is configured to open.

[0012] In an embodiment, the system includes a water detection module (DM) for detecting a water submersion condition, and the electronic control module (ECM) is connected to the water detection module (DM).

[0013] In an embodiment, the system comprises at least one inertial measurement sensor (IMS) for detecting an upright state, and the electronic control module (ECM) is connected to the inertial measurement sensor (IMS).

[0014] In an embodiment, the accident condition includes a fall condition, the system comprises a fall detection module (RDM) for detecting the fall condition, and the electronic control module (ECM) is connected to the fall detection module (RDM).

[0015] In an embodiment, the accident condition includes a crash condition, the system comprises at least one crash detection module (CDM1, CMM2) for detecting the crash condition, and an electronic control module (ECM) is connected to the at least one crash detection module.

[0016] In an embodiment, the system includes a fire detection module (FDM) for detecting a fire condition in a vehicle, and an electronic control module (ECM) connected to the fire detection module (FDM), the electronic control module (ECM) configured to open at least one window if a fire condition is detected.

[0017] In an embodiment, the system includes an oxide and volatile organic compound module (OVDM) for detecting an oxide or volatile organic compound condition in a vehicle, and an electronic control module (ECM) is connected to the oxide and volatile organic compound module (OVDM), and the electronic control module (ECM) is configured to open at least one window if an oxide or volatile organic compound condition is detected.

[0018] In an embodiment, the system is configured to trigger the opening of the powered side windows of a passenger vehicle in the event of an unexpected event, such as, but not limited to, submersion, collision, rollover, collision with rollover, fire, and the presence of a certain range of oxides and volatile organic compounds and / or other harmful gases within the vehicle, to allow the driver and passengers an opportunity to exit the vehicle in such conditions.

[0019] In an embodiment, the system comprises an Electronic Control Module (ECM) comprising ECM hardware having associated programming including software, firmware, priority matrix computing and other software related considerations to manage the prioritization of input signals received from the vehicle and the issuance and correct timing of subsequent output commands to lower a powered side window of a passenger vehicle.

[0020] Other objects, advantages and features of the present invention will become more apparent upon reading the following non-restrictive description of specific embodiments thereof, given by way of example only with reference to the accompanying drawings. [Brief description of the drawings]

[0021] [Figure 1] FIG. 2 is a schematic diagram showing the electronic components of the system according to a preferred embodiment of the present invention.

[0022] [Diagram 2] 3 is a table illustrating a priority logic model of how the system operates in accordance with a preferred embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] The invention will now be explained in more detail by the following non-limiting examples with reference to the drawings.

[0024] In an embodiment, a system 10 is provided that is configured to prevent drowning in a vehicle, such as a light passenger vehicle. The system 10 provides a safe exit opportunity from a flooded or water-filled vehicle by automatically lowering at least one window, and preferably all side power windows, when the vehicle is in an upright (not upside down) position. Submersion can occur due to a vehicle accident in which the vehicle enters a body of water (lake, river, waterway, etc.) and subsequently sinks. It can also occur when flood water enters the passenger compartment of the vehicle and continues to completely fill the interior until the air pocket is eliminated. In either case, pressure exerted by the external water on the vehicle door prevents the door from opening. After about one minute of impact with the body of water, or when the external water presses against the side windows, the side windows can no longer be opened either. If there are passengers inside the vehicle beyond this time, drowning becomes inevitable.

[0025] In an embodiment, the system 10 includes a Water Detection Module (DM) 12 that is typically installed in the engine compartment or at the heaviest location in the vehicle. The DM 12 has integrated sensors that continuously monitor the pitch and roll axes of the vehicle. The sensors include accelerometers and / or multi-axis inclinometers and are programmed with a tolerance range of pitch and roll angle settings that indicate an upright (non-inverted) vehicle position. During submersion, pitch and roll measurements that fall outside of pre-set parameters indicate the vehicle is not upright. The DM 12 may be hardwired to dedicated window relays (PWCMs) via waterproof heavy 14-gauge wiring. These relays (PWCMs) are installed in the vehicle doors and connected to window lift actuators (motors) to lower the windows in response to commands issued by the DM. Alternatively, if the window operation function is managed by the vehicle's ECU 48, the DM 12 may be wirelessly connected to a window relay (PWCM) or may issue a command to lower the windows to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication bus, such as the CAN bus 22 and / or the LIN bus 20.

[0026] Standard relays on vehicle doors, rated for up to 20 amps, are unable to lower the window when submerged due to the pressure exerted on the door and window by outside water and the resulting excessive electrical stress that may be placed on the relay. The PWCM consists of up to four single-pole / single-throw (SPST) relays (rated for up to 40 amps) and heavy 14-gauge waterproof wiring. These components are not standard in passenger vehicles and are implemented to prevent relay overload and wiring shorting upon contact with water. They allow the correct amount of current required to actuate the window lift actuator (motor) from the fully closed window position to the fully open window position upon continuous water detection by the DM. Current (voltage and amperage) is conducted from the 12V car battery through the waterproof wiring and through the relays to power the window motor until the window is fully opened.

[0027] As an alternative to SPST relays, which typically require one relay per powered side window, double-pole / double-throw (DPDT) relays can accommodate more windows using fewer relays in light passenger vehicles. Similarly, relays can be used in place of solid-state switches, which may be smaller and require fewer switches than relays. The selection and use of smaller, more efficient electronic relays and / or switches forms the basis of the new Power Window Control Module (NPWCM) 14. The NPWCM 14 facilitates installation in vehicles where available space within the door may be limited or prohibited.

[0028] The system 10 is configured to detect an unexpected event, such as a vehicle submerged in water, and automatically lower a powered side window of a passenger vehicle to provide the occupants with a means of escape from a potentially deadly situation. The system 10 builds upon the teachings of U.S. Pat. No. 9,206,637 (PERCHER) to expand its capabilities. To broaden the range of vehicle escape opportunities enabled by the system 10, new functional features are integrated to provide vehicle escape opportunities on land in addition to vehicle escape when submerged in water.

[0029] The system 10 provides an exit strategy in vehicle submersion situations, including flooding, but is configured to operate in several other situations. The detection module (DM) 12 is one of several input signal generators used by the system. Other input signal generators include, but are not limited to, 1) the various modules described herein, and 2) signals generated by other "applications, safety systems and / or sensor networks already available and functional within the vehicle that transmit data and / or signals over the vehicle's CAN bus, LIN bus, or other electronic communication bus" (referred to as other signal inputs).

[0030] The various input signal generators send data and / or signals to an Electronic Control Module (ECM) which processes priorities via logic models and algorithms to trigger automatic opening of the passenger vehicle's powered side windows in the event of, but not limited to, vehicle submersion, fire, collision, rollover, crash with rollover, or the presence of oxides or volatile organic compounds (VOCs) or other harmful gases within the vehicle via a Novel Power Window Control Module (NPWCM) 14. This multi-function vehicle evacuation system is shown in FIG.

[0031] The concept of powered side window lowering allows for increased safety for vehicle occupants when considering shatterproof glazing, such as laminated glass and polycarbonate windows, or other shatterproof window types available in some passenger vehicles. Polycarbonate glazing reduces overall vehicle weight, allows for novel design features such as panoramic roofs, and provides protection from highway debris, but can also impede evacuation from the vehicle and delay rescue of occupants from the vehicle.

[0032] The concept of increasing the range of vehicle escape opportunities that the system offers by adding new sensor detection capabilities is expected to result in a significant reduction in the number of fatalities and serious injuries, including but not limited to smoke inhalation, that occur each year when people become trapped in road vehicles or when rescue is delayed due to the amount of time emergency responders must spend cutting doors or destroying shatterproof windows to reach trapped occupants.

[0033] Considering the automotive industry's efforts to develop Level 4 and Level 5 autonomous vehicles as defined by the Society of Automotive Engineers (SAE), as well as the emergence of fleets of autonomous vehicles owned and operated by automotive industry participants under models such as Transportation as a Service (TaaS) or Shared Autonomous Vehicles (SAV), the concept of adding new detection capabilities to the system, as discussed above, is expected to reduce the number of potential road deaths and injuries that can occur due to mechanical error by providing occupants with a means to escape the vehicle.

[0034] The concept of providing vehicle escape opportunities on land and in water can also benefit automotive industry participants such as manufacturers, OEMs, and fleet owners, helping to safeguard the TaaS and SAV vehicle ownership models with liability mitigation by preventing fatalities.

[0035] In accordance with a preferred embodiment of the system, an electronic control module (ECM) 16 having integrated priority logic computing is provided, the electronic control module comprising: an integrated inertial measurement sensor (IMS) 18 including, but not limited to, an accelerometer and / or a multi-axis inclinometer and / or an inertial measurement unit (IMU) and / or a gyroscope and / or a multifunction detector module (DM); A detection module as described herein; other input data or signals generated by applications and safety systems already available and functioning in the vehicle, which are sent via the vehicle LIN bus 20, CAN bus 22, or other electronic communication bus to the vehicle's electronic control unit (ECU) 48; Including but not limited to receiving an input signal from an additional "empty" port for integrating future input signals from a sensor / detector network.

[0036] According to this preferred embodiment, the electronic control module (ECM) 16 receives input data and / or signals via a direct connection to the vehicle's electronic control unit (ECU) 48 via 1) an integrated inertial measurement sensor 18, including but not limited to an accelerometer and / or a multi-axis inclinometer and / or an inertial measurement unit (IMU) and / or a gyroscope and / or a multifunction detector module (DM) 12, 2) other modules described herein, and 3) a LIN bus 20, a CAN bus 22, and / or other electronic communication bus for receiving "other signal inputs."

[0037] According to this preferred embodiment, the electronic control module (ECM) 16 is directly connected to the new power window control module (NPWCM) 14 for lowering the vehicle's power side windows 24 via the window controls (WC) 26 in response to command signals issued by the ECM 16. Alternatively, if the window operation functionality is managed by the vehicle's electronic control unit (ECU) 48, the ECM 16 can be connected to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, such as the CAN bus 22 and / or LIN bus 20, without the new power window control module (NPWCM) 14, for lowering the vehicle's power side windows 24 via the window controls (WC) 26 in response to commands issued by the ECM 16.

[0038] Considering that all passenger cars have side windows 24, and that most operational passenger cars (already in use in 2022) and all new passenger cars manufactured have powered side windows, the present system 10 lowers the passenger car's powered side windows 24 as a primary vehicle evacuation strategy. However, some passenger cars are equipped with sunroofs 28. Unexpectedly, sunroofs 28 can provide an additional advantage with respect to vehicle evacuation, and opening them is considered a secondary vehicle evacuation strategy for the present system.

[0039] Because the vehicle roof is submerged after the side windows 24, a sunroof 28 located in the roof of a passenger vehicle can provide more evacuation time for occupants in a vehicle submersion scenario.

[0040] In a basic configuration where the vehicle does not have a sunroof 28, the system 10 can be pre-programmed with pitch (side to side rotation angles) and roll (fore to aft rotation angles) parameters that will inform if the vehicle is in a safe upright (non-inverted) position. The pitch parameters programmed into the system 10 can be narrow (±30°) to ensure that all powered side windows are above the water line before the system issues a command to lower the side power windows.

[0041] However, the sunroof 28 may be located in the passenger vehicle ceiling to provide a wider pitch parameter (the vehicle may rotate further to one side of the vehicle such that the side windows 24 on one side of the vehicle may be below the water line while the sunroof 28 is still above the water line). In land situations requiring escape from the vehicle or to facilitate rescue of occupants from the vehicle, automatically opening the sunroof 28, in addition to the powered side windows 24, may provide an additional egress strategy for occupants or provide first responders with an additional access point to trapped occupants. Finally, if the powered side windows 24 become inoperable during a vehicle crash or rollover, opening the sunroof 28 represents an auxiliary egress strategy for vehicles equipped with them.

[0042] The sunroof control (SC) 32 is typically managed and communicated over the vehicle's LIN bus 20. In order to automatically open the sunroof 28 in the event of an unexpected event, a new sunroof control module (NSCM) 30 capable of communicating with the communication protocol of the LIN bus 20 may be used, regardless of whether the sunroof 28 is a retractable panoramic sunroof, a single pane retractable sunroof, a multi-pane retractable sunroof, or a folding sunroof. The NSCM 30 may be a modified NPWCM 14 that allows the sunroof 28 to be automatically opened.

[0043] According to this preferred embodiment, electronic control module (ECM) 16 is directly connected to a novel sunroof control module (NSCM) 30 for opening the vehicle's sunroof 28 via a sunroof control unit (SC) 32 in response to a command signal issued by ECM 16, if the vehicle is equipped with a sunroof 28.

[0044] 1, an electronic control module (ECM) 16 can be directly or indirectly connected to various electronic communication buses of the passenger vehicle, such as, but not limited to, a LIN bus 20 and a CAN bus 22, to trigger the opening of all types of passenger vehicle side power windows 24 in the event of a crash and / or rollover via a new power window control module (NPWCM) 14. Additionally, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via a new sunroof control module (NSCM) 30, if the vehicle is equipped with a sunroof 28.

[0045] 1, fire, smoke, heat and / or combustion by-product sensors and / or detector networks and / or fire detector modules (FDM) 34 may be connected to electronic control module (ECM) 16 to trigger the opening of all types of passenger vehicle side power windows 24 in the event of a vehicle fire or risk of fire via novel power window control module (NPWCM) 14. Additionally, ECM 16 may trigger the opening of the vehicle's sunroof 28 via novel sunroof control module (NSCM) 30 if the vehicle is equipped with a sunroof 28. Alternatively, if the window operation functions are managed by the vehicle's electronic control unit (ECU) 48 to lower the vehicle's power side windows 24 or open the sunroof 28 via the window controls (WC) 26 in response to commands issued by the ECM 16 in the event of a fire or risk of fire, the ECM 16 can be connected to the vehicle's electronic control unit (ECU) 48 via a connection to the vehicle's electronic communication buses, such as the CAN bus 22 and / or LIN bus 20, without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30.

[0046] 1, a sensor, detector, or network of sensors and / or detectors capable of detecting oxides and volatile organic compounds (VOCs), and / or an oxide and volatile organic detector module (OVDM) 36 can be connected to an electronic control module (ECM) 16 to trigger the opening of all types of passenger vehicle side power windows 24 via a novel power window control module (NPWCM) 14 in the event that oxides and VOCs are present within the passenger compartment of the vehicle. Additionally, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via a novel sunroof control module (NSCM) 30 if the vehicle is equipped with a sunroof 28. Alternatively, without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30, the ECM 16 can be connected to the vehicle's electronic control unit (ECU) 48 via a connection to the vehicle's electronic communication bus, such as the CAN bus 22 and / or the LIN bus 20, if the window operation function is managed by the vehicle's electronic control unit (ECU) 48 to lower the vehicle's power side windows 24, or sunroof 28, via the window controls (WC) 26 in response to commands issued by the ECM 16 when oxides and VOCs are present in the vehicle passenger compartment.

[0047] According to Fig. 1, the multi-function detection module (DM) 12 is connected to the electronic control module (ECM) 16 to trigger the opening of the side electric windows 24 of all types of passenger cars in case of vehicle submersion or flooding via the new power window control module (NPWCM) 14. Furthermore, the ECM 16 can trigger the opening of the sunroof 28 of the vehicle via the new sunroof control module (NSCM) 30, if the vehicle is equipped with a sunroof 28. Alternatively, the ECM 16 can be connected to the electronic control unit (ECU) 48 of the vehicle via the electronic communication bus of the vehicle, such as the CAN bus 22 and / or the LIN bus 20, without the new power window control module (NPWCM) 14 or the new sunroof control module (NSCM) 30, if the window operation function is managed by the electronic control unit (ECU) 48 of the vehicle to lower the vehicle's electric side windows 24 or open the sunroof 28 via the window control unit (WC) 26 in case of vehicle submersion or flooding, depending on the command issued by the ECM 16.

[0048] 1, applications, safety systems and / or other sensor networks already available and functioning in the vehicle, sending input data or signals via LIN bus 20, CAN bus 22 or other electronic communication buses, can be directly or indirectly connected to electronic control module (ECM) 16 to trigger the opening of all types of passenger vehicle side power windows 24 via novel power window control module (NPWCM) 14 upon the occurrence of an unexpected event such as, but not limited to, a fire, smoke, collision, vehicle rollover, crash involving rollover, or the presence of oxides and / or volatile organic compounds (VOCs) in the vehicle. Additionally, ECM 16 can trigger the opening of the vehicle's sunroof 28 via novel sunroof control module (NSCM) 30, if the vehicle is equipped with a sunroof 28.

[0049] Remarkably, the system is a passive safety system that goes beyond the original purpose of the basic system of preventing drowning in a submerged vehicle by automatically creating a vehicle escape opportunity by lowering the powered side windows of the passenger vehicle when a potentially life-threatening situation occurs, whether on land or in water, to allow passengers to exit the vehicle or assist emergency responders in rescuing passengers from the vehicle, becoming a standard passenger vehicle safety strategy. In addition to lowering the powered side windows, the system can also open a sunroof, if the vehicle is equipped with one, as an auxiliary exit strategy.

[0050] In a preferred embodiment of the system 10, the electronic control module (ECM) 16 is located in the passenger compartment of the vehicle to withstand typically destructive events, including but not limited to collisions, rollovers, and fires. The multifunction detection module (DM) 12 may be located in the engine compartment, or in the heaviest location of the passenger vehicle if the vehicle is not front-heavy. The electronic control module (ECM) 16 becomes a "node" when it is directly connected to the vehicle's CAN bus 22, LIN bus 20, or other electronic communication bus via a host processor to receive input data and / or signals transmitted by applications, safety systems, or sensor networks already available and functioning in the vehicle to reduce hardware redundancy.

[0051] In the new concept, all powered side windows of all types of passenger vehicles are lowered due to a direct, full and continuous current draw from the vehicle's 12 battery power supply in response to a signal or command issued by the electronic control module (ECM) 16 via a new power window control module (NPWCM) 14. If the vehicle is equipped with a sunroof 28, the sunroof 28 is opened in addition to the side power windows 24 due to a direct, full and continuous current draw from the vehicle's 12 battery power supply in response to a command issued by the electronic control module (ECM) 16 via a new sunroof control module (NSCM) 30.

[0052] In a preferred embodiment, the various components that together form the overall system are treated as individual modules. The modular design advantageously facilitates the addition or removal of modules depending on the type of vehicle without interfering with the overall purpose and proper functioning of the system, facilitating adaptability and integration of the system 10.

[0053] The multi-function detection module (DM) 12 may be connected to the ECM 16 via the ECM CAN BUS 38 via a CAN BUS adapter 40 .

[0054] A sensor and / or detector network, or module, that detects heat, smoke, and / or combustion by-products associated with a vehicle fire is considered a fire detection module (FDM) 34, regardless of whether such a sensor / detector network is already available and functional in the passenger vehicle or not yet available and functional.

[0055] A sensor and / or detector network, or module, that detects oxides and volatile organic compounds is considered an Oxide and Volatile Organic Compound Detection Module (OVDM) 36, regardless of whether such a sensor / detector network is already available and functional in the passenger vehicle, or not yet available and functional.

[0056] Various applications, safety systems or other sensor networks already available and functional in the passenger vehicle transmit input data and / or signals to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, including but not limited to the CAN bus 22 and the LIN bus 20. By directly or indirectly connecting the electronic control module (ECM) 16 to such electronic communication buses to receive input data and / or signals related to a passenger vehicle crash, the electronic control unit (ECU) 48 and electronic communication buses, such as the CAN bus and / or the LIN bus, are considered to be one of the input components, but not all of the input components, that form the crash detection module (CDM1) 42.

[0057] Alternatively, if it is not possible to connect the electronic control module (ECM) 16 to at least one of the passenger vehicle's electronic communication bus, CAN bus and / or LIN bus to receive input data and / or signals related to a vehicle crash, a network of sensors and / or detectors for detecting a passenger vehicle crash is developed and is considered as one of the input components rather than all of the input components forming the alternative crash detection module (CDM2) 44.

[0058] In addition to other signal inputs received by electronic control module (ECM) 16 from a vehicle electronic control unit (ECU) 48 via a vehicle electronic communication bus, such as a CAN bus and / or a LIN bus, the modules of system 10 also form components of crash detection modules for both CDM1 42 and CDM2 44. The features and advantages of the present subject matter will become more apparent in light of the description contained under "Crash Detection Modules (CDM1 and CDM2)."

[0059] Various applications, safety systems and / or sensor networks available and operative in a passenger vehicle generate input data and / or signals related to vehicle rollover, such as, but not limited to, crash event duration, vehicle roll angle and airbag deployment, and communicate such data and / or signals via various electronic communication buses, CAN buses and / or LIN buses. By directly or indirectly connecting an electronic control module (ECM) to the various electronic communication buses, CAN buses and / or LIN buses, the ECM receives such input data and / or signals related to vehicle rollover. Thus, the electronic communication bus is considered to be one of the input components, but not all of the input components that form the rollover detection module (RDM) 46.

[0060] Additionally, the integrated inertial measurement sensor 18 can detect when the vehicle has begun to tip over, as well as when the tip over has ended or the vehicle has come to rest. The inertial measurement sensor 18 can include, but is not limited to, an accelerometer and / or a multi-axis inclinometer and / or an inertial measurement unit (IMU) and / or a gyroscope and / or a multifunction detection module (DM) 12. It may be integrated within the electronic control module (ECM) 16, or it may be external but directly connected to the ECM 16. As an illustrative example, such a sensor can measure the linear forces and orientation of the vehicle using at least three vector planes. One such vector plane can be programmed to have a gravity vector (G) pointing towards the Earth's center of gravity. During tip over, the gravity vector continues to point to the Earth's center of gravity, while the coordinates describing the other vector planes change erratically as the vehicle rotates and / or moves. Once the vehicle comes to rest, the three-dimensional coordinates describing the vector planes become stable and do not change. This can be used to detect when the passenger vehicle has come to rest (is not tip over). Thus, the start (vehicle rolling or spinning) and end (stationary phase) of a fall can be detected and this input data is transmitted to the ECM 16.

[0061] Thus, the fall detection module (RDM) 46 is composed of inertial measurement sensors, which may include, but are not limited to, accelerometers and / or multi-axis inclinometers and / or IMUs and / or gyroscopes and / or multifunction detection modules (DMs), as well as input data and / or signals from the passenger vehicle's electronic control unit (ECU) 48, electronic communication buses, CAN buses and / or LIN buses. Additional sensor and / or detector networks, either already available and functional in the vehicle or not yet available and functional in the vehicle, may be integrated into the fall detection module to improve accuracy and functionality.

[0062] Collision Detection Modules (CDM1 and CDM2)

[0063] As described above, the various applications, safety systems and / or other sensor networks available and functioning in the passenger vehicle generate usable input data and / or signals that are transmitted over the various electronic communication buses, CAN bus 22 or LIN bus 20, within the vehicle.

[0064] As an illustrative example, it is also stated that an Event Data Recorder (EDR), which is similar to an Accident Data Recorder (ADR) and is often informally called an automotive black box, is a device installed in some automobiles to record information related to traffic collisions.

[0065] Specifically, an event data recorder (EDR) receives and records key data that can be used to identify that a crash and / or rollover has occurred. Front and side impact forces, Crash event duration, Display vehicle speed, Accelerator opening, Engine RPM, Brake application and anti-lock brake operation, Steering wheel angle, stability control engaged, Vehicle roll angle in case of rollover, Number of vehicle starts, Engagement of the driver and passenger safety belts and engagement of pretensioners or force limiters; Airbag deployment / speed / and failure of all airbags; Front seat position, Occupant size, Number of impacts (one or more impacts during the final impact event).

[0066] Considering the cost-cutting nature of the automotive industry, avoiding or reducing hardware redundancy is the main objective of the new concept. In light of the fact that other signal inputs from the vehicle may already be generated and available by accessing the on-board diagnostics (OBD), the present system 10 may access such data via a direct or indirect connection of the electronic control module (ECM) 16 to the passenger vehicle's electronic OBD port, the electronic control unit (ECU) 48 and / or electronic communication buses such as the CAN bus 22 and / or the LIN bus 20, thus forming part, if not all, of the collision detection module (CDM1) 42 input data. These "other signal inputs" are sent to the electronic control module (ECM) 16 for priority processing.

[0067] In a preferred embodiment of the system, Crash Detection Module (CDM1) 42, the system avoids sensor and / or detector redundancy by directly or indirectly connecting the Electronic Control Module (ECM) 16 to the vehicle's Electronic Control Unit (ECU) 48 via the vehicle's electronic communication bus, such as, but not limited to, the CAN bus 22 and / or the LIN bus 20.

[0068] Although some of the data accessible from the vehicle's various electronic communication buses relates to pre-crash data, the system 10 may only require post-crash data that confirms that one or more crashes have occurred. In relation to a vehicle crash, the electronic control module (ECM) 16 considers such data to be, but not limited to, stability control engagement, absolute vehicle speed, front and side crash forces, and crash event duration. These data represent input signals received by the electronic control module (ECM) 16 for priority processing to evaluate whether the vehicle's power side windows should be lowered.

[0069] In this preferred embodiment of the collision detection module (CDM1) 42, the passenger vehicle's electronic control unit (ECU) 48 and communication buses such as the CAN bus 22 and / or LIN bus 20 become the primary input signal sources and / or components rather than the only sources and / or components of the collision detection module (CDM1) 42.

[0070] The system 10 may be optimized to avoid interfering with the proper functioning of applications, safety systems, and other sensor networks already available and functioning in passenger vehicles, such as mass-adopted airbag systems. Unexpectedly, the system creates an opportunity for escape or rescue from the vehicle after a crash, with or without airbag deployment, without affecting the proper functioning of other, equally important, safety systems in the passenger vehicle.

[0071] The airbags are stated to deploy when a road vehicle is involved in an accident requiring the deployment of one or more airbags. Side airbags, commonly known as "curtain airbags", function best when the corresponding side window is closed (not lowered) and therefore acts as a support.

[0072] It also states that if a passenger vehicle is involved in a frontal accident, all frontal airbags (driver and passenger front airbags) will automatically deploy within or less than 1 / 120th of a second.

[0073] Similarly, NHTSA states that "...in the event of a moderate to severe crash, a signal is sent from the airbag system's electronic control unit to an inflator in the airbag module. An igniter in the inflator initiates a chemical reaction that produces harmless gases that inflate the airbag in the blink of an eye - or in less than 1 / 120th of a second. Because airbags deploy so quickly, serious, or sometimes fatal, injuries can occur if the driver or passenger is too close to the airbag or makes direct contact with the airbag when the airbag first begins to deploy..."

[0074] Similarly, it states that airbags should never deploy when the vehicle speed is below 8 miles per hour, that front airbags are designed not to deploy during a side impact or during a vehicle rollover, and that side airbags will not deploy unless the force is strong enough to trigger the system.

[0075] As previously mentioned, by having access to post-crash data, it is assumed that the airbags had sufficient time to deploy (inflate and deflate) during the crash. However, certain methods and additional input signals are considered for the Crash Detection Module (CDM1) 42 to ensure that the airbags have deployed.

[0076] Electronic control module (ECM) 16 initially determines that one or more crashes have occurred using data such as, but not limited to, stability control engagement, absolute vehicle speed, front and side crash forces, crash event duration and number of crashes.

[0077] As described above, the integrated inertial measurement sensor 18 may generate usable data and / or signals that indicate that the vehicle is stationary. Thus, the electronic control module (ECM) 16 also considers the additional data generated by the inertial measurement sensor 18 to determine that the vehicle is stationary (not moving and not spinning) following one or more collisions before issuing a command to lower the power side windows. The features and advantages of the electronic control module (ECM) 16 will become more apparent in light of the description contained in "Electronic Control Module (ECM)."

[0078] As an additional measure of occupant safety and to ensure that applications, safety systems, and other sensor networks available and functioning within the passenger vehicle have had time to perform their respective functions before the system lowers the power side windows 24, a variable time delay setting is available within the priority computing logic of the EMC. The time delay setting is variable, ranging from 1 to 60 seconds, to allow the manufacturer to set a time delay that best meets the needs of a given vehicle model. In addition to the signals and methods described above, the EMC 16 verifies whether a time delay has been set and considers the variable time delay before issuing a command to lower the vehicle's power side windows.

[0079] The ECM 16 processes and determines the priority of input signals accessed via various electronic communication buses, the CAN bus 22 or LIN bus 20, data from integrated inertial measurement sensors, and variable time delay criteria. If all conditions for lowering the powered side windows are met, the ECM 16 issues a command to lower the side powered windows 24 by connecting directly to the new powered window control module (NPWCM) 14 to provide an escape opportunity from the vehicle after a crash occurs or to remove a barrier for emergency responders, such as shatterproof glazing. Additionally, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via the new sunroof control module (NSCM) 30, if the vehicle is equipped with a sunroof 28. Alternatively, after a crash occurs, if the window operation function is managed by the vehicle's electronic control unit (ECU) 48, the ECM 16 issues a command to lower the side window 24 or open the sunroof 28 by connecting to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication bus, such as the CAN bus 22 and / or the LIN bus 20, without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30.

[0080] A second embodiment of the crash detection module (CDM2) 44 is connected to the electronic control module (ECM) 16, and the input signal from CDM2 44 to the ECM 16 is an initial signal that a crash has occurred, but is not the only input signal that the ECM 16 processes before issuing a command via the NPWCM 14 to lower the passenger vehicle power side window 24, or via the vehicle's electronic control unit (ECU) 48 to lower the passenger vehicle side power window 24 if the window operation function is managed by the vehicle's ECU 48.

[0081] To ensure that the airbags have had sufficient time to deploy (inflate and deflate), Electronic Control Module (ECM) 16 has access to "other signal inputs" from the vehicle, such as absolute vehicle speed, stability control engagement, crash event duration, and number of crashes. ECM 16 also considers input signals from integrated inertial measurement sensors 18 to ascertain when the vehicle has come to a standstill (stopped moving) and to signal that the crash event has ended. The features and advantages of Electronic Control Module (ECM) 16 will become more apparent in light of the description contained in "Electronic Control Module (ECM)."

[0082] In addition to the signals and methods described, the EMC 16 verifies whether a variable time delay ranging from 1 to 60 seconds has been set and takes into account the programmed delay before issuing a command to lower the vehicle's powered side windows 24.

[0083] If all stated conditions for lowering at least one of the passenger vehicle's powered side windows 24 are met following one or more crashes, the electronic control module (ECM) 16 issues a command to lower the side power windows 24 by connecting directly to the new power window control module (NPWCM) 14 to provide an opportunity to escape the vehicle or to allow rescue of the occupants. Furthermore, if the vehicle is equipped with a sunroof 28, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via the new sunroof control module (NSCM) 30. Alternatively, if the window operation function is managed by the vehicle's electronic control unit (ECU) 48 after a crash occurs, the ECM 16 issues a command to lower the side windows 24 or open the sunroof 28 by connecting to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, such as the CAN bus 22 and / or the LIN bus 20, without the new power window control module (NPWCM) 14 or the new sunroof control module (NSCM) 30.

[0084] Fall Detection Module (RDM) 46

[0085] It is stated that inertial measurement sensors, including but not limited to accelerometers and / or multi-axis inclinometers and / or inertial measurement units (IMUs) and / or gyroscopes and / or multifunction sensing modules (DMs), can detect the orientation and angular rotation rate of the vehicle, which is used to detect when a rollover of the passenger vehicle begins and when said rollover ends, and to indicate when the vehicle is in a stationary position.

[0086] The fall detection module (RDM) 46 is comprised of "other signal inputs" generated by applications, safety systems, and / or other sensor networks already available and functional in the vehicle, which are transmitted to the vehicle's electronic control unit (ECU) 48 via electronic communication buses, CAN bus 22 and / or LIN bus 20, and integrated inertial measurement sensors including, but not limited to, accelerometers and / or multi-axis inclinometers and / or inertial measurement units (IMUs) and / or gyroscopes and / or multifunction detection modules (DMs) and the data generated thereby.

[0087] Fatalities from vehicle rollovers are commonly stated to be the result of vehicle occupants being ejected through open windows during a vehicle rollover. The new concept aims to prevent ejections during a rollover by not lowering the powered side windows or opening the sunroof while a vehicle rollover is occurring, and only lowering the powered side windows or opening the sunroof 28 when the vehicle is stationary or not rolling over.

[0088] It has been mentioned above that the system is designed so as not to interfere with the proper functioning of other safety systems available and functional in the passenger vehicle, such as airbags, etc. Airbags, more precisely curtain airbags, require the corresponding powered side window to be closed or in the fully closed position in order to function properly.

[0089] According to publicly available market data, as mentioned above, airbags typically inflate within 1 / 120th of a second and deflate within a similarly short period of time. However, side airbags (curtain airbags) may remain inflated for longer periods of time during a rollover, up to 10 seconds or more. Some curtain airbags may remain inflated for several minutes during a rollover, taking into account the time it takes for the rollover to end. Although this feature is not a regulatory mandate, most curtain airbags have this feature in vehicles sold in North America as of 2018.

[0090] The electronic control module (ECM) 16 receives and / or accesses input signals from an integrated inertial measurement sensor 18 to indicate when a vehicle rollover has begun. This sensor 18 may also inform the electronic control module (ECM) 16 when the rollover event has ended and the vehicle is stationary. The electronic control module (ECM) 16 may access other input signals, such as, but not limited to, stability control engagement, absolute vehicle speed, crash event duration, and vehicle roll angle, from the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, CAN bus 22 and / or LIN bus 20, to verify that a rollover has actually been triggered and / or occurred.

[0091] Considering that a vehicle rollover may occur following one or more collisions or preceding one or more collisions, the Electronic Control Module (EMC) 16 receives and harmonizes input signals from the Rollover Detection Module (RDM) 46, the Crash Detection Modules (CDM1 42 and / or CDM2 44), and the Integrated Inertial Measurement Sensor 18 to verify that the initiated event has ended and that the vehicle is stationary (not moving, spinning, or rolling).

[0092] In addition to the signals and methods described, the EMC 16 verifies whether a variable time delay ranging from 1 to 60 seconds has been set and takes into account the programmed time delay before issuing a command to lower the passenger vehicle's power side windows.

[0093] If all described conditions for lowering at least one of the powered side windows of the passenger vehicle are met after a vehicle rollover or one or more vehicle collisions with or without rollover, the electronic control module (ECM) 16 issues a command to lower the side power windows 24 by connecting directly to the new power window control module (NPWCM) 14 to provide an opportunity to escape the vehicle or to allow rescue of the occupants. Additionally, if the vehicle is equipped with a sunroof 28, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via the new sunroof control module (NSCM) 30. Alternatively, if the window operation function is managed by the vehicle's electronic control unit (ECU) 48 after a rollover or a crash with or without rollover occurs, the ECM 16 issues commands to lower the side windows 24 or open the sunroof 28 by connecting to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, such as the CAN bus 22 and / or the LIN bus 20, without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30.

[0094] Fire Detection Module (FDM)34

[0095] The most common causes of vehicle fires include, but are not limited to, fuel leaks, electrical system failure, engine overheating, clogged or overloaded catalytic converters, carrying hazardous materials in the vehicle, smoking while driving, etc.

[0096] Electric vehicles can also pose a fire hazard, the causes of which can include arcing, damaged or punctured battery cells, etc.

[0097] In a preferred embodiment, the fire detection module (FDM) 34 is designed to detect the presence of smoke and / or combustion by-products and issue an input signal to the electronic control module (ECM) 16 for priority processing. The ECM 16 issues commands to lower the powered side windows if a situation is deemed unsafe due to smoke or fire within the passenger compartment, as well as outside the passenger compartment but still within the vehicle, such as in the engine bay, trunk, near the battery cells in an electric vehicle, etc. Additionally, the ECM 16 further issues commands to open the vehicle's sunroof 28 if the vehicle is equipped with a sunroof 28.

[0098] The Fire Detection Module (FDM) 34 includes a network of sensors and / or detectors that detect combustion by-products including, but not limited to, smoke, heat, particle density, and other combustible by-products.

[0099] The sensors and / or detectors forming the fire detection module (FDM) 34 may include, but are not limited to, catalytic combustion, electrochemical, infrared and / or photoionization detectors.

[0100] The electronic control module (ECM) 16 receives input signals from the fire detection module (FDM) 34 and considers other signal inputs from the vehicle before issuing a command to lower a powered side window. If the vehicle is stationary when the command is received by the ECM 16, a command may be issued to lower a powered side window of the passenger vehicle. If the vehicle is moving, the ECM 16 will not issue a command to lower the window until the vehicle is stationary. Additionally, the ECM 16 may trigger the opening of the vehicle's sunroof 28, if the vehicle is equipped with a sunroof 28.

[0101] Oxide and Volatile Organic Compound Detection Module (OVDM)36

[0102] The Oxidants and Volatile Organic Compounds (VOC) Module (OVDM) 36 consists of nodal assembled sensors and / or detectors that detect various oxidants, volatile organic compounds, and other chemicals and / or substances harmful to human health, connected directly to the Electronic Control Module (ECM) 16. The unit is placed within the passenger compartment of the vehicle. If the OVDM 36 detects the presence of oxidants, volatile organic compounds (VOCs), and / or harmful chemicals within the passenger compartment, an input signal is issued to the Electronic Control Module (ECM) 16.

[0103] The electronic control module (ECM) 16 manages pre-programmed priorities before issuing a command to lower the side power windows. If oxides, VOCs and / or harmful chemicals are detected within the passenger compartment, a command to lower the windows is issued via the new power window control module (NPWCM) 30. Additionally, if the vehicle is equipped with a sunroof 28, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via the new sunroof control module (NSCM) 30. Alternatively, if the window actuation function is managed by the vehicle's electronic control unit (ECU) 48, the ECM 16 issues a command to lower the side windows 24 or open the sunroof 28 without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30 by connecting to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication bus, such as the CAN bus 22 and / or the LIN bus 20.

[0104] Electronic Control Module (ECM) 16

[0105] Considering the analysis required to improve passenger vehicle occupant safety and the anticipated stringent industry requirements of the system 10, a central computing component is needed to manage priorities that receives input signals from the various sensor modules of the system 10, as well as other signal inputs from the vehicle's electronic control unit (ECU) 48 via the vehicle's communication buses, CAN bus 22 and / or LIN bus 20.

[0106] The ECM 16 is connected in a bidirectional open circuit with components and / or modules of the system 10 or electronic communication buses, such as the vehicle's electronic control unit (ECU) 48 and ECM CAN bus 38, to trigger, via a novel power window control module (NPWCM) 14, the lowering of at least one of the powered side windows 24 of all types of passenger road vehicles upon the occurrence of an unexpected and possibly catastrophic water and land event. Additionally, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via a novel sunroof control module (NSCM) 30, if the vehicle is equipped with a sunroof 28. Alternatively, the ECM 16 can issue commands to lower the side windows 24 or open the sunroof 28 by connecting to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication buses, such as the CAN bus 22 and / or the LIN bus 20, without the new power window control module (NPWCM) 14 or new sunroof control module (NSCM) 30, when an unexpected and possibly catastrophic water and land event occurs, if the window operation functions are managed by the vehicle's electronic control unit (ECU) 48.

[0107] The ECM 16 harmonizes all incoming data and / or signals and follows a predefined logic / priority protocol. The ECM sorts through the [if / or / and] logic to establish a sequencing of all unexpected events related to submersion of the passenger vehicle, fire, crash, rollover, crash with rollover, and the presence of oxides and / or volatile organic compounds (VOCs) and / or hazardous chemicals or substances in the passenger compartment, determines their priority and classifies them, and safely triggers the lowering of the passenger vehicle's powered side windows via commands issued via the new power window control module (NPWCM) 14. As a secondary vehicle evacuation strategy for passenger vehicles equipped with a sunroof 28, the ECM 16 can trigger the opening of the vehicle's sunroof 28 via the new sunroof control module (NSCM) 30. Commands to lower the windows 24 or open the sunroof 28 may alternatively be issued to the vehicle's electronic control unit (ECU) 48 over the vehicle's electronic communication buses, such as the CAN bus 22 and / or LIN bus 20, without the NPWCM 14 or NSCM 30, if the window operation functions are managed by the vehicle's electronic control unit (ECU) 48. FIG. 2 provides a non-exhaustive summary of the priority logic model used by the system, the decision-making sequence of each module, and priorities when two or more events occur simultaneously. The central computing component may be the electronic control module (ECM) 16 of the system 10. Alternatively, the priority logic of the system 10 may be exported by software and firmware and uploaded to the vehicle's ECU 48.

[0108] The electronic control module (ECM) 16 may also generate and manage diagnostic data that is accessed by built-in self-test (BIST) or by plugging a diagnostic tool into a designated outlet to enable efficient system maintenance.

[0109] The electronic control module (ECM) 16 connects directly or indirectly to the vehicle's electronic control unit (ECU) 48 via the vehicle's electronic communication bus, CAN bus 22 or LIN bus 20, to send and receive data from various safety applications, safety systems, and other sensor networks that are already available and functional in the passenger vehicle.

[0110] Power Consumption and Modules

[0111] The average current consumption of the system 10 is in the order of about 10 mA when the car is stopped. A power saving option, or sleep mode, of the system and / or of the individual modules is possible under certain conditions. A wake-up function on the CAN bus 22 may be appropriate to perform this operation. Alternatively, detecting the presence of a person via dielectric changes is possible by integrating a sensor in the passenger compartment, similar to how the multifunction detection module works.

[0112] Various sensors / detectors may have different "warm-up" times. These time differences relate to the time it takes for a given sensor / detector to become fully operational. These differences are taken into account and managed by the Electronic Control Module (ECM) 16 to ensure that the modules are functional when occupants are in the vehicle.

[0113] definition

[0114] Use of the terms "a" and "an" and "the" and similar referents in the context of describing the invention (particularly in the context of the claims which follow) should be construed to encompass both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context.

[0115] The terms "comprising," "having," "including," and "containing" are to be construed as open-ended terms (i.e., meaning "including, but not limited to") unless otherwise specified.

[0116] The recitation of ranges of values ​​herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated herein as if it were individually recited herein. All subsets of values ​​within ranges are also incorporated herein as if they were individually recited herein.

[0117] All methods described herein can be performed in any suitable order unless otherwise indicated herein or clearly contradicted by context.

[0118] The use of any and all examples or exemplary language (e.g., "etc.") provided herein is intended merely to better clarify the invention and does not limit the scope of the invention unless specifically claimed.

[0119] No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention.

[0120] As used herein, the term "about" has its ordinary meaning. In embodiments, it can mean ±10% or ±5% of the numerical value with which it is qualified.

[0121] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Claims

1. 1. A method for automatically opening at least one window of a vehicle, the at least one window being operably connected to an electrical system of the vehicle; detecting a water-submerged condition of the vehicle in a water detection module; and if the flooded condition is detected, detecting an upright state of the vehicle in the water detection module, the water detection module continuously monitoring pitch and roll axes of the vehicle, the water detection module being programmed with acceptable ranges of pitch and roll angle settings indicative of the upright condition, and opening the at least one window if the upright condition is detected. detecting a rollover state of the vehicle in the water detection module if a water inundation state is not detected, detecting a stationary state of the vehicle if the rollover state is detected, and opening the at least one window if the stationary state of the vehicle is detected. A method comprising:

2. Detecting a collision state of the vehicle; 10. The method of claim 1, further comprising: detecting a stationary state of the vehicle if the submersion state is not detected, the rollover state is not detected, and the crash state is detected; and opening the at least one window if the stationary state of the vehicle is detected.

3. Detecting a fire condition within the vehicle; 3. The method of claim 2, further comprising: opening the at least one window if the water flood condition is not detected, the rollover condition is not detected, the crash condition is not detected, and the fire condition is detected.

4. Detecting the state of oxides or volatile organic compounds in the vehicle; 4. The method of claim 2 or 3, further comprising: opening the at least one window if the water submersion condition is not detected, the rollover condition is not detected, the crash condition is not detected, and the oxide or volatile organic compound condition is detected.

5. A method according to any one of claims 1 to 3, wherein the at least one window is a side window or a sunroof window.

6. 1. A system for automatically opening at least one window of a vehicle, the at least one window being operably connected to an electrical system of the vehicle, the system comprising an electronic control module, the electronic control module comprising: a water detection module for detecting a water-logged state of the vehicle; If the flooding condition is detected, detecting an upright state of the vehicle in the water detection module, and opening the at least one window if the upright state is detected; Detecting a rollover state of the vehicle; If the water-logged condition is not detected and the rollover condition is detected, the system is configured to detect a stationary state of the vehicle, and to open the at least one window when the stationary state of the vehicle is detected.

7. The electronic control module includes: Detecting a collision condition of the vehicle; detecting a stationary state of the vehicle if the flooded state is not detected, the rollover state is not detected, and the collision state is detected; The system of claim 6 , further configured to open the at least one window when the stationary state of the vehicle is detected.

8. The electronic control module includes: detecting a fire condition within the vehicle; 8. The system of claim 7, further configured to open the at least one window if the water submersion condition is not detected, the rollover condition is not detected, the crash condition is not detected, and the fire condition is detected.

9. The electronic control module includes: Detecting the state of oxides or volatile organic compounds within the vehicle; 9. The system of claim 7 or 8, further configured to open the at least one window if the water submersion condition is not detected, the rollover condition is not detected, the crash condition is not detected, and the oxides or volatile organic compounds condition is detected.

10. A system described in any one of claims 6 to 8, wherein the water detection module is wired to a dedicated window relay.

11. 9. A system according to claim 6, further comprising at least one inertial measurement sensor for detecting the upright state, the electronic control module being connected to the inertial measurement sensor.

12. 9. The system of claim 6, further comprising a fall detection module for detecting the fall condition, the electronic control module being connected to the fall detection module.

13. 9. The system of claim 7 or 8, further comprising at least one crash detection module for detecting said crash condition, said electronic control module being connected to said at least one crash detection module.

14. 10. The system of claim 8, further comprising a fire detection module for detecting the fire condition within the vehicle, the electronic control module coupled to the fire detection module, the electronic control module configured to open the at least one window if the fire condition is detected.

15. 10. The system of claim 9, further comprising an oxide and volatile organic compound module for detecting the oxide or volatile organic compound condition within the vehicle, the electronic control module connected to the oxide and volatile organic compound module, and the electronic control module configured to open the at least one window when the oxide or volatile organic compound condition is detected.

16. 9. The system of claim 6, wherein the at least one window comprises a side window.

17. 9. The system of claim 6, wherein the at least one window comprises a sunroof window.

Images