A system for communicating information about dangerous vehicles and road conditions.

Abstract

This relates to automated electronic communications between vehicles, or between a vehicle and other receivers, regarding emergencies, dangers, and other events. [Solution] A system for notifying a vehicle of a dangerous condition includes a microprocessor configured to receive electronic signals from a vehicle indicating a dangerous condition involving the vehicle, and a first wireless transmitter operably communicating with the microprocessor. In response to receiving a signal indicating a dangerous event, the microprocessor transmits a first wireless signal via the first wireless transmitter indicating that the vehicle has become involved in a dangerous condition.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims the benefit of U.S. Provisional Patent Application No. 62 / 885,659, filed on August 12, 2019, and incorporates that provisional application herein by reference in its entirety as of the filing date thereof.

[0002] The present disclosure generally relates to communication of emergency situations to vehicles, and more particularly to automated electronic communication of emergency, hazardous, and other events between vehicles or between a vehicle and other receivers.

Background Art

[0003] There are systems that provide an extended image communication system for a vehicle in a distress, malfunction, or emergency situation. The extended image communication system may also be deployed when a vehicle activates an airbag or performs traction control, ABS, or similar automatic safety systems. The extended image communication system may rely on an increase in the flash rate (e.g., blinking) of a vehicle's signal lights or other lights that may include auxiliary lights or remote beacons. Various flash patterns may be utilized in a manner designed to attract attention or communicate more efficiently than the older, slower standard hazard lamp system. Examples of such extended image communication systems that rely on the use of a vehicle's signal lights are described in U.S. Patent No. 9,481,331 to Tucker et al. and U.S. Patent No. 9,616,810 to Tucker et al.

[0004] Enhanced image communication systems that rely on strobe lights or other visual enhancements work well to notify other drivers approaching a distressed vehicle that should be alerted, but they are inherently limited in their ability to notify drivers who may be extremely far away, behind other vehicles, rounding a curve or bend in the road, or whose view may be obstructed by other obstacles. Enhanced image communication systems also still rely on at least some degree of attention paid by other drivers, as well as their reaction time and ability to accurately assess or respond appropriately to emergency or distress image communications.

[0005] Furthermore, it remains up to individual drivers to know how and when to deploy their own safety systems, which can function to mitigate the chances of further distress events (e.g., collisions) or to adequately notify other traffic around them. It is sometimes observed that drivers activate their hazard lights to preemptively warn drivers behind or nearby when they encounter another vehicle in distress or another emergency. While this can be helpful, it is far from universally applicable. Moreover, simply activating hazard lights fails to inform drivers who are out of sight of the original event and do not know what happened or how to react. For example, in some cases it is perfectly appropriate to remain in a state of heightened alert (e.g., an animal on the road), but in other cases the best response to an emergency is to come to a complete stop (e.g., an overturned gasoline truck ahead).

[0006] Cars that are partially or fully autonomous already exist and are expected to become commonplace. Computer vision, radar, GPS, and other technologies are being deployed to enable autonomous vehicles to be as aware of their surroundings as possible for safe driving on roads and highways. Statistically, autonomous vehicles may already be safer than human drivers. However, autonomous vehicles still operate in much the same way as human drivers. They must "see" or "hear" distress events involving other vehicles on the road. Autonomous vehicles can "see" events that may indicate distress, but this is limited by their field of view, other vehicles, obstacles, etc. [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] What is needed are systems and methods for addressing the above and related issues. [Means for solving the problem]

[0008] In one aspect, the invention of the present disclosure includes a system for notifying of a hazardous condition on a vehicle. The system includes a microprocessor configured to receive an electronic signal from a vehicle indicating a hazardous condition involving the vehicle, and a first wireless transmitter operably communicating with the microprocessor. In response to receiving a signal indicating a hazardous event, the microprocessor transmits a first wireless signal via the first wireless transmitter indicating that the vehicle has become involved in a hazardous condition.

[0009] In some embodiments, the system includes or interfaces with a global positioning system unit that provides a microprocessor with location data corresponding to a vehicle, and the first wireless signal includes location data. A second wireless transmitter may be operably communicating with a personal electronic device, which provides the microprocessor with location data included in the first wireless signal.

[0010] In some cases, the wireless receiver also communicates operationally with the microprocessor. The microprocessor can receive instructions regarding a dangerous situation in another vehicle via the wireless receiver and provide such instructions within the vehicle. The microprocessor can electronically provide instructions regarding a dangerous situation in another vehicle to another system within the vehicle. The microprocessor can visually provide instructions regarding a dangerous situation in another vehicle to the occupants of the vehicle. In some cases, the microprocessor can provide instructions regarding a dangerous situation in another vehicle to a personal electronic device associated with the occupants of the vehicle. The system may include a head-up display, and as a result, visual instructions regarding a dangerous situation in another vehicle are provided to the occupants of the vehicle using the head-up display. The microprocessor can also provide instructions regarding a dangerous situation in another vehicle audibly to the occupants of the vehicle.

[0011] Some embodiments include a microprocessor configured to detect an indication from another vehicle that it is in a dangerous situation and to transmit a second wireless signal via a first wireless transmitter indicating that the other vehicle is in a dangerous situation. The indication from the other vehicle may be line-of-sight communication or visual indication from a forward-facing sensor communicably coupled to the microprocessor. In some cases, the forward-facing sensor includes a camera.

[0012] In another aspect thereof, the invention of the present disclosure includes an emergency vehicle safety system comprising a microprocessor for receiving notifications of vehicle-in-vehicle hazard conditions, a visual indicator visible from outside the vehicle and operably coupled to the microprocessor, and a wireless transmitter operably coupled to the microprocessor. When the microprocessor receives a notification of vehicle-in-vehicle hazard conditions, it provides a high-visibility visual signal on the visual indicator and provides a first wireless communication via the wireless transmitter.

[0013] In some embodiments, the wireless transmitter provides a first wireless communication to a cell phone tower. The wireless transmitter can also provide a first wireless communication to a receiver in another vehicle or to a satellite system.

[0014] A visual indicator may comprise a set of lights capable of functioning as hazard lights or turn signals. A high-visibility visual signal may include a signal having a flash rate exceeding the flash rate associated with using the set of lights as hazard lights and a flash rate exceeding the flash rate associated with using the set of lights as turn signals. In some cases, the microprocessor does not provide a first radio signal via a radio transmitter when the visual indicator is used as a hazard light or turn signal.

[0015] The microprocessor can receive notifications of hazardous situations involving the vehicle from user-operated switches inside the vehicle, from the vehicle safety subsystem, and / or from personal electronic devices. The microprocessor can receive vehicle location data from the Global Positioning System unit and provide the location data within the first wireless communication. In some cases, the Global Positioning System unit is provided in part by personal electronic devices.

[0016] In another aspect thereof, the invention of the present disclosure includes a system for providing real-time indication of a dangerous vehicle condition. The system includes a server communicating with a first microprocessor of a first vehicle, the first microprocessor being operable to receive signals from the first vehicle indicating a dangerous condition. The server receives indications of dangerous conditions from the first microprocessor and provides instructions to a second vehicle.

[0017] In some cases, the second vehicle may have a second microprocessor that communicates with a server to receive hazard signals and provide warnings to the occupants of the second vehicle. The first microprocessor may communicate with a global positioning system associated with the first vehicle and include location data from it in the hazard signal. The second vehicle may have a second microprocessor that communicates with a server to receive hazard signals and provide warnings to the occupants of the second vehicle only when the first vehicle is located within the roadway path of the second vehicle.

[0018] The second vehicle may be equipped with high-visibility external visual indicators that activate when a warning is provided. The second vehicle may be equipped with a second microprocessor that communicates with a server to receive instructions for a dangerous situation and to provide a warning to the occupants of the second vehicle only when the first vehicle is within a threshold distance from the second vehicle. The warning may include visual instructions provided on a head-up display, in some cases. The warning may also include an audible warning.

[0019] The second vehicle may also be equipped with high-visibility external visual indicators that activate when a warning is provided. The high-visibility external visual indicators may activate, and the operator of the second vehicle will slow down as the second vehicle approaches the position of the first vehicle. The high-visibility external visual indicators may operate as strobe lights located behind the second vehicle.

[0020] In another case, the second vehicle has a second microprocessor that communicates with a server to receive hazard indications and provide a warning to the occupants of the second vehicle only when the first vehicle is within the second vehicle's roadway path and within a threshold distance. In some cases, the second microprocessor only provides a warning when the second vehicle is on a course that would obstruct the first vehicle. Again, the second vehicle may have a high-visibility external visual indicator that activates when a warning is provided. [Brief explanation of the drawing]

[0021] [Figure 1] It is a schematic diagram of a vehicle emergency communication system according to an aspect of the present disclosure. [Figure 2] It is a communication link diagram of an embodiment of a vehicle emergency communication system according to an aspect of the present disclosure. [Figure 3] It is a communication link diagram of another embodiment of an emergency communication system link diagram according to an aspect of the present disclosure. [Figure 4] It is a diagram showing a potential relationship between a driving vehicle and a disabled vehicle on a road network. [Figure 5] It is a flowchart corresponding to one method of operation of an emergency vehicle communication system according to an aspect of the present disclosure.

MODE FOR CARRYING OUT THE INVENTION

[0022] According to the present disclosure, various methods and systems are provided that enable a vehicle to communicate the presence of a dangerous situation on a roadway to other vehicles, operators (whether human or computer) of those vehicles, such as emergency services, vehicle monitoring and control systems, etc. The systems of the present disclosure can also communicate other information related to the vehicle, other vehicles, or other states or information. In the case of communication between different vehicles, the system may be referred to as an inter-vehicle communication system (e.g., V2V). However, the communication may be transmitted and received from devices and systems remote from the vehicle, such as emergency services, traffic monitoring systems, streetlights, toll collection systems, etc. Such systems may be referred to as vehicle-to-all or vehicle-to-environment systems (e.g., V2X).

[0023] It should be understood that the terms vehicle, car, automobile, and the like refer to any vehicle operating on a roadway. This includes, without limitation, cars, trucks, vans, SUVs, tractor / trailers, buses, and motorcycles, whether autonomously or manually operated, carrying passengers, carrying goods, or empty. For the purposes of this disclosure, it should also be understood that wireless signals or communications can be intermittent or ongoing / continuous signals or communications. It can represent analog or digital communications. In the digital case, any one wireless communication or signal may include several smaller digital communications or signals that are divided for transmission and then reassembled by a receiver to complete the original communication or signal.

[0024] Figure 1 is an exemplary system according to the present disclosure. Figure 1 shows a simplified schematic diagram of a system 100 that can deploy a highly visible visual indicator on a vehicle and communicate the presence of such a deployment to other vehicles or systems. It should be understood that the systems of the present disclosure can rely on the presence or operation of conventional hazard lamps as well as highly visible visual indicators - not necessarily on a particular light or hazard / warning system that is actually deployed. For the purposes of this disclosure, a highly visible visual indicator is a lamp or light visible from outside the vehicle that can be distinguished from headlamps, marker lights, parking lights, brake lights, signal lights, or conventional hazard lamps based on a variable or increasing flash rate, variable or increasing contrast, variable or increasing brightness, changed or variable color, and / or combinations thereof.

[0025] Conventional hazard lights and signal lights, which have been installed on vehicles for decades, generally have a flash speed of approximately 2 cycles per second, or 2 Hz. This was partly due to the incandescent lighting and analog circuitry that were state-of-the-art technology when these systems were originally developed. This cycle speed persisted into modern times, even when vehicle lighting systems were fully controlled by a body control module (BCM) or other microcontroller. However, modern light-emitting diodes (LEDs) operated by microcontrollers, for example, offer more control over cycle speed, brightness, and other parameters. This allows for a fairly wide range of operation. For the purposes of this disclosure, a hazard light is considered a lighting system that operates according to a slow flash rate (e.g., about 2 Hz) supported by conventional incandescent bulbs and analog circuits, even if the lighting system is actually LED and / or microcontroller based.

[0026] In some embodiments, system 100 is microprocessor 102-based. It may have control routines encoded to run on the microprocessor 102. In other embodiments, a “hardcoded” silicon chip that is neither programmable nor reprogrammable may be used. In some embodiments, the microprocessor 102 may be considered a microcontroller and may include its own memory, I / O controller, A / D, D / A, etc. The microprocessor 102 (and the overall system 100) may be a standalone device installed as original equipment (for example, at the time of vehicle manufacture), as a system installed by a dealer in the aftermarket by a third party, or in any other manner. System 100 may also be a sub-component of a larger, more comprehensive system (such as a vehicle safety suite).

[0027] The microprocessor 102 may be a component or subcomponent of the BCM that was installed when the vehicle was assembled. In some cases, the functions of the microprocessor may be encapsulated as a BCM that is a component of the vehicle when it was first manufactured. In such cases, the BCM 106 and microprocessor 102 shown in Figure 1 are combined as a single component with all the illustrated connections (and possibly more). The BCM may typically be microprocessor / microcontroller based, and may utilize an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other logic device capable of implementing the required controls and routines.

[0028] In one embodiment, the microprocessor 102 receives a signal from the hazard switch 104. This may be a user-accessible hazard light switch used to activate hazard lights or high-visibility lighting devices. In other embodiments, the switch 104 is specifically a dedicated or auxiliary switch used to initiate a vehicle notification routine in the vehicle. In some embodiments, the switch 104 is a “soft switch” that operates on the vehicle’s multipurpose display or menu system 116. As will be further described herein, the switch 104 is just one way of operating the system 100 for the various functions described herein. In some embodiments, deployment may be automatic instead of, or in addition to, the switch 104. The display 116 may include a device associated with the vehicle’s OEM components, aftermarket devices, or personal electronic devices. For the purposes of this disclosure, personal electronic devices may include a telephone, tablet, laptop, or any other device that is not necessarily an essential component of the vehicle but is nevertheless capable of providing effective communication to the vehicle via a wired or wireless interface.

[0029] Voice activation provides a further way by which system 100 can be controlled. For this purpose, a microphone 119 may be provided. The microphone 119 may be dedicated to the microprocessor 102, or it may be part of an existing system such as a hands-free navigation system or a mobile phone or other personal electronic device that communicates by Bluetooth or the like. Thus, system 100 is useful even when the user is not fully capable or is partially incapable. Some vehicles today use cameras or other means to ensure that the driver's concentration is adequately focused on the task in front of them (even if It is also known that it is possible to determine that the driver has switched off from driving. Therefore, system 100 may act to notify of a dangerous situation even if the driver has not explicitly done so, and even if the associated vehicle has not yet deployed any other safety systems (e.g., towing control, airbags, etc.).

[0030] The microprocessor 102 can provide communication to an associated vehicle control module ("BCM") to activate one or more sets of vehicle-associated lights 108 in a flash, strobe, or other transmission pattern. The lights 108 may comprise a set of OEM signal lamps. These may be used as hazard lights or as high-visibility visual indicators based on control by the microprocessor 102 and / or the BCM 106.

[0031] In some embodiments, it should be understood that the microprocessor 102 comprises the BCM 106 itself. In other words, it can replace a known BCM, or it can have functions that are added to an existing BCM via hardware or software. It should be understood that such additions and modifications include both OEM and aftermarket configurations.

[0032] The vehicle may also be placed into a dangerous or distress mode via an automated vehicle system as described herein by the microcontroller 110. The microcontroller 110 may be a dedicated device and may be an ABS computer or sensor that monitors one or more wheels 112 for slip, skid, etc. It may also be a towing control computer. The microcontroller 110 may be an airbag controller or sensor for controlling one or more airbags 114. The microcontroller may also include an accelerometer. In some embodiments, the microcontroller 110 comprises a microprocessor 102 and / or a BCM 106. In further embodiments, one or more microcontrollers associated with the vehicle and / or system of this disclosure communicate via a Controller Area Network (CAN) bus or another network or protocol.

[0033] A forward-facing sensor (FLS) 120, such as a camera, radar, sonar, or other detection system, is illustrated as a component capable of collecting information from the roadway or other locations associated with the vehicle. The FLS 120 may also be a component of a vehicle safety or automation system, such as an automated cruise control system, a driver alert system, or an autonomous driving system. In some embodiments, the FLS 120 can supply information directly to a microprocessor 102 for analysis. However, the FLS 120 may also supply information to a BCM 106 or an associated vehicle safety system (e.g., autonomous driving), which then provides information to the microprocessor 102. Information thus provided may include, for example, that the vehicle has left its lane or roadway, that a collision has occurred or is imminent, that there is an animal or obstacle on the road, that another vehicle is on the road, or that other hazards exist. The ability to recognize such hazards is currently known in the art. In various embodiments, the disclosure provides systems and methods for communicating such forward hazards to external systems, as well as to vehicles and drivers that would otherwise be unaware of such hazards.

[0034] If, during operation, any of the above-mentioned hazards or other hazards are indicated, or if the microcontroller 110 detects that skidding, vehicle towing control, ABS activation, airbag deployment, or any other safety-related event has occurred, this information may be relayed to the microprocessor 102, and a high-visibility visual indicator will be activated. Examples of such hazards include decreased tire pressure, decreased engine coolant, transmission overheating, and low fuel levels. It should be understood that a decrease in or absence of light, and other events, may also be used to place a vehicle in distress or dangerous conditions, and as a result, high-visibility visual indicators may be activated. As illustrated, this may be done using light 108. However, individual beacons or auxiliary lights may also be used.

[0035] As a result of the activation of any type of high-visibility visual indicator performed by the microprocessor 102, or otherwise indicated to the microprocessor 102, the system 100 may provide the driver with an audible warning that the system has been activated and in what mode the system is in. A speaker 119 may be provided, or an audible cue may be provided via the vehicle voice system or another system. Similarly, a visual cue may be provided via the display screen 116, the illumination of the switch 104, the head-up display 117, or by other mechanisms. Various systems may allow for multiple modes of the high-visibility visual indicator as well as conventional hazard modes. Thus, any deployed high-visibility visual indicator or hazard mode may be accessible to the user (e.g., via voice commands, the display panel 116, the switch 104, or other devices), and may even be modifiable.

[0036] In addition to providing instructions or feedback to the user or vehicle driver, system 100 can electronically transmit hazard, distress, or emergency conditions to other vehicles or receivers. Forward transmission of hazard / distress / emergency conditions may occur automatically. In some embodiments, the user can initiate such transmission or prevent it from being transmitted outside the vehicle. For example, a turn signal (e.g., light 108) may be activated for inspection purposes or visual effect unrelated to a real distress or emergency, and it may be desirable to suppress such transmission to avoid false signals being propagated to other vehicles.

[0037] Antenna 118 may be provided for outbound communications. The antenna may be for exclusive use by system 100, or it may be a diversity antenna capable of two or more uses. The antenna may be an OEM or aftermarket item. It should also be understood that two or more types of antennas may be used. For example, system 100 may include a Wi-Fi antenna, a cellular network antenna, a Bluetooth antenna, etc., as needed.

[0038] The microprocessor 102 can access GPS data for use in providing vehicle-related data or for mapping received signals to the location of the vehicle in which it is installed. The GPS unit 125 is shown communicating with the microprocessor 102 for illustrative purposes. The GPS unit 125 may be for exclusive use by system 100, individual vehicle subsystems, or components of subsystems, or it may even display GPS data or “apps” from a user’s or occupant’s personal electronic device.

[0039] Emergency communication may be a simple instruction for anyone with a suitable receiver that a vehicle in the area is in distress. However, further useful information may also be transmitted. Information that may be transmitted via system 100 includes, but is not limited to, the vehicle system that notified the emergency (ABS, towing, airbags, manual deployment, etc.), the vehicle's location and speed (e.g., via GPS), the vehicle's mechanical status (operational or not), the vehicle's orientation (overturned or otherwise), airbag deployment, and the driver's apparent status (engaged in control or otherwise). In some embodiments, if such information is available to the microprocessor 102 via a camera or other sensor, it may be possible to transmit the number of occupants in the vehicle, the status of seat belts, etc. Using data, particularly GPS location data, the system can calculate when a vehicle equipped with the system is heading onto an emergency hazard course and notify only the operators of vehicles that are likely to encounter the vehicle that notified the emergency, minimizing unnecessary warnings to nearby vehicles on a non-hazard course. In some embodiments, notifications to other system-equipped vehicles may be voice or visual instructions, either built into the system or via an interface to the vehicle's entertainment system. In addition, if the vehicle has a head-up display, visual instructions may be projected. Using GPS information, the system can also display the location of the distressed vehicle on the vehicle's GPS map display.

[0040] In some embodiments, system 100 may be able to wirelessly receive communications (via antenna 118 or another antenna) that may relate to an emergency or hazardous situation of another vehicle. Thus, the microprocessor 102 may have both a transmitter and a receiver, or be communicably coupled to them. This would allow system 100 to inform the occupants that a nearby vehicle may be in a hazardous situation, even if the occupants are unable to visually observe the vehicle (due to terrain, traffic, buildings, weather conditions, etc.). This would also allow the vehicle to be informed that a vehicle such as an EMS, fire, or police vehicle is on the roadway, so that the driver can be cautious or prepare to stop or slow down. System 100 could also allow more information to be provided to police officers or paramedics (e.g., several occupants) than to other nearby vehicles identified only as normal civilian traffic. Naturally, privacy concerns may need to be taken into consideration in any such system.

[0041] Referring now to Figure 2, various examples of vehicle-to-vehicle communication mechanisms utilizing the System, such as the vehicle-to-vehicle communication mechanism of this disclosure, are shown. Here, vehicle 202 is shown on a roadway 204 at a distance from a second vehicle 206. It should be understood that the vehicles may be considerably farther apart than shown, and that terrain, obstacles, and other vehicles may be present between the two exemplary vehicles shown. Vehicles 202 / 206 are also assumed to be equipped with a hazard or safety communication system, such as system 100 or a similar system.

[0042] In this example, vehicle 202 is encountering a hazard, breakdown, collision, or other event that puts the vehicle in a hazard, emergency, or distressed state. High-visibility visual indicators may be deployed. If the high-visibility visual indicators include front signal lights 222 and rear signal lights 224, both may flash rapidly and / or provide a directional strobe (e.g., right to left). This may be done manually by the driver or another occupant, or automatically by one or more automated vehicle systems. The hazardous condition may be transmitted wirelessly to provide advance warning to other drivers, to request emergency service, or for other reasons.

[0043] In the illustrated example, vehicle 202 transmits a hazardous condition to vehicle 206, thus enabling vehicle 206 to prepare for an emergency ahead that may not be visible from vehicle 206's position, either automatically or under the control of its driver. In some embodiments, wireless communication 208 may occur directly between vehicles. Signals communicated in this direct manner may be digital or analog signals generated on a dedicated radio frequency reserved for such purposes. However, it may also occur via a network system with an externally built infrastructure, such as a cellular network or a satellite-based network, but is not limited to this.

[0044] It is understood that two or more vehicles may receive emergency instructions from vehicle 202. For example, two or more vehicles may receive a locally broadcasted signal. Furthermore, in some embodiments, the vehicle 206 may automatically relay the received information further in a daisy-chain manner. In some embodiments, there may be limitations on the number of times or distance over which an emergency instruction or danger can be relayed. For example, there may be little or no benefit in relaying a message to a vehicle several miles down the road that is not likely to encounter a danger or is not within any reasonable time frame. The distance of the receiving vehicle from the original transmitting vehicle may be based on available GPS data, cell tower data, or other information available to the microprocessor 102.

[0045] Direct, wireless, or vehicle-to-vehicle communication by the systems of this disclosure can be carried out by any known wireless radio frequency protocol. It should also be understood that vehicle-to-vehicle communication can be carried out via visible light notification (e.g., vehicle 206 monitoring high-frequency flashes of lights on vehicle 202 by camera 120, etc.), via infrared (by an IR transceiver integrated with the associated vehicle), or via other light-based communication methods.

[0046] As illustrated, vehicle 202 transmits the current hazard condition to a wireless telephone or data network (e.g., cellular) represented herein by tower 210, as indicated by communication link 212. Network 210 may include telephone and data networks such as 3G / 4G / 5G or other networks. The systems and methods of this disclosure are intended for operation with any known network. Network 210 may transmit an emergency or hazard to other vehicles in the area, as indicated by link 214. Again, not all vehicles in the area are necessarily affected by the specific hazard encountered by vehicle 202. A system installed in the alerted vehicle may, based on the location and type of the emergency (if provided), distinguish whether a hazard will affect the alerted vehicle or not. For example, a hazard on an adjacent street may not necessarily trigger a warning or any other action on a vehicle that has received a hazard indication from network 210.

[0047] In another embodiment, the presence of a hazard may be relayed to the relevant vehicles and other devices via the satellite network 216. In such a case, vehicle 202 may transport emergency or hazard and associated relevant data to the satellite network 216. Such information may then be relayed by the network 216 to vehicle 206 or other vehicles. It should be understood that the satellite network 216 may provide two or more satellites. The systems and methods of this disclosure are not limited to any particular form of satellite system implementation.

[0048] In addition to other vehicles such as vehicle 206, the hazard may be communicated to emergency services 230, which may be via any of the methods described herein. Emergency services may include, but are not limited to, fire, police, ambulance, and roadside assistance services. If the information provided by the vehicle that reported the hazard is sufficiently detailed, time may be saved by dispatching the service most relevant to the vehicle in distress. For example, if the hazard or distress is solely the result of a mechanical failure, roadside assistance and possibly the police may be notified, but the EMS or fire department may not.

[0049] Next, referring to Figure 3, is a communication link diagram of another embodiment of the emergency communication system link 300 according to an aspect of this disclosure. System 300 shares vehicle-mounted components with system 100, but not all are shown for clarity. Here, a specific vehicle 202 is shown as a logical boundary. High-visibility visual indicators 222 / 224 are shown outside the boundary of vehicle 202 to mean that they are visible from outside vehicle 202 (e.g., forward or rear). The internal components of system 100 are shown inside vehicle 202, with the display screen 116 and optional switchgear 302 visible. If a head-up display 117 is offered as original equipment or as an aftermarket add-on, it may be communicatively coupled to system 100 to receive and display warnings, messages, or other information. The antenna 118 is also shown outside vehicle 202, although it may actually be within the vehicle boundary, insofar as it can establish a communication link with network 210. For clarity only a single vehicle 202 is shown schematicly, but it should be understood that multiple vehicles may have system 100 or similar systems so that they can participate in issuing and receiving the warnings described herein.

[0050] Network 210 can send and receive communications between vehicle 202 and other vehicles, as previously described. Here, however, network 210 transmits data over the internet 301 using TCP / IP or another suitable protocol. The data may be encrypted or otherwise protected as known in the art. The data from vehicle 202 is ultimately provided to data server 302. Server 302 can track vehicles based on GPS location or other data. Thus, server 302 can then distinguish which of other vehicles any received hazard or emergency status notification should be relayed to. Server 302 may also be connected to automatically request EMS or other services. GPS and other known data can be provided to the relevant services by server 302 with faster response times. It should be understood that server 302 may be any device capable of processing, analyzing, prioritizing, and distributing hazard status and location data indications using software methods known in the art. Server 302 may comprise multiple redundant servers and may comprise cloud-based services as known in the art.

[0051] An example of a personal electronic device, a telephone 314, communicating with system 100 is also shown in Figure 3. Communication can be via Bluetooth or another wireless protocol, or via tethering / wired connection. In some cases, telephone 314 may provide interaction with system 100, possibly providing occupant / user data and / or GPS information. System 100 may be partially or fully controllable via telephone 314, via an app or another suitable interface. System 100 may also be capable of interfacing with telephone 314 via well-known protocols such as Apple CarPlay® or Android Auto®.

[0052] Next, referring to Figure 4, Figure 400 is shown illustrating a potential relationship between a moving vehicle and a disabled vehicle on a road network. Figure 400 illustrates at least some of the functions of the devices and systems of this disclosure deployed in a realistic scenario. A roadway 402 is shown having a straight section 404 leading to a curved section 406. Where the straight section 404 leads to the curved section 406, a clear view of the roadway 402 is blocked by a building 408 (however, the building 408 may be any other obstruction, including trees, terrain, guardrails, or any other obstruction resulting from weather conditions). A side road 410 leading to the roadway 402 at the straight section 404 is also shown. For illustrative purposes, various vehicles 420, 422, 424, and 426 are shown in various positions.

[0053] In a basic example, vehicle 422 is (not limited to, but any of the examples provided above) If a hazardous situation (such as) is encountered and vehicle 422 is equipped with a system (e.g., system 100) according to this disclosure, vehicle 422 may deploy (manually or automatically) a high-visibility visual indicator that brings a transmitted wireless signal indicating the hazard. Assuming vehicle 420 is properly equipped, it may receive a signal (directly or from network 210) and thus be warned, possibly well before the hazard is recognized by the driver. If vehicle 420 has cruise control activated, it may be canceled, the brakes may be applied, or any number of contingency measures based on the automated vehicle control system may be taken.

[0054] If vehicle 424 is also properly equipped, hazard instructions may also be transmitted to vehicle 424 (from vehicle 420 or network 210). Thus, even if vehicle 424 has only limited visibility ahead of vehicle 420, or otherwise has no hazard instructions other than slowing down or avoiding vehicle 420, vehicle 424 may be immediately warned, and the driver or driving system may take appropriate precautions. Any automatic steps taken, or the level of warning provided to a human driver (e.g., a louder alarm, a visible flashing light), may be increased based on the proximity of either vehicle 420 or 424 to the malfunctioning or hazardous vehicle 422, depending on proximity, speed, road conditions, or other factors.

[0055] In certain situations, a vehicle that has received a hazard signal from a nearby vehicle may automatically deploy its high-visibility visual indicators. For example, when vehicles 420 or 424 are close enough to a vehicle 422 that has encountered a hazard, they may deploy their own high-visibility visual indicators to provide a warning to a vehicle not equipped with the system according to this disclosure, so as not to provide a false signal if unnecessary.

[0056] In another example, if vehicle 420 breaks down on the roadway, vehicle 424 may automatically deploy its high-visibility visual indicators upon encountering vehicle 420 and, since it is in a high-risk situation due to limited visibility around building 408, automatically transmit a signal indicating the hazardous condition to network 210 and / or via local broadcast. Such action may be taken, for example, by a system 100 deployed within vehicle 424, even if the driver does not respond. The microprocessor 102 may be informed, based on GPS data, camera data, or other data, that vehicle 424 has come to a standstill on the roadway and that this is not the result of traffic congestion or other relatively harmless conditions. The approaching vehicle 426 is therefore warned based on its own system (e.g., system 100), and if it does not have such a system, the driver has an improved opportunity to respond in a timely and appropriate manner, at least based on the increased visibility of vehicle 424.

[0057] In another example, vehicle 428 is wrecked on a side road 410, occupying two lanes of traffic. If vehicle 428 is equipped in such a way (for example, with a system like 100), it can automatically deploy a high-visibility visual indicator and broadcast its situation and GPS location locally via the network 210. Vehicle 420 may be passing very close to the broken-down vehicle 428, but its own high-visibility visual indicator may not be deployed because its own microprocessor 102 can calculate, based on GPS data, that vehicle 420 will not necessarily encounter vehicle 428 at all. Thus, a signal corresponding to the broken-down vehicle 428 may be mispropagated, potentially causing a series of decelerations or collisions from vehicles 424, 426.

[0058] These examples are illustrative only, and the systems and methods of this disclosure are not limited to many other operations. It should be understood that there may be modes and many other functions. In addition to direct vehicle-to-vehicle communication and communication via network 210, it should also be understood that the exemplified vehicles may communicate via satellite and / or server-based systems (e.g., 300) or a combination thereof.

[0059] Next, referring to Figure 5, a flowchart 500 is shown corresponding to one method of operation of an emergency vehicle communication system according to an aspect of the present disclosure. Chart 500 illustrates a potential operation flow when a system according to the present disclosure (e.g., 100, 300) receives a notification that another vehicle has encountered a hazardous situation. In step 502, system 100 receives a hazard / emergency notification. In this example, the system receives GPS coordinates from the original broadcasting data. In step 504, the system obtains its own GPS location data (e.g., from GPS unit 125). In step 508, the microprocessor can determine whether the GPS location of the broadcasting vehicle represents its location on its road path. For the purposes of the present disclosure, the road path is, considering direction, the roadway on which the receiving vehicle is traveling, or a side road, curve, exit, etc., that the vehicle is likely to take.

[0060] If yes (the location of the broadcasting vehicle is on the road path of the receiving vehicle), in step 510 the system may further determine whether the broadcasting vehicle is within a threshold that requires immediate warning to the driver or vehicle. The determination may be based on speed limits, time or day of the week, road conditions, etc. For example, warning a driver of a hazard broadcast and received from another vehicle may not be useful if the receiving vehicle is already stopped, parked, or in an adjacent roadway. However, a lower threshold warning (e.g., a non-emergency warning instruction inside the vehicle) may still be given.

[0061] If the broadcasted vehicle is within the threshold, appropriate warnings may be provided in step 512. This is to both the vehicle driver and the vehicle itself (for example, via a CAN bus or other connection). The warnings may be used by the vehicle's automatic control system to stop cruise control, take other precautions, or prepare the autonomous driving system to stop, change route, etc.

[0062] In step 514, a second threshold may be checked to determine whether the receiving vehicle itself is currently in a dangerous state. This may be based on GPS, camera, or other data, overall condition, proximity to the broadcasting vehicle, and location within the roadway from other factors. In step 514, if system 100 determines that this is guaranteed, the receiving vehicle may activate its high-visibility visual display system.

[0063] If the broadcasting vehicle is not on the road path of the receiving vehicle (step 508) and is not within the warning threshold (step 510) or danger threshold (step 514), in step 518 the system may nevertheless determine whether the broadcasted warning was received from its connected server (e.g., server 302). If not (e.g., the signal was received only directly from the broadcasting vehicle, wirelessly, via an optical sensor, etc.), in step 520 the system may forward the danger condition warning to its server. In this way the broadcasted event becomes available to other vehicles interfaced by server 302. If the system deploys its high-visibility visual display system, this indicates that the originally broadcasted danger condition may have been amplified or propagated, and the system may also report this to the server in step 302.

[0064] It should be understood that the terms “includes” and “equipment,” and their grammatical variations, do not exclude the addition of one or more components, features, steps, or integers, or groups thereof, and that these terms should be interpreted as specifying components, features, steps, or integers. It should also be understood that the exemplary and described embodiments may have further components not shown, and their absence does not exclude them. However, other embodiments will include only those components that are explicitly referenced, and other components and functions will therefore be excluded. Not all components and steps readily apparent to a person skilled in the art and understood to exist are necessarily explicitly described or illustrated.

[0065] The terms "operable connection," "communicative coupling," and similar terms indicate that a suitable structure may exist to provide the described functionality. If the specification or claims refer to “further” elements, it does not preclude the existence of two or more further elements.

[0066] If a claim or specification refers to "one" element, it should be understood that such a reference should not be interpreted as meaning that only one of that element exists. Where the specification states that a particular component, feature, structure, or characteristic "may be," "might be," "can be," or "may be" included, it should be understood that that particular component, feature, structure, or characteristic does not necessarily have to be included.

[0067] Where applicable, state diagrams, flow charts, or both may be used to describe embodiments, but the present invention is not limited to such diagrams or corresponding descriptions. For example, a flow does not need to move through each illustrated box or state from beginning to end, or in the exact same order as illustrated and described.

[0068] The method of the present invention may be carried out by performing or completing selected steps or tasks manually, automatically, or in combination thereof. The term "method" can refer to any method, means, techniques, and procedures for performing a given task, including but not limited to methods, means, techniques, and procedures that are known to practitioners of the art to which this invention belongs, or that have been readily developed from methods, means, techniques, and procedures known to practitioners.

[0069] The term “at least” followed by a number is used herein to indicate the beginning of a range that starts at that number (which may have an upper limit or no upper limit, depending on the defined variable). For example, “at least 1” means 1 or 2 or more. The term “at most” followed by a number is used herein to indicate the end of a range that ends at that number (which may have a lower limit of 1 or 0, or no lower limit, depending on the defined variable). For example, “at most 4” means 4 or less than 4, and “at most 40%” means 40% or less than 40%.

[0070] In this document, ranges are given as "(first number) to (second number)" or "(first number) ~ (second number)," meaning a range whose lower limit is the first number and whose upper limit is the second number. For example, 25 to 100 should be interpreted as meaning a range whose lower limit is 25 and whose upper limit is 100. Furthermore, it should be noted that when a range is given, any possible subranges or intervals within that range are also specifically intended, unless the context indicates otherwise. For example, if the designation indicates a range from 25 to 100, such ranges also include 26 to 100, 27 to 100, 25 to 99, 25 to 99, etc. This includes 8, as well as any other possible combinations of the lower and upper limits within the stated range, such as subranges like 33–47, 60–97, 41–45, 28–96, etc. Integer range values ​​are used in this paragraph for illustrative purposes only, and decimal and fractional values ​​(e.g., 46.7–91.3) should be understood as intended as endpoints of possible subranges unless specifically excluded.

[0071] Where a reference is made herein to a method comprising two or more defined steps, it should be noted that the defined steps may be performed in any order or simultaneously (unless the context excludes such possibility), and the method may also include one or more other steps that may be performed before any of the defined steps, between two of the defined steps, or after all of the defined steps (unless the context excludes such possibility).

[0072] Furthermore, it should be noted that approximate terms (e.g., “about,” “substantially,” “approximately,” etc.) should be interpreted according to their common and ordinary meanings as they are used in the relevant art, unless otherwise indicated herein. Unless there is a specific definition within this disclosure and unless there is common and ordinary use in the relevant art, such terms should be interpreted as being within plus or minus 10% of the base value.

[0073] Thus, the present invention is well suited to accomplishing its objectives and achieving the goals and advantages described above, as well as those inherent therein. While several preferred embodiments of the devices of the present invention are described and illustrated herein by reference in connection with the accompanying drawings, various changes and further modifications may be made therein by those skilled in the art without departing from the spirit of the concept of the present invention and the scope to be determined by the following claims, apart from those illustrated or suggested herein.

Claims

1. A system for notifying of dangerous conditions on a vehicle, A microprocessor configured to receive electronic signals from the vehicle indicating a dangerous situation involving the vehicle, A first wireless transmitter that is in operational communication with the aforementioned microprocessor Equipped with, In response to receiving the signal indicating a dangerous event, the microprocessor transmits a first wireless signal via the first wireless transmitter indicating that the vehicle has been involved in the dangerous situation. system.

2. The system according to claim 1, further comprising a global positioning system unit that provides position data corresponding to the vehicle to the microprocessor, wherein the first wireless signal includes the position data.

3. The system according to claim 1, further comprising a second wireless transmitter operably communicating with a personal electronic device, wherein the personal electronic device provides the microprocessor with location data included in the first wireless signal.

4. A wireless receiver that is able to communicate with the aforementioned microprocessor. Furthermore, The microprocessor receives an instruction regarding a dangerous condition of another vehicle via the wireless receiver and provides an instruction to that effect within the vehicle. The system according to claim 1.

5. The system according to claim 4, wherein the microprocessor electronically provides the instruction of the dangerous condition of another vehicle to another system within the vehicle.

6. The system according to claim 4, wherein the microprocessor visually provides the occupant of another vehicle with the instruction regarding the dangerous condition of that vehicle.

7. The system according to claim 6, further comprising a head-up display, wherein the visual indication of the hazardous condition of another vehicle is provided to the occupant of the vehicle using the head-up display.

8. The system according to claim 4, wherein the microprocessor provides an audible indication of the dangerous condition of another vehicle to the occupant of the vehicle.

9. The system according to claim 4, wherein the microprocessor provides the instruction of the dangerous condition of another vehicle to a personal electronic device associated with the occupant of the vehicle.

10. The system according to claim 1, wherein the microprocessor is configured to detect an instruction from the other vehicle that the other vehicle is in a dangerous state, and transmit a second wireless signal via the first wireless transmitter indicating that the other vehicle is in the dangerous state.

11. The system according to claim 10, wherein the instruction from the other vehicle is a line-of-sight communication.

12. The system according to claim 11, wherein the instruction from the other vehicle is an instruction from a forward-facing sensor communicatively coupled to the microprocessor.

13. The system according to claim 12, wherein the forward-facing sensor includes a camera.

14. It is an emergency vehicle safety system, A microprocessor that receives notification of a dangerous situation involving the aforementioned vehicle, A visual indicator that can be seen from the outside of the vehicle and is operably coupled to the microprocessor, A wireless transmitter operably coupled to the aforementioned microprocessor and Equipped with, When the microprocessor receives the notification of a dangerous situation involving the vehicle, it provides a high-visibility visual signal on the visual indicator. When the microprocessor receives the notification of a dangerous situation involving the vehicle, it provides a first wireless communication via the wireless transmitter. Emergency vehicle safety system.

15. The system according to claim 14, wherein the wireless transmitter provides the first wireless communication to a mobile phone tower.

16. The system according to claim 14, wherein the wireless transmitter provides the first wireless communication to a receiver in another vehicle.

17. The system according to claim 14, wherein the wireless transmitter provides the first wireless communication to the satellite system.

18. The system according to claim 14, wherein the visual indicator comprises a set of lights capable of operating as hazard lights or turn signals.

19. The system according to claim 18, wherein the high-visibility visual signal includes a signal having a flash speed that exceeds the flash speed associated with using the pair of lights as hazard lights and the flash speed associated with using the pair of lights as turn signals.

20. The system according to claim 19, wherein the microprocessor does not provide the first radio signal via the radio transmitter when the visual indicator is used as a hazard light or turn signal.

21. The system according to claim 14, wherein the microprocessor receives notification of a dangerous situation involving the vehicle from a user-operated switch inside the vehicle.

22. The system according to claim 14, wherein the microprocessor receives notification from the vehicle safety subsystem of a dangerous condition involving the vehicle.

23. The system according to claim 14, wherein the microprocessor receives notification from a personal electronic device of a dangerous situation involving the vehicle.

24. The system according to claim 14, wherein the microprocessor receives vehicle location data from a global positioning system unit and provides the location data within the first wireless communication.

25. The aforementioned global positioning system unit is provided in part by a personal electronic device. The system according to claim 24.

26. A system for providing real-time instructions on dangerous vehicle conditions, A server communicating with a first microprocessor of a first vehicle, wherein the first microprocessor is operable to receive signals from the first vehicle indicating a dangerous condition, comprising the server, The server receives the instruction for the dangerous condition from the first microprocessor and provides the instruction to the second vehicle. system.

27. The system according to claim 26, wherein the second vehicle comprises a second microprocessor that communicates with the server for receiving the instruction for the dangerous condition and providing a warning to the occupants of the second vehicle.

28. The system according to claim 26, wherein the first microprocessor communicates with a global positioning system associated with the first vehicle, and location data from there is included in the signal indicating a dangerous condition.

29. The system according to claim 28, wherein the second vehicle has a second microprocessor that communicates with the server, which receives the instruction for the dangerous condition and provides a warning to the occupants of the second vehicle only when the first vehicle is located within the roadway path of the second vehicle.

30. The system according to claim 29, wherein the warning to the occupant of the second vehicle is a visual instruction.

31. The system according to claim 30, wherein the visual instructions are provided on a head-up display.

32. The system according to claim 29, wherein the warning to the occupant of the second vehicle is an audible warning.

33. The system according to claim 29, wherein the second vehicle is equipped with a high-visibility external visual indicator that is activated when the warning is provided.

34. The system according to claim 29, wherein the high-visibility external visual indicator is activated when the operator of the second vehicle decelerates as the second vehicle approaches the position of the first vehicle.

35. The system according to claim 29, wherein the high-visibility external visual indicator is operated to cause a light located at the rear of the second vehicle to flash.

36. The system according to claim 28, wherein the second vehicle has a second microprocessor that communicates with the server, which receives the instruction for the dangerous condition and provides a warning to the occupants of the second vehicle only when the first vehicle is located within a threshold distance from the second vehicle.

37. The system according to claim 36, wherein the second microprocessor provides the warning when the second vehicle is on a course that would obstruct the first vehicle.

38. The second vehicle is equipped with a high-visibility external visual indicator that activates when the warning is provided. The system according to claim 36, comprising a t.

39. The system according to claim 38, further comprising a second microprocessor communicating with the server, which receives the instruction for the dangerous condition and provides a warning to the occupants of the second vehicle only when the first vehicle is located within the roadway path of the second vehicle and within a threshold distance.

40. The system according to claim 39, wherein the second vehicle is equipped with a high-visibility external visual indicator that is activated when the warning is provided.

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