System for communicating dangerous vehicle and road conditions

Abstract

A system for notifying a vehicle of a hazardous condition includes a microprocessor configured to receive an electronic signal from the vehicle indicating a hazardous condition involving the vehicle, and a first wireless transmitter in operative communication with the microprocessor. In response to receiving the signal indicating the hazardous event, the microprocessor transmits a first wireless signal via the first wireless transmitter indicating that the vehicle has been involved in the hazardous 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 by reference herein as if fully set forth at this time.

[0002] The present disclosure generally relates to communication of emergencies to vehicles, and more particularly to automated electronic communication of emergencies, hazards, 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 vehicles in a distress, malfunction, or emergency condition. The extended image communication system may also be deployed when a vehicle activates an airbag or traction control, ABS, or similar automatic safety system. 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] Stroboscopic lights or other enhanced image communication systems that rely on visual enhancement work well to notify other drivers approaching a disabled vehicle where a warning should be activated, but they are necessarily limited in their ability to notify a driver who is extremely far away, behind another vehicle, around a curve or bend in the road, or blocked 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 ability to accurately assess or appropriately respond to the image communication of an emergency or a disabled vehicle.

[0005] Moreover, it remains up to the individual driver to know how or when to deploy its own safety system that may function to reduce the chance of further disabling events (e.g., collisions) or to appropriately notify other traffic around them. It is sometimes observed that when a driver encounters another disabled vehicle or another emergency, they activate their hazard lights to preemptively warn drivers behind or near them. This is helpful, but far from one-size-fits-all. Further, the mere activation of hazard lights cannot provide information to a driver who is out of sight of the original event and does not know what has happened or how to react. For example, in some cases it may be entirely appropriate to continue in a heightened state of awareness (e.g., an animal on the road), while in other cases the best reaction to an emergency may be to come to a complete stop (e.g., an overturned gasoline truck ahead).

[0006] Partially or fully autonomous vehicles already exist in reality and are expected to become common sense. To drive safely on roads and highways, computer vision, radar, GPS, and other technologies are deployed so that autonomous vehicles can recognize their surroundings as much as possible. Statistically, autonomous vehicles may already be safer than human drivers. However, autonomous vehicles still have to "see" or "hear" an accident involving another vehicle on the road much like a human driver does. Autonomous vehicles can "view" events that may indicate a warning of an accident, but are limited by visibility, other vehicles, obstacles, etc.

Summary of the Invention

Problems to be Solved by the Invention

[0007] What is needed are systems and methods for addressing the above and related concerns.

Means for Solving the Problems

[0008] In one aspect, the invention of the present disclosure includes a system for notifying a dangerous state on a vehicle. The system includes a microprocessor configured to receive an electronic signal from a vehicle indicating a dangerous state 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 indicating that the vehicle has been involved in a dangerous state via the first wireless transmitter.

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

[0010] In some cases, the wireless receiver also communicates operably with the microprocessor. The microprocessor can receive an indication of a dangerous condition of another vehicle via the wireless receiver and provide an indication to that effect within the vehicle. The microprocessor can electronically provide an indication of a dangerous condition of another vehicle to another system within the vehicle. The microprocessor can visually provide an indication of a dangerous condition of another vehicle to the occupants of the vehicle. In some cases, the microprocessor can provide an indication of a dangerous condition of 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, a visual indication of a dangerous condition of another vehicle is provided to the occupants of the vehicle using the head-up display. The microprocessor can also provide an indication of a dangerous condition of another vehicle to the occupants of the vehicle audibly.

[0011] Some embodiments have a microprocessor configured to detect an indication that another vehicle is in a dangerous condition and transmit a second wireless signal indicating that the other vehicle is in a dangerous condition via a first wireless transmitter. The indication from the other vehicle can be an in-sight communication or a visual indication from a forward sensor communicatively coupled to the microprocessor. In some cases, the forward sensor includes a camera.

[0012] In another aspect of the present disclosure, the invention includes an emergency vehicle safety system having a microprocessor that receives a notification of a dangerous condition involving the vehicle, 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 a dangerous condition involving the vehicle, the microprocessor provides a highly visible visual signal on the visual indicator and provides a first wireless communication via the wireless transmitter when the microprocessor receives a notification of a dangerous condition involving the vehicle.

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

[0014] The visual indicator may comprise a set of lights operable as hazard lamps or turn signal indicators. The highly visible visual signal may include a signal having a flash speed that exceeds the flash speed associated with using a set of lights as hazard lamps and exceeds the flash speed associated with using a set of lights as turn signal indicators. In some cases, the microprocessor does not provide a first wireless signal via the wireless transmitter when the visual indicator is used as a hazard lamp or turn indicator.

[0015] The microprocessor can receive a notification of a dangerous condition involving the vehicle from a user-operated switch inside the vehicle, from a vehicle safety subsystem, and / or from a personal electronic device. The microprocessor can receive position data of the vehicle from a global positioning system unit and provide the position data within the first wireless communication. In some cases, the global positioning system unit is provided, at least in part, by a personal electronic device.

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

[0017] In some cases, the second vehicle includes a second microprocessor that communicates with a server and receives an indication of a dangerous situation and provides a warning to the occupants of the second vehicle. The first microprocessor may communicate with a global positioning system associated with the first vehicle and include the location data therefrom in a signal indicating a dangerous situation. The second vehicle may include a second microprocessor that communicates with a server and receives an indication of a dangerous situation and provides a warning to the occupants of the second vehicle only when the first vehicle is located within the lane path of the second vehicle.

[0018] The second vehicle may include a highly visible external visual indicator that activates when a warning is provided. The second vehicle may include a second microprocessor that communicates with a server and receives an indication of a dangerous situation 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. The warning may include a visual indication provided on a heads-up display in some cases. The warning may also include an audible warning.

[0019] The second vehicle may also include a highly visible external visual indicator that activates when a warning is provided. The highly visible external visual indicator may activate, and the operator of the second vehicle may decelerate as the second vehicle approaches the position of the first vehicle. The highly visible external visual indicator may activate as a strobe light behind the second vehicle.

[0020] In another case, the second vehicle includes a second microprocessor that communicates with a server and receives an indication of a dangerous situation and provides a warning to the occupants of the second vehicle only when the first vehicle is located within the lane path of the second vehicle and within a threshold distance. In some cases, the second microprocessor provides a warning only when the second vehicle is on a course to interfere with the first vehicle. Again, the second vehicle may include a highly visible external visual indicator that activates when a warning is provided.

Brief Description of the Drawings

[0021]

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DETAILED DESCRIPTION OF THE INVENTION

[0022] According to the present disclosure, various methods and systems are provided that enable a vehicle to communicate to other vehicles, such as emergency services, vehicle monitoring and control systems, and operators (whether human or computer) of those vehicles, that a dangerous situation exists on the roadway. 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 a wireless signal or communication can be an intermittent or ongoing / continuous signal or communication. It can represent analog or digital communication. 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] FIG. 1 is an exemplary system according to the present disclosure. FIG. 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 on the exterior of a vehicle that is distinguishable 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 lamps and signal lights that have been attached to vehicles for decades generally have a flash rate of up to about 2 cycles per second, i.e., 2 Hz. This was originally due in part to the incandescent lighting and analog circuitry that was state-of-the-art when these systems were developed. This cycle rate has been carried into the modern era until recently, even when vehicle lighting systems are fully controlled by a body control module (BCM) or other microcontroller. However, for example, modern light-emitting diodes (LEDs) operated by a microcontroller are capable of operating over a fairly wide range of cycle rates, brightness, and other parameters. For the purposes of the present disclosure, a hazard lamp is considered to be a lighting system that operates according to the slow flash rate (e.g., about 2 Hz) supported by legacy incandescent bulbs and analog circuitry, even when 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 for execution on microprocessor 102. In other embodiments, a "hard-coded" silicon chip that is not programmable and not reprogrammable may be used. In some embodiments, microprocessor 102 is considered a microcontroller and may include its own memory, I / O controller, A / D, D / A, etc. Microprocessor 102 (and overall system 100) may be an off-the-shelf device attached as an original equipment (e.g., at the time of vehicle manufacture), 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 sub-component of the BCM that is attached when the vehicle is assembled. In some cases, the functionality of the microprocessor may be encapsulated as a BCM that is a component of the vehicle when first manufactured. In such cases, the BCM 106 and the microprocessor 102 shown in FIG. 1 are combined as a single component having all of the illustrated connections (and possibly additional connections in some cases). The BCM may typically be microprocessor / microcontroller based, or an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other logic device capable of implementing the necessary controls and routines may be utilized.

[0028] In one embodiment, the microprocessor 102 receives a signal from the hazard switch 104. This may be a user-accessible hazard lamp switch used to activate a hazard lamp or a high-visibility lighting device. 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 multi-purpose display or menu system 116. As further described herein, the switch 104 is merely one way to operate the system 100 for the various functions described herein. In some embodiments, the deployment may be automatic, instead of or in addition to the switch 104. The display 116 may comprise a device associated with an OEM component of the vehicle, an aftermarket device, or a personal electronic device. For purposes of the present disclosure, a personal electronic device is not necessarily an essential component of the vehicle, but nevertheless may include a phone, tablet, laptop, or any other device capable of providing effective communication with the vehicle via a wired or wireless interface.

[0029] Voice activation provides an additional way by which the 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 may be part of an existing system such as a hands-free navigation system that communicates via Bluetooth or a cellular phone or other personal electronic device. Thus, the system 100 is useful even if the user is not fully capable or is partially disabled. It is also known that in some vehicles today, it is possible to determine, by means of a camera or other means, that the driver's concentration has shifted from the appropriate task at hand (e.g., driving). Thus, the system 100 may operate to notify of a dangerous condition 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., traction control, airbags, etc.).

[0030] The microprocessor 102 can provide communication to an associated vehicle control module (“BCM”) to activate one or more sets of lights 108 associated with the vehicle 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 lamps or as high-visibility visual indicators based on control by the microprocessor 102 and / or the BCM 106.

[0031] It should be understood that in some embodiments, the microprocessor 102 comprises the BCM 106 itself. In other words, it can replace a known BCM or it can comprise functionality 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 in a danger mode or a distress mode via the automated vehicle system represented herein by the microcontroller 110. The microcontroller 110 may be a dedicated device, or it may be an ABS computer or sensor that monitors one or more wheels 112 for slip, skidding, etc. It may also be a traction 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 includes the microprocessor 102 and / or the BCM 106. In further embodiments, one or more microcontrollers associated with the vehicles and / or systems of the present disclosure communicate via a controller area network (CAN) bus or another network or protocol.

[0033] A forward-looking sensor (FLS) 120, such as a camera, radar, sonar, or other detection system, is illustrated as a component that can collect information from a lane or other location associated with a vehicle. FLS 120 may be a component of a vehicle safety or automation system, such as, for example, an automated cruise control system, a driver awareness system, or an autonomous driving system. In some embodiments, FLS 120 can supply information directly to microprocessor 102 for analysis. However, FLS 120 can also supply to BCM 106 or an associated vehicle safety system (e.g., autonomous driving), which then provides the information to microprocessor 102. Information so provided may include, for example, that the vehicle has left a lane or roadway, that a collision has occurred or is imminent, that an animal or obstacle is on the road, that another vehicle is on the road, or that some other hazard exists. The ability to recognize such hazards is currently known in the art. In various embodiments, the present disclosure provides systems and methods for communicating such forward hazards to an external system, as well as to vehicles and drivers that would otherwise not be able to detect such hazards.

[0034] During operation, if any of the hazards described above, or some other hazard, is indicated, or if the microcontroller 110 detects that a skid, vehicle traction control, ABS activation, airbag deployment, or any other safety-related event has occurred, this information may be relayed to the microprocessor 102 and a highly visible visual indicator is activated. A decrease in tire pressure, a decrease in engine coolant, overheating of the transmission, a low or empty gasoline level, and other events may also be utilized to place the vehicle in a distress or dangerous condition, and as a result, it is understood that a highly visible visual indicator 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 any kind of operation of the highly visible visual indicator executed by the microprocessor 102 or otherwise shown to the microprocessor 102, the system 100 can provide the driver with an audible alert that the system has been activated and what mode the system is in. The speaker 119 may be provided, or an audible cue may be provided via the vehicle audio system or another system. Similarly, visual cues may be provided via the display screen 116, the illumination of the switch 104, the head-up display 117, or other mechanisms. The various systems may be capable of multiple modes of highly visible visual indicators as well as conventional danger modes. Thus, the particular highly visible visual indicator or danger mode deployed can be accessible and even changeable by the user (e.g., via voice commands, the display panel 116, the switch 104, or other devices).

[0036] In addition to providing instructions or feedback to the user or the vehicle driver, the system 100 can electronically transmit a dangerous, distress, or emergency situation to other vehicles or receivers. The forward transmission of the danger / distress / emergency situation may be done automatically. In some embodiments, the user can initiate such a transmission or prevent its transmission outside the vehicle. For example, the turn indicator (e.g., the light 108) may operate for inspection purposes or visual effects that are not related to a real distress or emergency, and it may be desirable to suppress such a transmission to avoid the propagation of false signals to other vehicles.

[0037] Antenna 118 may be provided for outbound communication use. The antenna may be dedicated for use by system 100, or may be a diversity antenna that allows for 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 utilized. For example, as needed, system 100 may include a wi-fi antenna, a cellular network antenna, a Bluetooth antenna, and the like.

[0038] Microprocessor 102 can access GPS data for use in providing data regarding the vehicle, or for the purpose of mapping signals received at the location of the vehicle to which it is attached. GPS unit 125 is shown in communication with microprocessor 102 for illustrative purposes. GPS unit 125 may be dedicated for use by system 100, an individual vehicle subsystem, or a component of a subsystem, or may even be able to display GPS data, or an "app" from a user's or passenger's personal electronic device.

[0039] Emergency communication can be a simple instruction for the general public with a suitable receiver that a vehicle within the area is in a distress situation. However, additional useful information may also be transmitted. Information that can be transmitted via System 100 includes, but is not limited to, the vehicle system that notified the emergency (ABS, traction, airbag, manual operation, etc.), the position of the vehicle (e.g., via GPS), the speed, the mechanical state of the vehicle (operable or not), the orientation of the vehicle (rolled over or other state), the deployment of the airbag, and the apparent state of the driver (involved in control or other state). In some embodiments, when such information is available to the microprocessor 102 via a camera or other sensor, it may be possible to transmit the number of vehicle occupants, the state of seat belts, etc. The system uses such data, particularly GPS position data, to calculate when a vehicle equipped with the system will enter an emergency interference 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 non-interference courses. In some embodiments, the notification to other system-equipped vehicles may be an audible instruction or a visual instruction, either incorporated into the system or via an interface to the vehicle entertainment system. Additionally, if the vehicle is equipped with a head-up display, a visual instruction may be projected. Using the GPS information, the system can also display the position of the distressed vehicle on the GPS map display within the vehicle.

[0040] In some embodiments, system 100 may be able to wirelessly receive transmissions related to an emergency or dangerous situation of another vehicle (via antenna 118 or another antenna). Thus, microprocessor 102 may have both a transmitter and a receiver or be communicatively coupled thereto. This enables system 100 to inform the occupant that a nearby vehicle may be in a dangerous situation even when the occupant cannot visually observe the vehicle due to (e.g., terrain, traffic, buildings, weather conditions, etc.). This may also enable the vehicle to be informed that vehicles such as EMS, fire, police, etc. are on the road so that the driver can be vigilant or stop or prepare to slow down. System 100 may also be able to enable more information to be provided to a police officer or emergency responder (e.g., several occupants) than to other nearby vehicles identified only as normal civilian traffic. Of course, privacy concerns may need to be taken into account for any such system.

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

[0042] In this example, vehicle 202 has encountered a danger, malfunction, collision, or other event by which the vehicle has become in a dangerous, emergency, or distress state. The highly visible visual indicator may be deployed. When the highly visible visual indicator includes the front signal lamp 222 and the rear signal lamp 224, both may flash at a high speed and / or provide a directional strobe (e.g., from right to left). This may be done manually by the driver or another passenger, or automatically by one or more automotive vehicle systems. The dangerous state may be wirelessly communicated to provide a prior warning to other drivers, or to request emergency services, or for other reasons.

[0043] In the illustrated example, vehicle 202 communicates the dangerous state to vehicle 206, thus enabling vehicle 206 to be prepared for a potential emergency situation ahead that may not be visible from the position of vehicle 206, either automatically or under the control of its driver. In some embodiments, the wireless communication 208 may occur directly between vehicles. The signal communicated in this direct manner may be a digital or analog signal generated on a dedicated radio frequency reserved for such purposes. However, it may also occur via a network system having an external infrastructure, such as, but not limited to, a cellular phone network or a satellite-based network.

[0044] It should be understood that two or more vehicles may receive an emergency instruction from vehicle 202. For example, two or more vehicles may receive a locally broadcast signal. Further, in some embodiments, vehicle 206 can automatically further relay the received information in a daisy-chain-like manner. In some embodiments, there may be a limit to the number of times or the distance that 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 at risk of encountering danger or is not within any reasonable time frame. The distance of the receiving vehicle from the originally transmitting vehicle may be based on available GPS data, cell tower data, or other information available to microprocessor 102.

[0045] Direct communication, wireless communication, or vehicle-to-vehicle communication according to the systems of the present disclosure is contemplated to be performed by any known wireless radio frequency protocol. Vehicle-to-vehicle communication can also be performed via visible light notifications (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 communicates the current hazardous 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 a telephone and data network such as 3G / 4G / 5G or other network. The systems and methods of the present disclosure are operative with any known network. Network 210 can communicate an emergency or hazard to other vehicles in the area, as indicated by link 214. Here again, not all vehicles in the area will necessarily be affected by the particular hazard encountered by vehicle 202. The system installed in the warned vehicle can distinguish, based on the location and type of the emergency (if provided), whether the hazard will affect the warned vehicle or not. For example, a hazard on an adjacent roadway may not necessarily cause a warning or any other action to a vehicle that receives an indication of the hazard from network 210.

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

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

[0049] Referring now to FIG. 3, there is shown a communication link diagram of another embodiment of an emergency communication system link 300, according to aspects of the present disclosure. System 300 shares components mounted to the vehicle with system 100, but not all are shown for clarity. Here, a particular vehicle 202 is shown as a logical boundary line. High visibility visual indicators 222 / 224 are shown outside the boundary of vehicle 202 to indicate that they are visible outside of vehicle 202 (e.g., in front or behind). The internal components of system 100 are shown within vehicle 202, with display screen 116 and optional switch gear 302 visible. If a head-up display 117 is provided as an original equipment or aftermarket add-on, it may be communicatively coupled to system 100 to receive and display warnings, messages, or other information. Antenna 118 is also shown outside of vehicle 202, but it may actually be within the vehicle's boundary as long as it can establish a communication link with network 210. Only a single vehicle 202 is schematically shown for clarity, but it should be understood that multiple vehicles may be equipped with system 100 or a similar system so as to participate in issuing and receiving the warnings described herein.

[0050] As described above, network 210 can transmit and receive communications between vehicle 202 and other vehicles. Here, however, network 210 uses TCP / IP or another suitable protocol to transmit data via Internet 301. The data may be encrypted or otherwise protected as is known in the art. 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 as to which of any received danger or emergency state notifications should be relayed to which other vehicles. Server 302 may also be connected to automatically request EMS or other services. GPS and other known data can be provided by server 302 to related services with a faster response time. It should be understood that server 302 can be any device capable of using software methods known in the art to process, analyze, prioritize, and distribute indications of danger states and location data. Server 302 can comprise multiple redundant servers and can comprise cloud-based services known in the art.

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

[0052] Next, referring to FIG. 4, FIG. 400 is shown which illustrates potential relationships between a moving vehicle and a disabled vehicle on a road network. FIG. 400 shows at least some of the functions of the devices and systems according to the present disclosure deployed in a realistic scenario. A roadway 402 is shown having a straight section 404 that leads to a curved section 406. Where the straight section 404 leads to the curved section 406, clear visibility of the roadway 402 is blocked by a building 408 (although the building 408 can be any other obstacle, including limited visibility due to trees, terrain, guardrails, or weather conditions). A sidewalk 410 that connects to the roadway 402 at the straight section 404 is also shown. For illustrative purposes, various vehicles 420, 422, 424, 426 are shown at various positions.

[0053] In a basic example, vehicle 422 has encountered a dangerous situation (such as, but not limited to, any of the examples provided above), and if vehicle 422 is equipped with a system (e.g., system 100) according to the present disclosure, vehicle 422 can (manually or automatically) deploy a highly visible visual indicator that results in a wireless signal being transmitted indicating danger. Assuming vehicle 420 is properly equipped, it may receive a signal (either directly or from network 210) and thus be warned well before the danger is recognized by the driver. If vehicle 420 has cruise control activated, it may be cancelled, the brakes may be applied, or any number of preparatory measures based on an automated vehicle control system may be taken.

[0054] When vehicle 424 is also properly equipped, the danger indication may also be transmitted to vehicle 424 (from vehicle 420 or network 210). Thus, even if vehicle 424 can only have a restricted view ahead on the road for vehicle 420, or otherwise has no indication of any danger other than the deceleration or avoidance of vehicle 420, vehicle 424 can be immediately warned and the driver or driving system can take appropriate preventive measures. Any automatic steps taken, or the level of warning provided to the human driver (e.g., a louder alarm, a visible flashlight, etc.), may increase based on the proximity of either vehicle 420 or 424 to the vehicle 422 that has malfunctioned or encountered danger, depending on proximity, speed, road conditions, or other factors.

[0055] In some situations, a vehicle that has received an indication of a dangerous condition from a nearby vehicle can automatically deploy its highly visible visual indicator. For example, vehicles 420 or 424 can deploy their own highly visible visual indicators to provide a warning to vehicles not equipped with the system according to the present disclosure when they are close enough to the vehicle 422 that has encountered danger so as not to provide false signals when not necessary.

[0056] In another example, if vehicle 420 breaks down on the roadway, vehicle 424 automatically deploys its highly visible visual indicator when it encounters vehicle 420 and, due to the limited visibility around building 408, is in a high-risk situation, and can automatically send a signal indicating the dangerous state to network 210 and / or via a local broadcast. Such an action may be taken by, for example, system 100 deployed within vehicle 424 even if the driver does not react. Microprocessor 102 may be informed, based on GPS data, camera data, or other data, that vehicle 424 has stopped on the roadway and that it is not the result of traffic congestion or other relatively harmless conditions. The approaching vehicle 426 is thus warned based on its own system (e.g., system 100), and if it is not so equipped, the driver has an improved opportunity to react in a timely and appropriate manner based at least on the increased visibility of vehicle 424.

[0057] In another example, vehicle 428 has been severely damaged on the sidewalk 410 and is occupying two lanes of traffic. If vehicle 428 is so equipped (e.g., with a system such as 100), vehicle 428 can automatically deploy a highly visible visual indicator and communicate its situation and GPS location locally via a direct broadcast and / or via network 210. Vehicle 420 may be passing very close to the broken-down vehicle 428, but its highly visible visual indicator may not be deployed because its microprocessor 102 can calculate based on GPS data that vehicle 420 will not necessarily encounter vehicle 428 at all. Thus, the signal corresponding to the broken-down vehicle 428 may not be erroneously propagated and, in some cases, may not cause a cascade of decelerations or collisions from vehicles 424, 426.

[0058] These examples are merely illustrative, and it should be understood that the systems and methods of the present disclosure may have many other operating 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 illustrated vehicles may communicate via satellite and / or server-based systems (e.g., 300) or combinations thereof.

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

[0060] If yes (the position of the broadcast vehicle is on the receiving vehicle's road route), in step 510, the system can further determine whether the broadcast vehicle is within a threshold that requires it to immediately warn the driver or the vehicle. The determination may be based on speed limits, time or day of the week, road conditions, etc. For example, warning the driver of a danger broadcast and received from another vehicle may not be useful if the receiving vehicle is already stopped, parked, or in an adjacent lane. However, a low-threshold warning (e.g., a non-emergency warning indication inside the vehicle) may still be given.

[0061] If the broadcast vehicle is within the threshold, at step 512, an appropriate warning may be provided. This is for both the driver of the vehicle (e.g., via CAN bus or other connection) and the vehicle itself. The warning may be used by the vehicle's automatic control system to stop cruise control, take other preventive measures, or prepare for the automatic driving system to stop, change routes, etc.

[0062] At step 514, a second threshold may be checked to determine whether the received vehicle itself is currently in a dangerous state. This may be based on GPS, camera, or other data, overall status, proximity to the broadcast vehicle, and location within the lane from other factors. If the system 100 determines at step 514 that it is guaranteed, the received vehicle can activate its highly visible visual display system.

[0063] If the broadcast vehicle is not on the received vehicle's road path (step 508) and is not within the warning threshold (step 510) or the danger threshold (step 514), at step 518, the system can still determine whether the broadcast warning was received from its connected server (e.g., server 302). If not (e.g., the signal was received only directly from the broadcast vehicle wirelessly, via an optical sensor, etc.), at step 520, the system can forward a danger status warning to its server. In this way, the broadcast event becomes available to other vehicles interfaced by server 302. If the system deployed its highly visible visual display system, since this may indicate that the originally broadcast danger status may have been extended or propagated, the system can also report this to the server at step 302.

[0064] The terms "comprising", "including", and grammatical variations thereof do not exclude the addition of one or more components, features, steps, or integers, or groups thereof, and it should be understood that these terms are to be construed as specifying a component, feature, step, or integer. It should also be understood that the illustrated and described embodiments may have additional components not shown, and that their absence is not excluded thereby. However, other embodiments include only those components explicitly referred to, and other components and functions are therefore excluded. Not all components and steps that are readily grasped by one of ordinary skill in the art and understood to exist are necessarily explicitly described or illustrated.

[0065] Operatively connected, communicatively coupled, and like terms indicate that there may be an appropriate structure present for providing the stated function. When the specification or claims refer to a "further" element, this does not exclude the presence of two or more further elements.

[0066] It should be understood that when the claims or specification refer to an "a" element, such reference should not be construed as indicating the presence of only one such element. When the specification states that a component, feature, structure, or property "may", "might", "can", or "could" be included, it should be understood that the particular component, feature, structure, or property need not be included.

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

[0068] The method of the present invention may be implemented by performing or completing selected steps or tasks manually, automatically, or a combination thereof. The term "method" can refer to a way, means, technique, and procedure for performing a given task, including, but not limited to, ways, means, techniques, and procedures known to or readily developed by practitioners in the technical field to which the present invention pertains.

[0069] The term "at least" followed by a number is used herein to denote the start of a range beginning with that number (which may be a range with an upper limit or without an upper limit depending on the defined variable). For example, "at least 1" means 1 or more than 1. The term "at most" followed by a number is used herein to denote the end of a range ending with that number (which may be a range having 1 or 0 as its lower limit or without a 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, a range is given as “(the first number) to (the second number)” or “(the first number) ~ (the second number)”, which means 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. Further, when a range is given, it should be noted that, unless the context indicates otherwise, any possible sub-range or interval within that range is also specifically intended. For example, if the specification indicates a range of 25 to 100, such a range also includes sub-ranges such as 26~100, 27~100, etc., 25~99, 25~98, etc., as well as any other possible combinations of the lower and upper limit values within the stated range, for example, partial ranges such as 33~47, 60~97, 41~45, 28~96. The range values of integers are used in this paragraph for illustrative purposes only, and decimal and fractional values (e.g., 46.7~91.3) should also be understood to be intended as endpoints of possible sub-ranges unless specifically excluded.

[0071] In this specification, when reference is made to a method comprising two or more defined steps, the defined steps may be performed in any order or simultaneously (except where the context excludes that 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 (except where the context excludes that possibility).

[0072] Furthermore, it should be noted that approximate terms (e.g., “about”, “substantially”, “approximately”, etc.) should be interpreted according to their ordinary and customary meanings as used in the relevant technical field, unless otherwise indicated in this specification. Unless there is a specific definition within the present disclosure and unless there is no ordinary and customary use in the relevant technical field, such terms should be interpreted as being plus or minus 10% of the base value.

[0073] Thus, the present invention accomplishes the objective, and is well adapted to achieve the above-described objects and advantages as well as those inherent therein. The devices of the present invention are described and illustrated herein by reference to several preferred embodiments in connection with the accompanying drawings, but various changes and further modifications, apart from those shown or suggested herein, may be made therein by those skilled in the art without departing from the scope determined by the spirit of the present invention concept and the following claims.

Claims

1. A system for notifying a dangerous state on a vehicle, comprising: a microprocessor configured to receive an electronic signal from the vehicle indicating a dangerous state in which the vehicle is involved; a first wireless transmitter operably communicating with the microprocessor; a wireless receiver operably communicating with the microprocessor ; in response to receiving the signal indicating a dangerous event, the microprocessor transmits, via the first wireless transmitter, a first wireless signal indicating that the vehicle has been involved in the dangerous state; the microprocessor receives an indication of the dangerous state of another vehicle via the wireless receiver and provides an indication to that effect within the vehicle; the wireless receiver receives the indication of the dangerous state of the other vehicle only when the vehicle is on a course to interfere with the other vehicle system.

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

4. The system according to claim 1, wherein the microprocessor electronically provides the indication of the dangerous state of the other vehicle to another system within the vehicle.

5. The system according to claim 1, wherein the microprocessor visually provides the indication of the dangerous state of the other vehicle to an occupant of the vehicle.

6. The system according to claim 5, further comprising a head-up display, wherein a visual indication of the dangerous state of the other vehicle is provided to an occupant of the vehicle using the head-up display.

7. The system according to claim 1, wherein the microprocessor audibly provides the indication of the dangerous state of the other vehicle to an occupant of the vehicle.

8. The system according to claim 1, wherein the microprocessor provides the indication of the dangerous state of the other vehicle to a personal electronic device associated with an occupant of the vehicle.

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

10. The system according to claim 9, wherein the indication from the other vehicle is line-of-sight communication.

11. The system according to claim 10, wherein the indication from the other vehicle is an indication from a forward sensor communicably coupled to the microprocessor.

12. The system according to claim 11, wherein the forward sensor comprises a camera.

13. An emergency vehicle safety system, comprising: a microprocessor that receives a notification of a dangerous state involving the vehicle; a visual indicator that is visible from outside the vehicle and is operably coupled to the microprocessor; a wireless transmitter operably coupled to the microprocessor; a wireless receiver operably coupled to the microprocessor; wherein, when the microprocessor receives the notification of the dangerous state involving the vehicle, the microprocessor provides a highly visible visual signal on the visual indicator; when the microprocessor receives the notification of the dangerous state involving the vehicle, the microprocessor provides a first wireless communication via the wireless transmitter; when the microprocessor receives an indication of a dangerous state of another vehicle via the wireless receiver, the microprocessor provides an indication to that effect inside the vehicle; the wireless receiver receives the indication of the dangerous state of the other vehicle only when the vehicle is on a course that interferes with the other vehicle. Emergency vehicle safety system.

14. The system according to claim 13, wherein the wireless transmitter provides the first wireless communication to a cell phone tower.

15. The system according to claim 13, wherein the wireless transmitter provides the first wireless communication to a receiver of the other vehicle.

16. The system according to claim 13, wherein the wireless transmitter provides the first wireless communication to a satellite system.

17. The system according to claim 13, wherein the visual indicator comprises a set of lights operable as hazard lights or turn signal lights.

18. ​ The system according to claim 17, wherein the highly visible visual signal includes a signal having a flash speed that exceeds the flash speed associated with using the set of lights as hazard lamps and exceeds the flash speed associated with using the set of lights as direction indicator lamps.

19. The system according to claim 18, wherein the microprocessor does not provide the first wireless communication via the wireless transmitter when the visual indicator is used as a hazard lamp or a direction indicator.

20. The system according to claim 13, wherein the microprocessor receives a notification of a dangerous state involving the vehicle from a user operation switch inside the vehicle.

21. The system according to claim 13, wherein the microprocessor receives a notification of a dangerous state involving the vehicle from a vehicle safety subsystem.

22. The system according to claim 13, wherein the microprocessor receives a notification of a dangerous state involving the vehicle from a personal electronic device.

23. The system according to claim 13, wherein the microprocessor receives position data of another vehicle from a global positioning system unit and provides the position data within the first wireless communication.

24. The system according to claim 23, wherein the global positioning system unit is provided in part by a personal electronic device.

25. A system for providing a real-time indication of a dangerous vehicle state, comprising a server in communication with a first microprocessor of a first vehicle, the first microprocessor being operable to receive a signal from the first vehicle indicating a dangerous state, the server receiving the indication of the dangerous state from the first microprocessor and providing the indication to a second vehicle, the second vehicle comprising a second microprocessor in communication with the server, the second microprocessor receiving the indication of the dangerous state and providing a warning to an occupant of the second vehicle, wherein the second microprocessor provides the warning only when the second vehicle is on a course to interfere with the first vehicle system.

26. The system according to claim 25, wherein the first microprocessor communicates with a global positioning system associated with the first vehicle, and position data therefrom is included in the signal indicating a dangerous condition. **Claim 27** The system according to claim 26, further comprising a second microprocessor communicating with the server, wherein the second vehicle receives the indication of the dangerous condition and provides a warning to an occupant of the second vehicle only when the first vehicle is located within a lane path of the second vehicle. **Claim 28** The system according to claim 27, wherein the warning to the occupant of the second vehicle is a visual indication. **Claim 29** The system according to claim 28, wherein the visual indication is provided on a head-up display. **Claim 30** The system according to claim 27, wherein the warning to the occupant of the second vehicle is an audible warning. **Claim 31** The system according to claim 28, wherein the second vehicle comprises a highly visible external visual indicator that activates when the warning is provided. **Claim 32** The system according to claim 31, wherein the highly visible external visual indicator activates when an operator of the second vehicle decelerates as the second vehicle approaches the position of the first vehicle. **Claim 33** The system according to claim 31, wherein the highly visible external visual indicator activates to flash a light at the rear of the second vehicle. **Claim 34** The system according to claim 26, wherein the second microprocessor provides a warning to an occupant of the second vehicle only when the second vehicle receives the indication of the dangerous condition and the first vehicle is located within a threshold distance from the second vehicle. **Claim 35** The system according to claim 34, wherein the second vehicle comprises a highly visible external visual indicator that activates when the warning is provided. **Claim 36** The system according to claim 35, wherein the second microprocessor provides a warning to an occupant of the second vehicle only when the second vehicle receives the indication of the dangerous condition and the first vehicle is located within a lane path of the second vehicle and within a threshold distance. **Claim 37** The system according to claim 36, wherein the second vehicle comprises a highly visible external visual indicator that activates when the warning is provided.

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