System for communicating dangerous vehicle and road conditions

Abstract

To provide automated electronic communication of emergency, dangerous, and other events between vehicles or between vehicles and other receivers.SOLUTION: A system for notifying a dangerous condition of a vehicle includes a microprocessor configured to receive an electronic signal from the vehicle indicative of a dangerous condition surrounding the vehicle, and a first wireless transmitter in operative communication with the microprocessor. In response to receiving a 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 condition.SELECTED DRAWING: Figure 2

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 August 12, 2019, which provisional application is incorporated by reference herein as if fully set forth at this time.

[0002] The present disclosure relates generally to communication of emergency conditions to vehicles, and more particularly to automated electronic communication of emergencies, dangers, and other events between vehicles or between vehicles and other receivers. [Background technology]

[0003] Systems exist that provide an augmented image communication system for vehicles in distress, breakdown, or emergency situations. Augmented image communication systems may also be deployed when a vehicle deploys its airbags or activates traction control, ABS, or similar automatic safety systems. Augmented image communication systems may rely on increasing the flash rate (e.g., flash) of the vehicle's signal lights or other lights, which may include auxiliary lights or remote beacons. Various flash patterns may be utilized in a manner designed to attract or communicate attention more efficiently than the older, slower standard hazard light systems. Examples of such augmented image communication systems that rely on the use of vehicle signal lights are described in U.S. Pat. No. 9,481,331 to Tucker et al. and U.S. Pat. No. 9,616,810 to Tucker et al.

[0004] Augmented visual communication systems that rely on strobe lights or other visual enhancements work well to notify other drivers in the vicinity of a distressed vehicle that a warning should be issued, but they are necessarily limited in their ability to notify drivers who may be extremely far away, behind another vehicle, around a curve or bend in the road, or blocked by other obstacles. Augmented visual communication systems also remain dependent on at least some attention being paid by other drivers and their reaction time and ability to accurately assess or appropriately respond to the emergency or distress visual communication.

[0005] Furthermore, it remains up to the individual driver to know how or when to deploy their own safety systems, which may function to mitigate the chance of further distress events (e.g., collisions) or to properly notify other traffic around them. Drivers are sometimes observed activating their emergency lights when encountering another vehicle in distress or another emergency situation to preemptively warn drivers behind or nearby. While this is helpful, it is far from universal. Furthermore, the mere activation of hazard lights fails to 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, continuing in a state of increased caution is perfectly appropriate (e.g., an animal on the road), while in other cases, the best response to an emergency situation is to come to a complete stop (e.g., an overturned gasoline truck ahead).

[0006] Partially or fully autonomous cars are already a reality and are expected to become commonplace. Computer vision, radar, GPS, and other technologies are being deployed to help autonomous vehicles perceive their surroundings as well as possible to operate safely on roads and highways. Statistically, autonomous cars may already be safer than human drivers. However, autonomous cars still need to operate in much the same way as human drivers. Autonomous vehicles must be able to "see" or "hear" distress events for other vehicles on the roadway before they can detect them. Autonomous vehicles can "see" events that may indicate a distress warning, but are limited by their field of view, other vehicles, obstacles, etc. Summary of the Invention [Problem to be solved by the invention]

[0007] What is needed is a system and method to address the above and related concerns. [Means for solving the problem]

[0008] In one aspect, the presently disclosed invention includes a system for notifying a vehicle of a hazardous condition. The system 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.

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

[0010] In some cases, a wireless receiver is also in operative communication with the microprocessor. The microprocessor can receive an indication of the hazardous condition of another vehicle via the wireless receiver and provide an indication thereof within the vehicle. The microprocessor can electronically provide the indication of the hazardous condition of another vehicle to another system within the vehicle. The microprocessor can visually provide the indication of the hazardous condition of another vehicle to an occupant of the vehicle. In some cases, the microprocessor can provide the indication of the hazardous condition of another vehicle to a personal electronic device associated with the occupant of the vehicle. The system may include a head-up display, such that the visual indication of the hazardous condition of another vehicle is provided to the occupant of the vehicle using the head-up display. The microprocessor can also audibly provide the indication of the hazardous condition of another vehicle to the occupant of the vehicle.

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

[0012] In another aspect thereof, the disclosed invention includes an emergency vehicle safety system having a microprocessor that receives notification of a hazardous condition involving the vehicle, a visual indicator that is visible from outside the vehicle and operably coupled to the microprocessor, and a wireless transmitter operably coupled to the microprocessor, wherein the microprocessor provides a high-visibility visual signal on the visual indicator upon receiving notification of the hazardous condition involving the vehicle, and provides a first wireless communication via the wireless transmitter upon receiving notification of the hazardous condition involving the vehicle.

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

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

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

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

[0017] In some cases, the second vehicle includes a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle. The first microprocessor may be in communication with a global positioning system associated with the first vehicle and includes location data therefrom in the signal indicating the hazardous condition. The second vehicle may include a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle only when the first vehicle is located within the roadway path of the second vehicle.

[0018] The second vehicle may include a high-visibility external visual indicator that is activated when a warning is provided. The second vehicle may include a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to an occupant 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, possibly provided on a head-up display. The warning may also include an audio warning.

[0019] The second vehicle may also be equipped with a high-visibility external visual indicator that is activated when a warning is provided. The high-visibility external visual indicator may be activated, causing the operator of the second vehicle to slow down as the second vehicle approaches the location of the first vehicle. The high-visibility external visual indicator may be activated as a strobe light behind the second vehicle.

[0020] In another case, the second vehicle includes a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to the occupants of the second vehicle only when the first vehicle is located within the roadway path and within a threshold distance of the second vehicle. In some cases, the second microprocessor only provides a warning when the second vehicle is on a course that will interfere with the first vehicle. Again, the second vehicle may include a high-visibility external visual indicator that is activated when a warning is provided. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a schematic diagram of a vehicle emergency communication system according to aspects of the present disclosure. [Figure 2] FIG. 1 is a communication link diagram of one embodiment of a vehicle emergency communication system, according to aspects of the present disclosure. [Figure 3] FIG. 10 is a communication link diagram of another embodiment of an emergency communication system link diagram in accordance with aspects of the present disclosure. [Figure 4] FIG. 1 illustrates potential relationships between operating and broken-down vehicles on a road network. [Figure 5] 1 is a flowchart corresponding to one method of operation of an emergency vehicle communication system according to an aspect of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0022] In accordance with the present disclosure, various methods and systems are provided that enable vehicles to communicate with other vehicles, their operators (whether human or computer), and the like, such as emergency services, vehicle monitoring and control systems, that a hazardous condition exists on the roadway. The systems of the present disclosure may also communicate other information related to the vehicle, other vehicles, or other conditions or information. In the case of communication between another vehicle, the system may be referred to as a vehicle-to-vehicle communication system (e.g., V2V). However, communications may also be sent or received from devices and systems remote from the vehicle, such as emergency services, traffic monitoring systems, street lights, toll collection systems, and the like. Such systems may be referred to as vehicle-to-everything or vehicle-to-environment systems (e.g., V2X).

[0023] It should be understood that vehicle, car, automobile, and similar terms refer to any vehicle operating on a roadway. This includes, without limitation, cars, trucks, vans, SUVs, tractor / trailers, buses, and motorcycles, whether autonomous or manually operated, and whether carrying passengers, goods, or empty. For 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. If digital, any one wireless communication or signal may include several smaller digital communications or signals that are split for transmission and reassembled by a receiver to complete the original communication or signal.

[0024] FIG. 1 illustrates an exemplary system according to the present disclosure. It shows a simplified schematic diagram of a system 100 that can deploy high-visibility visual indicators on a vehicle and communicate the presence of such deployment to other vehicles or systems. It should be understood that the system of the present disclosure can rely on the presence or activation of conventional hazard lights as well as high-visibility visual indicators—it does not necessarily depend on the particular light or danger / warning system actually deployed. For purposes of this disclosure, a high-visibility 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 lights based on variable or increasing flash rate, variable or increasing contrast, variable or increasing brightness, altered or variable color, and / or combinations thereof.

[0025] Traditional hazard and signal lights that have been installed on vehicles for decades generally have a maximum flash rate of approximately two cycles per second, or 2 Hz. This was originally due in part to incandescent lighting and analog circuits, which were 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, modern light-emitting diodes (LEDs), operated by microcontrollers for example, have limited flash rates with respect to cycle rate, brightness, and other parameters. For the purposes of this disclosure, hazard lights are considered to be lighting systems that operate according to the slow flash rates (e.g., approximately 2 Hz) supported by traditional incandescent bulbs and analog circuitry, 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 coded to run on microprocessor 102. In other embodiments, a "hard-coded" silicon chip may be used that is neither programmable nor reprogrammable. In some embodiments, microprocessor 102 may be considered a microcontroller and may include its own memory, I / O controllers, A / D, D / A, etc. Microprocessor 102 (and overall system 100) may be a standalone device installed as original equipment (e.g., at the time of vehicle manufacture), as a third-party aftermarket dealer-installed system, or in any other manner. System 100 may also be a subcomponent of a larger, more comprehensive system (e.g., a vehicle safety suite).

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

[0028] In one embodiment, the microprocessor 102 receives a signal from a hazard switch 104. This may be a user-accessible hazard light switch used to activate hazard lights or a high-visibility lighting device. In other embodiments, the switch 104 is a dedicated or auxiliary switch used specifically to cause the vehicle to initiate a vehicle notification routine. In some embodiments, the switch 104 is a “soft switch” operated on a vehicle multipurpose display or menu system 116. As described further herein, the switch 104 is merely one way to activate 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 comprise a device associated with an OEM component of the vehicle, an aftermarket device, or a personal electronic device. For purposes of this disclosure, a personal electronic device may include a phone, tablet, laptop, or any other device that is not necessarily a required 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 the system 100 can be controlled. To that end, 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 or a mobile phone or other personal electronic device that communicates by Bluetooth or the like. Thus, the system 100 is useful even when the user is not fully competent or partially incompetent. Some vehicles today use cameras or other means to ensure that the driver's concentration is properly focused on the task at hand (even if the driver is not fully competent). It is also known that it is possible for a driver to determine that the driver has moved away from driving (e.g., driving). Thus, system 100 may operate to notify of a hazardous 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 may provide communications to an associated body control module ("BCM") to activate one or more sets of lights 108 associated with the vehicle in a flash, strobe, or other communication pattern. The lights 108 may comprise a set of OEM signal lamps, which 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] It should be understood that in some embodiments, the microprocessor 102 comprises the BCM 106 itself. In other words, it may replace a known BCM, or it may 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 danger or distress mode by the microcontroller 110 via the automated vehicle systems described herein. The microcontroller 110 may be a dedicated device or may be an ABS computer or sensor that monitors one or more wheels 112 for slippage, 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-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 location associated with the vehicle. The FLS 120 may be a component of a vehicle safety or automation system, such as, for example, an automated cruise control system, a driver alertness system, or an automated driving system. In some embodiments, the FLS 120 may provide information directly to the microprocessor 102 for analysis. However, the FLS 120 may also provide information to the BCM 106 or an associated vehicle safety system (e.g., automated driving), which then provides information to the microprocessor 102. Such provided information may include, for example, that the vehicle has left its lane or roadway, that a collision has occurred or is imminent, that an animal or obstacle is in the roadway, that another vehicle is in the roadway, or that other hazards exist. Capabilities to recognize such hazards are currently known in the art. In various embodiments, the present disclosure provides systems and methods for communicating such hazards ahead to external systems and to a vehicle and driver that may not otherwise be aware of such hazards.

[0034] During operation, if any of the hazards described above or other hazards are indicated, or if 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 microprocessor 102, which will activate a high-visibility visual indicator, such as low tire pressure, low engine coolant, overheated transmission, low gasoline, etc. It should also be understood that a drop or emptiness of the vehicle, and other events, may also be utilized to place the vehicle in distress or danger, resulting in activation of a high visibility visual indicator. As illustrated, this may be accomplished using light 108; however, separate beacons or auxiliary lights may also be used.

[0035] As a result of any type of activation of a high-visibility visual indicator performed by or otherwise indicated to microprocessor 102, system 100 can provide an audio alert to the driver that the system has been activated and what mode it is in. A speaker 119 may be provided, or an audible cue may be provided via the vehicle audio system or another system. Similarly, a visual cue may be provided via the display screen 116, illumination of switch 104, head-up display 117, or by other mechanism. Various systems may be capable of multiple modes of high-visibility visual indicators as well as traditional hazard modes. Thus, the particular high-visibility visual indicator or hazard mode deployed may be accessible and even changeable by the user (e.g., via voice command, display panel 116, switch 104, or other device).

[0036] In addition to providing instructions or feedback to the user or vehicle driver, system 100 can electronically communicate a hazard, distress, or emergency condition to other vehicles or receivers. Onward communication of a hazard / distress / emergency condition may occur automatically. In some embodiments, the user can initiate such communication or prevent its communication outside the vehicle. For example, a turn signal (e.g., light 108) may be activated for inspection purposes or visual effect unrelated to a true distress or emergency, and it may be desirable to suppress such communication to avoid propagating false signals to other vehicles.

[0037] An antenna 118 may be provided for outbound communications. The antenna may be dedicated for use by the system 100 or may be a diversity antenna capable of more than one use. The antenna may be an OEM or aftermarket item. It should also be understood that more than one type of antenna may be utilized. For example, the system 100 may include a Wi-Fi antenna, a cellular network antenna, a Bluetooth antenna, etc., as desired.

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

[0039] The communication of an emergency event may be a simple indication to anyone with an appropriate receiver that a vehicle in the area is in distress. However, additional useful information may also be communicated. Information that may be communicated via system 100 includes, but is not limited to, the vehicle system that notified the emergency (ABS, towing, airbags, manual activation, etc.), vehicle location (e.g., via GPS), speed, vehicle mechanical condition (operable or not), vehicle orientation (rollover or other condition), airbag deployment, and the apparent state of the driver (in control or other condition). In some embodiments, via a camera or other sensor, it may be possible to communicate the number of occupants in the vehicle, seat belt status, etc., if such information is available to microprocessor 102. The system may communicate such information. Data, particularly GPS location data, can be used to calculate when a vehicle equipped with the system will be on an obstruction course for the emergency condition, and only notify operators of vehicles likely to encounter the vehicle that notified the emergency condition, minimizing unnecessary alerts to nearby vehicles on a non-obstruction course. In some embodiments, notification to other system-equipped vehicles may be audio or visual instructions built into the system or via an interface to a vehicle entertainment system. Additionally, if the vehicle is equipped with a head-up display, a visual instruction may be projected. Using GPS information, the system can also display the location of the distressed vehicle on a GPS map display within the vehicle.

[0040] In some embodiments, system 100 may be able to wirelessly receive (via antenna 118 or another antenna) transmissions that may pertain to an emergency or dangerous condition in another vehicle. Thus, microprocessor 102 may have or be communicatively coupled to both a transmitter and a receiver. This allows system 100 to notify occupants that a nearby vehicle may be in danger, even if the occupants cannot visually observe the vehicle (due to terrain, traffic, buildings, weather conditions, etc.). This may also allow vehicles to be notified that EMS, fire, police, etc. vehicles are in the roadway so that drivers can take precautions or prepare to stop or slow down. System 100 may also allow officers or emergency personnel (e.g., some occupants) to be provided with more information than other nearby vehicles identified only as normal civilian traffic. Naturally, privacy concerns may need to be taken into consideration in any such system.

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

[0042] In this example, vehicle 202 encounters a hazard, breakdown, collision, or other event that places the vehicle in a state of hazard, emergency, or distress. 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 rapidly flash and / or provide directional strobes (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 communicated wirelessly to provide advance warning to other drivers, to request emergency services, or for other reasons.

[0043] In the illustrated example, vehicle 202 communicates a hazardous condition to vehicle 206, thus enabling vehicle 206 to be prepared, either automatically or for control by its driver, for an emergency ahead that may not be visible from the location of vehicle 206. 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 dedicated radio frequencies reserved for such purposes. However, it may also occur via a network system with an external infrastructure, such as, but not limited to, a cellular phone network or a satellite-based network.

[0044] It is understood that more than one vehicle may receive emergency instructions from vehicle 202. For example, two or more vehicles may receive the locally broadcast signal. Additionally, in some embodiments, the vehicle 206 may automatically further relay the received information in a daisy-chain-like fashion. In some embodiments, there may be limits on the number of times or distance that an emergency instruction or hazard 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 unlikely to encounter the hazard at all or 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] It is contemplated that direct, wireless, or vehicle-to-vehicle communication by the system of the present disclosure may occur via any known wireless radio frequency protocol. It is also understood that vehicle-to-vehicle communication may occur via visible light notification (e.g., vehicle 206 monitoring high frequency flashes of lights on vehicle 202, such as by camera 120), via infrared (by an IR transceiver integrated with the associated vehicle), or via other light-based communication methods.

[0046] As illustrated, vehicle 202 communicates a current hazard condition to a wireless telephone or data network (e.g., cellular), represented here 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 the present disclosure are intended for operation with any known network. Network 210 can communicate 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 particular hazard encountered by vehicle 202. A system onboard the alerted vehicle can distinguish between hazards that will or will not affect the alerted vehicle based on the location and type of emergency (if provided). For example, a hazard on an adjacent street does not necessarily trigger a warning or any other action for a vehicle that receives an indication of the hazard from network 210.

[0047] In another embodiment, the presence of a hazard may be relayed to relevant vehicles and other devices via satellite network 216. In such a case, vehicle 202 may 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 may provide more than one satellite. 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, ambulance, and roadside assistance services. If the information provided by the vehicle notifying the danger is detailed enough, time may be saved by dispatching the services most relevant to the distressed vehicle. For example, if the danger or distress is the result of only a mechanical failure, roadside assistance and possibly police may be notified, but EMS or fire may not.

[0049] 3, a communication link diagram of another embodiment of an emergency communication system link 300 according to aspects of the present disclosure. System 300 shares vehicle-mounted components with system 100, although not all are shown for clarity. Here, a particular vehicle 202 is shown as a logical boundary. High-visibility visual indicators 222 / 224 are shown outside the boundary of vehicle 202 to signify that they are visible outside (e.g., front or rear) of vehicle 202. The internal components of system 100 are shown within vehicle 202, including display screen 116 and optional switchgear 302. If a head-up display 117 is provided 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. Antenna 118 is also shown outside vehicle 202, but it may actually be within the boundary of the vehicle as long as it is capable of establishing a communications link with network 210. While only a single vehicle 202 is shown schematically for clarity, it should be understood that multiple vehicles may be equipped with system 100 or a similar system such that they can participate in issuing and receiving warnings as described herein.

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

[0051] An example of a personal electronic device, phone 314, in communication with system 100 is also shown in FIG. 3. Communication may occur via Bluetooth or another wireless protocol, or via a tethered / wired connection. In some cases, phone 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 phone 314 via an app or another suitable interface. System 100 may also be operable to interface with phone 314 via well-known protocols such as Apple CarPlay®, Android Auto®, etc.

[0052] Referring now to FIG. 4 , a diagram 400 illustrating potential relationships between operating and disabled vehicles on a road network is shown. Diagram 400 illustrates at least some of the functionality of devices and systems according to the present disclosure deployed in a realistic scenario. A roadway 402 is shown having a straight section 404 leading to a curved section 406. Where straight section 404 leads to curved section 406, a clear view of roadway 402 is blocked by a building 408 (although building 408 could be any other obstruction, including trees, terrain, guardrails, or limited visibility due to weather conditions). A side road 410 is also shown leading to roadway 402 at straight section 404. For illustrative purposes, various vehicles 420, 422, 424, 426 are shown in various positions.

[0053] In a basic example, a vehicle 422 (including, but not limited to, any of the examples provided above) If a hazardous condition (such as a road hazard) is encountered and the vehicle 422 is equipped with a system (e.g., system 100) in accordance with the present disclosure, the vehicle 422 can deploy (manually or automatically) a high-visibility visual indicator that results in a transmitted wireless signal indicating the hazard. Assuming the vehicle 420 is properly equipped, it may receive the signal (directly or from the network 210) and be alerted accordingly, perhaps well before the hazard is recognized by the driver. If the vehicle 420 has cruise control engaged, it may be canceled, the brakes may be applied, or any number of precautions based on an automated vehicle control system may be taken.

[0054] If vehicle 424 is also properly equipped, the hazard indication may also be communicated (from vehicle 420 or network 210) to vehicle 424. In this way, even if vehicle 424 may have only limited visibility down the road for vehicle 420 or otherwise have no indication of the hazard other than slowing down or avoiding vehicle 420, vehicle 424 can be immediately alerted and the driver or driving system can take appropriate preventative action. Any automated steps taken or level of warning provided to the human driver (e.g., louder alarm, visible flashing light, etc.) may increase based on the proximity of either vehicle 420, 424 to the disabled or hazard-hitting vehicle 422 depending on proximity, speed, road conditions, or other factors.

[0055] In some situations, a vehicle receiving an indication of a hazardous condition from a nearby vehicle may automatically deploy its high-visibility visual indicators. For example, when vehicles 420 or 424 are close enough to hazardous vehicle 422 so as not to provide a false signal when not necessary, they may deploy their own high-visibility visual indicators to provide a warning to vehicles not equipped with a system according to the present disclosure.

[0056] In another example, if vehicle 420 breaks down in the roadway, vehicle 424 may automatically deploy its high-visibility visual indicators upon encountering vehicle 420 and automatically transmit a signal to network 210 and / or via local broadcast indicating a hazardous condition due to a high-risk situation due to limited visibility around building 408. Such action may be taken, for example, by system 100 deployed in 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 in the roadway and that this is not the result of a traffic jam or other relatively innocuous condition. Oncoming vehicle 426 is thus alerted 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 on at least the increased visibility of vehicle 424.

[0057] In another example, vehicle 428 is wrecked on side road 410, occupying two lanes of traffic. If vehicle 428 is so equipped (e.g., with a system such as 100), vehicle 428 can automatically deploy high-visibility visual indicators and communicate its situation and GPS location by direct broadcast and / or locally over network 210. Vehicle 420 may be passing very close to disabled vehicle 428, but may not deploy its high-visibility visual indicators because its microprocessor 102 can calculate, based on GPS data, that vehicle 420 will not necessarily encounter vehicle 428 at all. Thus, a signal corresponding to disabled vehicle 428 may not be erroneously propagated, potentially causing a slowdown or collision stack from vehicles 424, 426.

[0058] These examples are merely illustrative, and the systems and methods of the present disclosure are applicable to many other operations. It should be understood that the illustrated vehicles may have various modes and many other capabilities. 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 a combination thereof.

[0059] Referring now 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. The chart 500 illustrates a potential operational flow when a system (e.g., 100, 300) according to the present disclosure receives notification that another vehicle has encountered a hazardous condition. In step 502, the system 100 receives the 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 the GPS unit 125). In step 508, the microprocessor can determine whether the broadcasting vehicle's GPS location represents a location on its own road path. For purposes of this disclosure, a road path is the roadway the receiving vehicle is traveling on, or any side roads, curves, exits, etc. that the vehicle is likely to take, taking into account direction.

[0060] If yes (the broadcasting vehicle's location is on the receiving vehicle's road path), then in step 510 the system can further determine whether the broadcasting vehicle is within a threshold that requires an immediate driver or vehicle warning. 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 be useless if the receiving vehicle is already stopped, parked, or in an adjacent roadway. However, a low-threshold warning (e.g., a non-emergency warning indication inside the vehicle) may still be given.

[0061] If the broadcasting vehicle is within the threshold, an appropriate warning may be provided in step 512, both to the vehicle driver (e.g., via a CAN bus or other connection) and to the vehicle itself. The warning may be used by the vehicle's automated control systems to shut down cruise control, take other preventative action, or prepare the automated driving system to stop, reroute, etc.

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

[0063] If the broadcasting vehicle is not on the receiving vehicle's road path (step 508) and is not within the warning threshold (step 510) or danger threshold (step 514), the system may determine in step 518 whether the broadcasted warning was nevertheless received from its connectivity server (e.g., server 302). If not (e.g., the signal was received only directly from the broadcasting vehicle, such as wirelessly, via a light sensor, etc.), the system may forward the hazardous condition warning to its server in step 520. In this way, the broadcasted event becomes available to other vehicles interfaced by server 302. If the system has deployed its own high-visibility visual display system, this may indicate that the originally broadcasted hazardous condition may have been expanded or propagated, and the system may also report this to the server in step 302.

[0064] It should be understood that the terms "comprises," "comprises," and grammatical variations thereof 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 illustrated and described embodiments may have additional components not shown and are not excluded by their absence. However, other embodiments include only those components explicitly referenced, with other components and functions being therefore excluded. Not all components and steps that would be readily apparent to one skilled in the art and understood to be present are necessarily explicitly described or illustrated.

[0065] Operatively connected, communicatively coupled, and similar terms indicate that any suitable structure may exist to provide the described functionality. If the specification or claims refer to "additional" elements, it does not exclude the presence of more than one of the additional elements.

[0066] When a claim or the specification refers to "an" element, it should be understood that such a reference should not be construed as indicating that there is only one of that element. When the specification states that a component, feature, structure, or characteristic "may," "might," "could," or "may" be included, it is understood that the particular component, feature, structure, or characteristic need not be included.

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

[0068] The methods 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 methods, means, techniques, and procedures for accomplishing a given task, including, but not limited to, methods, means, techniques, and procedures that are known to a practitioner in the art to which the invention pertains or that are readily developed by a practitioner from known methods, means, techniques, and procedures.

[0069] The term "at least" followed by a number is used herein to denote the start of a range starting with that number (which may be a range with an upper limit or an open-ended limit, depending on the variable defined). For example, "at least 1" means 1 or 2 or more. 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 with 1 or 0 as its lower limit, or a range with no lower limit, depending on the variable defined). 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) to (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 to mean a range whose lower limit is 25 and whose upper limit is 100. Furthermore, when a range is given, it should be noted that, unless the context indicates otherwise, all possible subranges or intervals within that range are specifically contemplated. For example, if a specification indicates a range from 25 to 100, such a range also includes 25 to 99, 25 to 99, etc. 8, etc., as well as any other possible combination of lower and upper limits within the stated ranges, e.g., subranges such as 33 to 47, 60 to 97, 41 to 45, 28 to 96, etc. Integer range values ​​are used in this paragraph for illustrative purposes only, and it should be understood that decimal and fractional values ​​(e.g., 46.7 to 91.3) are also intended as endpoints of possible subranges, unless specifically excluded.

[0071] It should be noted that when reference is made herein to a method that includes two or more defined steps, the defined steps may be performed in any order or simultaneously (unless the context excludes this possibility), and that 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 this possibility).

[0072] Furthermore, it should be noted that approximation terms (e.g., "about," "substantially," "approximately," etc.) should be interpreted according to their ordinary and customary meaning as used in the relevant art, unless otherwise indicated herein. Unless specifically defined within this disclosure and in the absence of ordinary and customary usage in the relevant art, such terms should be interpreted as being plus or minus 10% of the base value.

[0073] Thus, the present invention is well adapted to carry out the objects and attain the ends and advantages mentioned above, as well as those inherent therein. Although the device of the present invention has been described and illustrated herein by reference to certain preferred embodiments in connection with the accompanying drawings, various changes and further modifications, aside from what is shown or suggested herein, may be made therein by those skilled in the art without departing from the spirit of the inventive concept and its scope, which is to be determined by the following claims.

Claims

1. 1. A system for notifying a hazardous condition on a vehicle, comprising: a microprocessor configured to receive an electronic signal from the vehicle indicative of a hazardous condition involving the vehicle; a first wireless transmitter in operative communication with said microprocessor; a radio receiver in operative communication with said microprocessor; Equipped with In response to receiving the signal indicative of a hazardous event, the microprocessor transmits, via the first wireless transmitter, a first wireless signal indicating that the vehicle is involved in the hazardous condition; the microprocessor receiving an indication of a hazardous condition in another vehicle via the wireless receiver and providing an indication thereof within the vehicle; The wireless receiver receives an indication of the hazardous condition of the other vehicle only when the vehicle is on a path that will intercept the other vehicle within a predetermined time. system.

2. 10. The system of claim 1, further comprising a global positioning system unit that provides location data corresponding to the other vehicle to the microprocessor, the first wireless signal including the location data.

3. 10. The system of claim 1, further comprising a second wireless transmitter in operative communication with a personal electronic device, the personal electronic device providing location data contained in the first wireless signal to the microprocessor.

4. 10. The system of claim 1, wherein the microprocessor electronically provides the indication of the hazardous condition of the other vehicle to another system within the vehicle.

5. 10. The system of claim 1, wherein the microprocessor visually provides the indication of the hazardous condition of the other vehicle to an occupant of the vehicle.

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

7. 10. The system of claim 1, wherein said microprocessor audibly provides said indication of said hazardous condition of said other vehicle to an occupant of said vehicle.

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

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

10. The system of claim 9 , wherein the instruction from the other vehicle is a line-of-sight communication.

11. The system of claim 10 , wherein the indication from the other vehicle is an indication from a forward-facing sensor communicatively coupled to the microprocessor.

12. The system of claim 11 , wherein the forward-facing sensor comprises a camera.

13. 1. An emergency vehicle safety system, comprising: a microprocessor for receiving notification of a hazardous condition involving the vehicle; a visual indicator visible from outside the vehicle and operably coupled to the microprocessor; a wireless transmitter operatively coupled to said microprocessor; a radio receiver operatively coupled to said microprocessor; Equipped with providing a high visibility visual signal on the visual indicator when the microprocessor receives the notification of a hazardous condition involving the vehicle; providing a first wireless communication via the wireless transmitter when the microprocessor receives the notification of a hazardous condition involving the vehicle; the microprocessor receiving an indication of a hazardous condition in another vehicle via the wireless receiver and providing an indication thereof within the vehicle; The wireless receiver receives an indication of the hazardous condition of the other vehicle only when the vehicle is on a path that will intercept the other vehicle within a predetermined time. Emergency vehicle safety system.

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

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

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

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

18. 18. The system of claim 17, wherein the high-visibility visual signal comprises a signal having a flash rate that exceeds a flash rate associated with using the set of lights as hazard lights and that exceeds a flash rate associated with using the set of lights as turn signals.

19. 20. The system of 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 light or a turn signal.

20. 14. The system of claim 13, wherein the microprocessor receives notification of a hazardous condition involving the vehicle from a user-operated switch inside the vehicle.

21. 14. The system of claim 13, wherein the microprocessor receives notification of a hazardous condition involving the vehicle from a vehicle safety subsystem.

22. The system of claim 13 , wherein the microprocessor receives notification of a hazardous condition involving the vehicle from a personal electronic device.

23. 14. The system of claim 13, wherein the microprocessor receives location data of the other vehicle from a global positioning system unit and provides the location data in the first wireless communication.

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

25. 1. A system for providing a real-time indication of a hazardous vehicle condition, comprising: a server in communication with a first microprocessor of a first vehicle, the first microprocessor operable to receive a signal from the first vehicle indicating a hazardous condition; the server receiving the indication of the hazardous condition from the first microprocessor and providing the indication to a second vehicle; the second vehicle comprising a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle; The second microprocessor provides the warning only when the second vehicle is on a path that will intercept the first vehicle within a predetermined time. system.

26. 26. The system of claim 25, wherein the first microprocessor is in communication with a global positioning system associated with the first vehicle, and location data therefrom is included in the signal indicating a hazardous condition.

27. 27. The system of claim 26, wherein the second vehicle comprises a second microprocessor in communication with the server that receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle only when the first vehicle is located within a roadway path of the second vehicle.

28. 28. The system of claim 27, wherein the warning to the occupant of the second vehicle is a visual indication.

29. 30. The system of claim 28, wherein the visual indication is provided on a head-up display.

30. 28. The system of claim 27, wherein the warning to the occupant of the second vehicle is an audio warning.

31. 28. The system of claim 27, wherein the second vehicle includes a high visibility external visual indicator that is activated when the warning is provided.

32. 32. The system of claim 31, wherein the high visibility external visual indicator is activated when an operator of the second vehicle slows down as the second vehicle approaches the location of the first vehicle.

33. 32. The system of claim 31, wherein the high visibility external visual indicator is activated to flash lights on the rear of the second vehicle.

34. 27. The system of claim 26, wherein the second microprocessor receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle only when the first vehicle is located within a threshold distance from the second vehicle.

35. 35. The system of claim 34, wherein the second vehicle includes a high visibility external visual indicator that is activated when the warning is provided.

36. 36. The system of claim 35, wherein the second microprocessor receives the indication of the hazardous condition and provides a warning to an occupant of the second vehicle only when the first vehicle is located within a roadway path and within a threshold distance of the second vehicle.

37. 37. The system of claim 36, wherein the second vehicle includes a highly visible external visual indicator that is activated when the warning is provided.

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