U.S. patent application number 16/825297 was filed with the patent office on 2020-07-09 for collision prevention system.
This patent application is currently assigned to Physician Electronic Networks, L.L.C.. The applicant listed for this patent is Physician Electronic Networks, L.L.C.. Invention is credited to A-Hamid Hakki, Belmina Hakki, Dina A. Hakki, Maryam Hakki, Nadia Hana Hakki.
Application Number | 20200216062 16/825297 |
Document ID | / |
Family ID | 71403442 |
Filed Date | 2020-07-09 |
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United States Patent
Application |
20200216062 |
Kind Code |
A1 |
Hakki; A-Hamid ; et
al. |
July 9, 2020 |
Collision Prevention System
Abstract
A vehicle safety system includes one or more sensors interfaced
to an index vehicle and a computer that is operatively interfaced
to the one or more sensors, thereby the computer obtains sensor
data from the one or more sensors. One or more propulsion devices
are operatively coupled to the computer such that the computer
controls activation of each propulsion device. The computer
executes software that causes the computer to iteratively calculate
a size of a safety zone based upon the sensor data and to
iteratively determine if an object enters the safety zone as well
as if a collision with the object is imminent. If it is determined
that the collision with the object is imminent, the software causes
the computer to signal one or more of the propulsion devices to
emit a jet of liquid, thereby decelerating and/or changing
direction of the index vehicle and/or of the object.
Inventors: |
Hakki; A-Hamid; (Dunedin,
FL) ; Hakki; Maryam; (Dunedin, FL) ; Hakki;
Dina A.; (Dunedin, FL) ; Hakki; Belmina;
(Dunedin, FL) ; Hakki; Nadia Hana; (Dunedin,
FL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Physician Electronic Networks, L.L.C. |
Dunedin |
FL |
US |
|
|
Assignee: |
Physician Electronic Networks,
L.L.C.
Dunedin
FL
|
Family ID: |
71403442 |
Appl. No.: |
16/825297 |
Filed: |
March 20, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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16506439 |
Jul 9, 2019 |
10632914 |
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16825297 |
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15721752 |
Sep 30, 2017 |
10392013 |
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16506439 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/09 20130101 |
International
Class: |
B60W 30/09 20060101
B60W030/09 |
Claims
1. A vehicle safety system comprising: one or more sensors
interfaced to an index vehicle; a computer, the computer interfaced
to the one or more sensors, the computer obtaining sensor data from
the one or more sensors; one or more propulsion devices interfaced
to the index vehicle, each propulsion device operatively coupled to
the computer such that the computer controls activation of each
propulsion device; the computer operatively configured to execute
software that causes the computer to iteratively calculate a size
of a safety zone based upon the sensor data and to iteratively
determine if an object enters the safety zone as well as if a
collision with the object is imminent; and if it is determined that
the collision with the object is imminent, the software causes the
computer to signal one or more of the propulsion devices to emit a
jet of liquid, thereby decelerating and/or changing direction of
the index vehicle and/or of the object.
2. The vehicle safety system of claim 1, wherein each of the one or
more propulsion devices comprises an incendiary device, a reservoir
of liquid coupled to the incendiary device, and an orifice through
which the liquid flows as the jet of liquid upon ignition of the
incendiary device by the computer.
3. The vehicle safety system of claim 1, wherein the liquid is
water.
4. The vehicle safety system of claim 1, wherein the sensor data
includes at least one sensor data item selected from the group
consisting of a difference in velocity between a velocity of the
index vehicle and a velocity of the object, a type of surface on
which the index vehicle is traveling, a weather condition at the
index vehicle, a road surface condition of a road on which the
index vehicle is located, and an ambient light at the index
vehicle.
5. The vehicle safety system of claim 4, wherein the weather
condition includes an indication of at least one weather item
selected from the group consisting of rain, ice, sleet, fog, and
snow.
6. The vehicle safety system of claim 2, wherein the orifice is
capped with a temporary plug that, upon ignition of the incendiary
device, the temporary plug exits the orifice.
7. The vehicle safety system of claim 1, wherein the one or more
sensors and the computer are housed in a standalone module.
8. A method of avoiding collisions comprising: determining if a
collision between an index vehicle and an object is imminent using
at least a velocity of the index vehicle and a velocity of the
object; and if the collision between the index vehicle and the
object is imminent, emitting one or more jets of liquid from one or
more propulsion devices that are interfaced to the index vehicle to
decelerate the index vehicle and/or change a direction of travel of
the index vehicle or of the object.
9. The method of claim 8, wherein if the collision between the
index vehicle and the object is imminent, further initiating
braking of the index vehicle.
10. The method of claim 8, wherein the liquid is water.
11. The method of claim 8, wherein the determining if the collision
between the index vehicle and the object is imminent further
includes one or more of: determining a condition of a road on which
the index vehicle travels, determining a weather condition at the
index vehicle, determining a type of road on which the index
vehicle is traveling, and determining if braking of the index
vehicle will prevent the collision.
12. A vehicle safety system comprising: one or more sensors
interfaced to an index vehicle; a processor, the processor
interfaced to the one or more sensors, the processor obtaining
sensor data from the one or more sensors; one or more propulsion
devices interfaced to the index vehicle, each propulsion device
operatively coupled to the processor such that the processor
controls activation of each propulsion device; software running on
the processor, the software causes the processor to iteratively
calculate a delta velocity between the index vehicle and an object
in a travel path of the index vehicle and a distance between the
index vehicle and the object; the software uses the delta velocity
and distance to calculate if a collision between the index vehicle
and the object is imminent; and if it is determined that the
collision between the index vehicle and the object is imminent, the
software causes the processor to signal one or more of the
propulsion devices to emit a jet of liquid, thereby decelerating
and/or changing direction of the index vehicle and/or of the
object.
13. The vehicle safety system of claim 12, wherein each of the one
or more propulsion devices comprises an incendiary device, a
reservoir of liquid coupled to the incendiary device, and an
orifice through which the liquid flows as the jet of liquid upon
ignition of the incendiary device by the processor.
14. The vehicle safety system of claim 12, wherein the liquid is
water.
15. The vehicle safety system of claim 12, wherein the sensor data
includes at least one sensor data item selected from the group
consisting of: two velocity sensors for sensing a velocity of the
index vehicle and a velocity of the object, a type sensor that
senses a type of surface on which the index vehicle is traveling, a
weather condition sensor that senses a weather condition at the
index vehicle, and a road surface condition sensor that senses a
condition of a road on which the index vehicle is located.
16. The vehicle safety system of claim 15, wherein the software
uses the delta velocity, the distance, and one or more of the type
of surface, the weather condition, and the road surface condition;
to calculate if the collision between the index vehicle and the
object is imminent.
17. The vehicle safety system of claim 13, wherein the orifice is
capped with a temporary plug that, upon ignition of the incendiary
device, exits the orifice.
18. The vehicle safety system of claim 12, wherein the one or more
sensors and the processor are housed in a standalone module.
19. The vehicle safety system of claim 13, wherein the index
vehicle is a drone and a mass of the liquid is sufficient to
instantaneously change a spatial position of an index drone in
order to avoid impact with an incoming missile.
20. The vehicle safety system of claim 13, wherein the index
vehicle is a drone and simultaneous ejection of liquid from two of
the orifices that are 180 degrees from each other, thereby the
spatial position of the drone is maintained while, at the same
time, an incoming drone or an incoming missile is deflected.
21. A vehicle safety system comprising: one or more sensors
interfaced to an index vehicle; one or more cameras interfaced to
the index vehicle, at least one of the one or more cameras facing
rearward of the index vehicle; a processor, the processor
interfaced to the one or more sensors and to the one or more
cameras, the processor obtaining sensor data from the one or more
sensors and the processor obtaining image data from the one or more
cameras; a storage operationally interfaced to the processor;
software running on the processor, the software causes the
processor to iteratively calculate a distance between a trailing
vehicle and the index vehicle and an instantaneous velocity of the
index vehicle; the software uses the instantaneous velocity and the
distance to calculate if the trailing vehicle is tailgating the
index vehicle; and if it is determined that the trailing vehicle is
tailgating the index vehicle, the software causes the processor to
signal such by way of an indicator operatively interfaced to the
processor and visible or audible and the processor stores the
instantaneous velocity and the distance in the storage for
retrieval should the tailgating result in an accident.
22. The vehicle safety system of claim 21, wherein at least one of
the one or more cameras facing forward with respect to the index
vehicle, the software causes the processor to iteratively calculate
a distance between a leading vehicle and the index vehicle and an
instantaneous velocity of the index vehicle; the software uses the
instantaneous velocity and the distance to calculate if the index
vehicle is tailgating the leading vehicle for when tailgating
becomes forced by the leading vehicle cutting in front of the
trailing vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a continuation in part of U.S. patent
application Ser. No. 16/506,439, filed Jul. 9, 2019 which is a
continuation in part of U.S. patent application Ser. No.
15/721,752, filed Sep. 30, 2017, the disclosure of both are hereby
incorporated by reference.
FIELD
[0002] This invention relates to the field of motor vehicles and
more particularly to a system for preventing collisions.
BACKGROUND
[0003] Today, vehicles such as cars, boats, and aircrafts move at
speeds that expose their occupants to the risk of body injury and
death in the event of a collision. Car accidents are a major cause
of morbidity and mortality. Annually, about 3 million people are
injured, many are permanently disabled and many die as a result of
their injuries. Seatbelts and inflatable safety devices (air bags)
have undoubtedly saved innumerable lives. However, one issue with
airbags and seatbelts is that they are deployed after a collision
and not before.
[0004] Measures to prevent collisions are far more valuable in
saving lives than measures deployed after a crash. Sensors have
been utilized to prevent accidents such as using ultrasound, video
cameras, lasers and radar. However, signals/alarms emanating from
monitoring these sensors are available only to the driver of the
vehicle into which they are integrated, and not to drivers of other
vehicles. In addition, once a collision has occurred, there is
currently no reliable method to immediately discover, quantify and
report the accident.
[0005] Fender benders are the most common type of motor vehicle
accidents. Two million or more occur each year, in parking lots,
when backing up into oncoming traffic, or when stopping suddenly.
Although rarely a cause of serious injuries, fender benders often
result in costly repairs and increased in insurance rates. In order
to prevent Fender Benders, a variety of technologic advances have
been deployed. Recently, forward-collision detection and
lane-departure electronic signals warn the driver of the vehicle to
take corrective action, usually by a visual and/or audible warning
whenever a car strays from its lane or gets too close to the car
ahead. Color coding of the closeness to the car ahead helps to
alert the driver as to the distance ahead, green, yellow and red.
These warnings are often muted at low speeds, such as less than 15
miles per hour. Forward-collision detection and lane-departure
detection systems typically rely on radar, ultrasound, or camera
imaging.
[0006] Tailgating is responsible for more than one third of all
motor vehicle accidents. Tailgating is defined as a vehicle
encroaching on the safe space between that vehicle and a leading
vehicle (the car ahead of you). When tailgating occurs, it is often
impossible to stop your vehicle in the event that the leading
vehicle decelerates suddenly, resulting in a collision. This "safe"
distance varies with several factors such as vehicle specification
and make, speed of vehicle, road conditions, darkness (ambient
light), and weather conditions. Current sensors are available to
estimate this "safe" distance, but the information is only
available to the driver of the vehicle on which those sensors are
integrated. Safety tips such as maintaining a distance between your
vehicle and the leading vehicle (e.g. car ahead of you) often
suggest keeping 10 feet of distance for every 10 mile per hour of
speed. For instance, 60 feet is deemed a safe distance for speeds
of 60 mph. This distance increases during inclement weather. There
is also a two second rule between the vehicle and the leading
vehicle as each passes a stationary object (e.g. a light post or a
road sign). This relies on the driver accurately measuring two
seconds between when the leading vehicle passes the stationary
object and when the driver's vehicle passes the stationary object.
The two second rule applies to dry road conditions, as four seconds
is recommended for wet roads, and ten seconds for snow or
ice-covered roads. Tailgating is not only illegal but also causes
serious and fatal accidents. In addition, tailgating is rarely
documented.
[0007] Drivers of vehicles backing up in a parking lot may have
difficulty seeing pedestrians or other vehicles in the line of
travel. Similarly, drivers parking (looking for a parking space)
and pedestrians may have difficulty seeing cars that are backing
out of parking spaces.
[0008] Many vehicular accidents are avoidable. Often, a driver of a
first vehicle (index vehicle) is following too close behind a
second vehicle and, when the second vehicle slows down or stops,
the driver of the first vehicle (index vehicle) has insufficient
time to stop, thereby resulting in a collision.
[0009] Drivers are human, and each driver constantly makes driving
decisions based upon speed, road conditions, traffic, etc. It is
often recommended that one maintain at least one car length per ten
miles per hour, but it is often difficult to determine five or six
car lengths, as this is an imaginary distance and based on a
fictional car size as imagined by the driver. Other than vehicle
velocity, stopping distance is impacted by the road surface, road
conditions (e.g. wet, snow, ice), tire conditions, vehicle load,
tire condition, tire pressure, brake shoe wear, etc. These factors
also apply to self-driving vehicles.
[0010] To this, it is difficult for a driver to know what a safe
following distance might be given such diverse condition. Yet,
driving at a safe distance from other vehicles is critical to
avoiding accidents.
[0011] There have been some limited attempts to provide a system
that projects an image onto the roadway for helping with distance
control between vehicles. For example, U.S. Pat. No. 9221509 to Lai
for a Display Apparatus and Vehicle Having Projector Device has a
display projection system for a vehicle that presents data on a
roadway surface in front of the vehicle. The shape, size, and/or
location of the projected image are not dynamic and does not change
based upon factors that are critical to preventing a collision such
as vehicle speed, road conditions, steering wheel rotation, etc.,
and therefore cannot be relied upon to reliably prevent collisions
U.S. Pat. Publication 2008/0219014 to Loibi for a Bicycle Bumper
with a Light Generating a Bike Lane has a light emitter on a
bicycle that emits a pattern indicating to other bikers an unsafe
passing area. Again, this is a static pattern that does not change
based upon bicycle speed, road conditions, steering direction,
etc.
[0012] Sometimes, when a collision does occur, one or more
occupants of the vehicle(s) involved require medical attention, but
medical help is often miles away. As trauma is often involved, the
length of time between when the collision occurred and when
emergency personnel arrive is critical and even seconds will
determine whether some people will live or die. Therefore, in such
situations, immediate alerting of emergency responders (e.g.
police, fire, ambulance, EMT) is of utmost importance.
[0013] Speed of travel is a necessity of daily life that continues
to lead to innovations in means of transportation. Faster and safer
vehicles come with the drawback of mechanical and electronic
failure that leads to accidents, with significant negative impact
on physical and psychological health, disability and loss of life.
Economic losses are astronomical. Seat belts and inflatable safety
devices (interior air bags) have undoubtedly saved many lives since
their widespread use, but many have caused some injuries and even
death. A collision is defined as the meeting of objects in which
each exerts a force upon the other, causing the exchange of energy
or momentum. The objects may be stationary or mobile. Most vehicles
are equipped with devices that are designed to slow and stop the
vehicle before impacting other objects.
[0014] External means of deceleration before impact such as
exterior airbags exist but failed to gain momentum due to inherent
limitations such as the short distance required before effective
deployment or impact, extreme bulk and storage space required for
safe deceleration and vehicle disability after any deployment.
[0015] A conventional (interior) air bag system used for motor
vehicles generally includes an inflatable folded air bag, a
collision sensor that senses the collision of the vehicle and
generates a collision-sensing signal. An electronic control unit
receives the collision signal and controls the operation of the
airbag by signaling the inflator to inject gas or air into the
folded air bag. The air bag is then deployed and inflates against
the occupants of the vehicle. The collision sensor is mounted to
the forefront of the vehicle. Upon collision of the vehicle with
another vehicle or object, the collision sensor will receive the
shock of the impact, and generates a collision sensing signal and
supplies it to the electronic control unit, and if this exceeds a
certain preset value, the electronic control unit will provide the
inflator with the air bag expansion triggering signal. The
explosive combustion of a pyrotechnic or other substance and a gas
generating material being an ignitable material included in the
inflator will instantaneously supply the folded air bag and result
in sudden full inflation. The inflator includes a cylindrical
container with a chamber containing a squib, a pyrotechnic
material, and a gas generating material being an ignitable
substance.
[0016] An externally mounted air bag arrangement is illustrated in
U.S. Pat. No. 5,725,265 to Baber. The air bag is housed in a
bumper-like chamber that is activated automatically after impact
and relies upon the cushioning effect of the inflated air bag.
[0017] U.S. Pat. No. 5,431,463 to Chou describes a shock absorber
such as rubber cell with a compression spring that deflates upon
impact and acts as a cushion.
[0018] U.S. Pat. No. 6,056,336 to Balgobin describes an air bag
with internal shock absorber. The air bag is mounted on the front
or rear of the vehicle. The external air bag assembly is located in
a cavity in the bumper of the vehicle and includes a deployable
shock-absorbing bumper assembly within the air bag that expands
forward and provides additional shock absorbing region. The system
is activated manually by the occupants of the vehicle using an
actuated switch mounted on the dashboard of the vehicle. U.S. Pat.
No. 6,056,336 also proposes an alternative automatic switch for
activation.
[0019] Other patens propose external air bags that are triggered
before impact by a variety of sensors such as radar or sonar. For
example, U.S. Pat. No. 6,450,556 to Tony J. Jacobs teaches an
exterior air bag system that provides under-ride protection by an
exteriorly mounted sensor that upon impact triggers the deployment
of the air bag. The air bag is located on the bottom side of a
truck and substantially laterally inwardly from a lateral side
periphery. U.S. Pat. No. 3,822,076 to Mercier and LeFeuvre has an
energy absorbing buffer device for motor vehicles and a mechanical
and hydraulic obstacle detector.
[0020] U.S. Pat. No. 6,106,038 to Peter A. Dreher has an external
air bag system for collision damage reduction triggered by sensors
prior to impact. The system reduces contact velocities between a
vehicle and an object by use of air bags on the exterior of the
vehicle. In an analysis of the physics of the exterior air bags,
Newton's Second Law of Motion (Force=Mass x Acceleration) is
applied to calculate an area of the bag contact on the front of the
vehicle times the bag pressure equals the force on the vehicle. The
force on the vehicle divided by its mass equals its deceleration or
rate of reduction of velocity per unit time. Therefore, as the bag
compresses, the vehicle decelerates, taking longer to compress each
subsequent length of the air bag. Thus, the velocity of the vehicle
drops exponentially with length of air bag compression. This
reference also notes that with air bag compression, the gas
pressure inside the bag rises inversely proportional to the
remaining space in the bag in an exponential manner. In other
words, an un-vented air bag slows a vehicle at a fast and
exponential rate. This reference notes a problem of severe rates of
deceleration and its effect on the compression of vital organs of
the occupants of the vehicle, such as the brain, which may result
in injury and death. It is known that rate of deceleration
exceeding 18 g's is not tolerated by humans. This reference
presents a mathematical model using an exterior air bag measuring 5
feet in length and 4 feet in width and 2.5 feet high, starting at
in initial inflation pressure of 15 psig to handle 3,000 pounds
motor vehicle with passengers colliding with an immovable object. A
silicone rubber coated fabric with no holes is used in order to
hold the initial bag pressure and includes two pressure relief
valves to expel gas when the compression is under way. As long as
the bag pressure stays below 62 psig on a 3,000 lb. motor vehicle
with 6 square feet of frontal area, the car deceleration stays
under 18 g's. Weakly sewn pieces of fabric (0.4 and 0.3 square foot
patch) will act as relief valves at pressures of 30 and 40 psig.
Note that with the disclosed design, it may take 200 milliseconds
to fully inflate the airbag for an average vehicle.
[0021] U.S. Pat. No. 6,209,909 to David S. Breed includes a method
to distance the passenger from the side door during side impact. An
internal air bag is activated prior to collision by using pattern
recognition of radiant energy from the impacting object or vehicle.
By using two inflators with variable inflation rates that inflated
2 air bags independently of each other, by way of 2 independent
crash sensors. The air bags inflate between the vehicle occupant
and the side door. Also disclosed is using an external air bag
stored within the side door to be deployed prior to impact to
cushion of the impact. Not addressed is pattern recognition
techniques and methods to assess the probable severity of a pending
impact utilizing ultrasound, electromagnetic waves system, and
infrared electromagnetic waves as well as pedestrian
protection.
[0022] In U.S. Pat. No. 6,749,218 to Breed, more details of an
externally deployed air bags system are shown. This includes side
air bags as well as air bags in the front as well as the rear of
the vehicle and provisions to cushion a pedestrian struck by a
vehicle.
[0023] In U.S. Pat. No. 6,772,057 to Breed et al, systems for
vehicular monitoring using image processing are described including
a monitoring system for the environment interior and exterior to
the vehicle and using the information thus obtained to control the
inflation of air bags and other systems in the vehicle. Pattern
recognition system is used to enable controlled inflation of the
air bags prior and during collision. Also disclosed is a monitoring
system to assess passenger position during impact and methods to
minimize collision damage as well as cameras surrounding the
vehicle in order to view the interior as well as the exterior of
the vehicle.
[0024] U.S. Pat. No. 6,416,093 to Phillip Schneider describes an
energy absorption, rotation and redirection system for use with a
vehicle astride a barrier. An external air bag system is described
that does not cover the entire surface of the vehicle, and
specifically addresses bumper and side air bags for protection
against road barriers. In addition, the invention teaches not to
attempt to substantially absorb the force of the impact with the
surrounding barrier, but rather to only absorb a minimal portion of
the impact, while converting the majority of the force of the
impact into a rotating and redirecting force thereby dissipating
the energy by use of a circular motion. A plurality of airbags
along the front and sides of the vehicle, each constructed of a
heavy-duty nylon material with concentric inner and outer layers,
to take into account the chance of puncture of the outer layer
before the airbag is fully deployed.
[0025] U.S. Pat. No. 6,408,237 to Daniel M Cho describes at least
one interior and at least one exterior air bag system for the
protection of vehicles, roadside objects and pedestrians. Such
includes an intricate system that relies on an external and an
internal detection system as well as wireless technology to predict
collision and to minimize damage to people and property.
[0026] U.S. Pat. Nos. 5,959,552 and 5,646,613 to Myungeun Cho
teaches the use of exterior air bags located to the front, sides
and back of vehicles.
[0027] U.S. Pat. No. 6,543,803 to Shawn G. Ryan describes
pedestrian protection using a scuttle area air bag. The exterior
air bag inflates along the lower windshield as well as part of the
vehicle below the windshield of the vehicle, without obstructing
the view of the operator.
[0028] U.S. Pat. No. 6,474,679 to Miyasaka et al describes a
vehicle air bag system that inflates and unfolds to cover the
entire front surface of a front pillar to protect a pedestrian
during a collision.
[0029] U.S. Pat. No. 6,467,563 to Ryan et al describes a windshield
frame air bag for pedestrian protection. When deployed the airbag
substantially covers the windshield and adjacent pillars and
provides for view ports to maintain a degree of visibility.
[0030] U.S. Pat. No. 6,227,325 to Reza H. Shah has an external
safety bag for a variety of conveyances. For automobiles, the air
bag system provides for deceleration and flotation in case of
crashes into water. The size of the air bag is almost equal to the
size of the automobile, and each bag has two compartments, front
and rear. The front of the air bag forms an effective resistive
wall to the air in front of the automobile. The top front portion
of the front compartment projects forward and in intended to
capture the oncoming automobile, and its bottom portion slides
under the front of the oncoming automobile. Mr. Shah also describes
a plurality of openings in the rear compartment of the automobile
air bag in order to maintain adequate pressure in the air bag and
minimized rebound during collision. In addition, Shah has weighted
air bags to keep them close to the ground, and transparent fabric
so as not to block the vision of the driver. The air bag lies
between the center of gravity and the center of buoyancy of the
watercraft upon deployment.
[0031] Other patents by Yamato et al (U.S. Pat. No. 6,527,886),
Toshinori Tanase (U.S. Pat. No. 6,260,878) and Yosuke Higashi (U.S.
Pat. No. 6,357,786) show air bag systems with unique features.
[0032] U.S. Pat. No. 6,712,168 to Yakov Feldman has a vehicle
impact, force-limiting system, using a gas generator located away
from the crumble zone of the vehicle, such as the top of the
vehicle, and directed along the longitudinal axis of the vehicle.
The gas generator is activated by bumper sensors after the onset of
impact, as is customary for internal airbags deployment, or
manually by vehicle occupants before perceived collision.
[0033] The National Accident Statistics Study have shown that more
than 90% of accidents causing air bag deployment occur at crash
speeds at 30 mph or less at the time of impact and about 80% of air
bag deployments occur below 20 mph. Moreover, the U.S. Federal
Government safety regulations require that motor vehicle air bags
protect unbelted front seat occupants in frontal barrier crashes
where the vehicle is traveling at 30 mph at impact. These strict
requirements have led to the installation of the so called
"aggressive" air bags that have caused serious injuries and even
death. Various means have been proposed to overcome the potential
hazards associated with conventional interior air bags. For
example, U.S. Patent 5,871,231 to Richards et al suggests a
variable-volume and variable-inflation air bag.
[0034] Exterior bags cause deceleration primarily upon impact with
other vehicles or objects. Exterior bags have limited distance to
collision structure as after inflation, exterior air bags begin to
loose pressure. Also, in order to provide safe and effective
deceleration, exterior airbags must be voluminous, thereby
necessitating long inflation time before impact. Such airbags
potentially obstruct the view of the vehicle occupants. In
addition, upon deployment of exterior air bags, Bernoulli wind
forces may cause undesirable lift of air bags. In order to rectify
some of these issues, U.S. Pat. No. 6,106,038 to Peter A. Dreher
includes a strip of porous material on the upper side of the bag to
create a vent with an upward jet that will cause a downward force
on the air bag. This air bag also has a 10 to 40 degrees backward
slant on a front surface of the air bag creating an aerodynamic
foil that pushes the bag downward as it moves forward through the
air.
[0035] U.S. Pat. No. 6,227,325 to Reza H. Shah proposes that air
bags be weighted such that upon inflation, the air bag will stay
close to the pavement to ensure that the air bag would not rise
above the hood of the vehicle.
[0036] Yet another limitation of an exterior inflatable safety
device is that it typically requires large storage space near the
exterior of the vehicle and is costly to replace. Once deployed,
the external air bags usually render the vehicle inoperable.
[0037] What is needed is a system that will prevent collisions by
emitting one or more jets of a liquid prior to impact.
SUMMARY
[0038] A collision prevention system for a variety of conveyances
of vehicles includes one or more propulsion devices such as
inflators that, when ignited, produce one or more jets of liquid
under high pressure, for example starting within 20 milliseconds
from the time of deployment, and directed exterior to a vehicle in
motion. The jets have predetermined direction, velocity, force,
volume, and duration. Controlled deceleration of the index vehicle
is accomplished by extending the range of the propulsion jets to
start at a distance before impact that would result in safe
deceleration. The jets may be continuous, intermittent,
simultaneous or sequential. For each propulsion device, there are
one or more propulsion jets that control speed and direction of the
vehicle. Rapid sequence cameras, laser, radar, ultrasound sensors,
and holographic projectors measures parameters of speed,
acceleration, deceleration and vehicle orientation (upright or
turned over) relative to road surface and detect water immersion.
In some embodiments, the sensors and holographic projectors located
behind the front and rear windshield (or windscreen). The
holographic projectors project holographic dynamic images of the
index vehicle on the road surface in front and behind the vehicle
proportional to the speed of the index and trailing vehicles. In
some embodiments, continuous loop recording measures and records
operational parameters of the index vehicle. The sensors are used
to predict imminent collision. In some embodiments, once an
imminent collision condition is detected, audio/video images are
stored on storage media. Alternatively, the system may be triggered
by imminent vehicle break-in, or incoming objects such as other
vehicles or missiles.
[0039] The present application presents a method to absorb the
shock of the impact outside the vehicle just before impact, while
minimizing the risk of rapid deceleration and rebound. By way of
ejecting a liquid using an inflator prior to impact, in some
accidents, will actually prevent the triggering of the inflators of
the customary interior or exterior air bags if the collision
sensor-triggered impact shock threshold is not exceeded. It is
anticipated that this will prevent the majority of air bag
deployments in accidents, since most occur at relatively low
driving speeds, and thus theoretically prevent injuries caused by
interior air bag inflation, and the expense of replacing the
deployed interior and/or exterior airbags and associated
structures.
[0040] In order to provide deceleration devices that will save
lives and minimize bodily injury and vehicle damage, the safety
deceleration system is to be implemented for a variety of vehicles
including, but not limited to, drones, motor vehicles, boats,
ships, motorcycles, and submarines. The safety deceleration system
provides for: [0041] 1. Deceleration utilizing forceful ejection of
water or liquid with high velocity and force provided by, for
example, an inflator. Exterior location of the orifices of pipes
surrounding the index vehicle from all sides including top and
bottom, leading to the inside frame and/or supporting structures of
the vehicle. [0042] 2. The range of the jet of water or liquid
extend for farther distances than is possible or practical with
exterior airbags, therefore allowing greater time and distance for
safe deceleration. In some embodiments, the range and force of the
jet of liquid are variable and set to depend on factors such as the
size and type of index vehicle, speed, momentum, force, and
environmental factors, as well as other vehicle velocity, incoming
object velocity, etc. [0043] 3. Deployment of the jet of water or
liquid causes deceleration on the index vehicle without the need
for contact with other objects or vehicles, based on Newton's first
and third Laws of Motion, unlike exterior airbags that requires
contact with the colliding object such as other vehicles or
structures. [0044] 4. A detection device in the index vehicle
combines, for example, rapid sequence cameras, laser, radar,
ultrasonic; measures parameters of speed, acceleration,
deceleration and index vehicle orientation (upright or turned over)
relative to road surface, water immersion, etc. In some embodiment,
the detection devices project holographic dynamic images of the
index vehicle on the road surface in front and behind the vehicle
proportional to the speed of the index vehicle and trailing
vehicles. In some embodiments, the system documents and stores
images of encroachment on the safety zone and/or holographic road
images that define tailgating, whether behind the index vehicle
caused by the trailing vehicle (voluntary tailgating), or in front
of the index vehicle by another vehicle encroaching on safety zone
and resulting in "forced tailgating" by the index vehicle. [0045]
5. Activation of the water or liquid jet is initiated by analyzing
data from one or more pre-collision sensors such as radar, laser,
ultrasound, or video sensors or a combination of sensors. [0046] 6.
In some embodiments, indicators of signal system malfunction, as
well as the readiness of inflators for deployment, and the need for
replacement or repair is provided. [0047] 7. In some embodiments,
rapid sequence film cameras or other imaging sensors with night
vision and/or illumination capability document the events
immediately (outside as well as inside the vehicle) before and
after impact, saved in a storage compartment inside the vehicle or
watercraft.
[0048] In some embodiments, the safety deceleration system
initiates deceleration at a desirable distance before impact, by
adjusting the range of the propulsion jets to provide sufficient
time for safe deceleration.
[0049] In some embodiments, the safety deceleration system controls
propulsion liquid jets to assist in steering the index vehicle as
well as to avoid oncoming vehicles that threaten collision.
[0050] In some embodiments, the safety deceleration system includes
vehicle position sensors to detect vehicle position relative to the
horizontal.
[0051] In some embodiments, the safety deceleration system includes
cameras and sensors that detect water immersion of a vehicle.
[0052] In some embodiments, the safety deceleration system includes
propulsion jets that assist in stabilizing and steering the index
vehicle and restoring normal position of the index vehicle in the
event of an imminent rollover of the index vehicle.
[0053] In some embodiments, the safety deceleration system includes
one or more propulsion jets deployed by, for example, inflators
when a collision is imminent. The propulsion jets are simultaneous
or sequential deployed to allow abating of propulsion jet
deployment if a collision is no longer imminent.
[0054] In some embodiments, the safety deceleration system deters
vehicle theft, by directing the jet propulsion at assailants who
break into the vehicle without necessarily causing significant body
harm to the assailants, including forewarning of the potential for
body harm caused by their action.
[0055] In some embodiments, the safety deceleration system includes
detecting and deflecting incoming missiles or projectiles such as
bullets, rocks or shell fragments by propulsion jets of liquids of
various viscosity, mass and velocity aimed at such objects to
decelerate the objects, or change their direction away from the
index vehicle.
[0056] In some embodiments, the safety deceleration system includes
detecting and deflecting in incoming vehicles by propulsion jets of
liquids of various viscosity, mass and velocity aimed to decelerate
threatening vehicles or change the direction of threatening
vehicles away from the path of the index vehicle.
[0057] In some embodiments, the safety deceleration system does not
impact the index vehicle after deployment, allowing for resuming of
normal driving after an impact is successfully averted, as no
exterior (or interior) air bag deployment was necessary, and safe
deceleration caused no body harm to the occupants of the vehicle by
interior airbag deployment.
[0058] In some embodiments, the safety deceleration system includes
a sensing system for detecting pre-impact conditions. The sensing
system includes, for example, an audio/video image recording system
having rapid sequence film cameras located/aimed inside and/or
outside of the index vehicle. In some embodiments, the audio/video
images associated with the accident are store in a memory unit. In
some embodiments, a control system analyzes the data from the
sensors and issues a control signal to control a pre-collision and
collision situation and to provide for additional safety parameters
during an emergency situation by directing liquid jet propulsion
deployment in a controlled fashion.
[0059] In some embodiments, the safety deceleration system includes
propulsion jets that surround the index vehicle from the front,
sides, top and bottom thereof.
[0060] In some embodiments, the safety deceleration system includes
propulsion jets that propel a volume (or mass) of liquid which is
proportional to the mass of the vehicle and its acceleration or
deceleration required.
[0061] In some embodiments, the safety deceleration system includes
propulsion jets that contain minimal quantities of water or liquid,
for low mass vehicles such as drones, small quantities of
propulsion may be effective in 3 ways: changing the spatial
position of the index drone in a direction opposite to the
propulsion jet(s); altering the spatial position of incoming drones
by the force of the propulsion jet coming out of the index drone;
keeping the spatial position of the index drone at the same
location by utilizing simultaneous jets of equal force (product of
mass times acceleration) at 180 degrees of each other. Since
incoming missiles travel at speeds exceeding 1,000 meters per
second, deployment of the propulsion jets typically start within 5
milliseconds, the time it takes an inflator to activate the
explosion that leads to propulsion of the liquid (e.g. one liter of
liquid). Such jet will have the force it takes to stop, slow down
or deflect incoming missiles, or other drones.
[0062] In other embodiments, the safety deceleration system
includes propulsion jets that contain large quantities of liquid,
such as for aircraft in order to cause effective deceleration prior
to impact, based on Newton's third law of motion.
[0063] In some embodiments, the safety deceleration system includes
activation of the propulsion jets affected by the control system
having a processor which analyzes data from a variety of
pre-collision sensors, including radar, lasers, ultrasonic devices,
IR devices, or any combination of sensors that measure the
parameters of the index vehicle indicative of a pre-impact
condition. The force and number of jets are then controlled to
provide for safe vehicle deceleration.
[0064] In some embodiments, the safety deceleration system includes
detection of the type of threat by characteristics such as
velocity, size and shape; and activation of corresponding
propulsion jets, and assignment of appropriate force of propulsions
needed to decelerate and/or change direction. For example, missiles
or projectiles travel at a far greater speed than vehicles and have
different sizes and shapes.
[0065] In some embodiments, the safety deceleration system
functions when the index vehicle is not able to decelerate using
manual braking system due to icy or slippery roads, as well as for
aircrafts and watercrafts.
[0066] In some embodiments, the safety deceleration system includes
a plurality of propulsion jets that are aimed outward from the
vehicle's exterior, with a range, speed, force, pressure, volume,
and duration that is determined by the parameters of imminent
collision.
[0067] In some embodiments, the safety deceleration system includes
inflators that generate the forces that drive stored liquid to be
ejected at high pressure, speed, and volume. Liquids produced are
nontoxic and environmentally safe.
[0068] In some embodiments, the safety deceleration system includes
telescoping sensors that are positioned at an adjustable and
selective distance from the body of the vehicle.
[0069] In some embodiments, the safety deceleration system includes
sensing index vehicle parameters by a plurality of sensors and
supplying data corresponding to the measured parameters to a
processor unit then analyzing the data to determine if there is a
pre-collision situation by measuring acceleration rate of the
target vehicle exceeds a predetermined threshold or deviates from a
predetermined "safe" range then if there is a pre-collision
situation, deploying one or more propulsion jets; adjusting the
number, force, volume, and sequence of the propulsion jets to
control deceleration rate of the vehicle until the vehicle comes to
a stop, or the threat of a collision ceases to exist.
[0070] The present invention relates to a method and system for
collision prevention or abatement, thereby protecting both
passengers and vehicles before imminent impact. In particular, the
present invention relates to pre-impact safety deceleration system
that includes one or more inflators that generate a force causing a
volume of water or other liquid to be ejected outwards with a
predetermined range, force, velocity, volume and duration. The
propulsion jets act to effect controlled deceleration, as well as
aid in steering or stabilizing of the vehicle. The jets exit from
anywhere surrounding the vehicle and may extend for farther
distances than is possible with exterior airbags to provide timely
deceleration.
[0071] In some embodiments, rapid sequence cameras, laser, radar,
ultrasound and holographic projectors are located behind the front
and rear windshield (or windscreen) to measure parameters of speed,
acceleration, deceleration and vehicle orientation (upright or
rollover) relative to road surface, and for projecting holographic
dynamic images of the index vehicle on the road surface in front
and behind the vehicle proportional to the speed of the index and
trailing vehicles. The system documents and stores images of
encroachment such as tailgating.
[0072] In the event of imminent collision, the present invention
includes pre-collision sensors that trigger the ejection of a
liquid, once a pre-collision condition has been determined. In the
safety system, rapid exposure rate cameras continuously record the
audio/video images of the events external and internal to the
vehicle. Once pre-collision is detected, the system stores the
audio/video images recorded before, during and immediately after
the collision in order to provide documentation of events
surrounding the impact. The audio/video images are stored in a
memory for further analysis. The safety system monitors velocities
of one or more vehicles and determines if a collision occurred
based upon a measured acceleration or deceleration rate. It is
known that a typical vehicle has a limited acceleration rate,
limited by horsepower, mass of the vehicle, tire friction, etc.
Likewise, it is known that a typical vehicle has a limited
deceleration rate, limited by brake performance, mass of the
vehicle, tire friction, etc. In some embodiments, the maximum
possible deceleration and acceleration for any vehicle is
preprogrammed (e.g. as a factory settings) as a predetermined
value. Any deceleration beyond that point is, by definition, a
collision.
[0073] In one embodiment, a vehicle safety system is disclosed
including one or more sensors interfaced to an index vehicle and a
computer that is operatively interfaced to the one or more sensors,
thereby the computer obtains sensor data from the one or more
sensors. One or more propulsion devices are operatively coupled to
the computer such that the computer controls activation of each
propulsion device. The computer executes software that causes the
computer to iteratively calculate a size of a safety zone based
upon the sensor data and to iteratively determine if an object
enters the safety zone as well as if a collision with the object is
imminent. If it is determined that the collision with the object is
imminent, the software causes the computer to signal one or more of
the propulsion devices (e.g., inflators) to emit a jet of liquid,
thereby decelerating and/or changing direction of the index vehicle
and/or of the object.
[0074] In another embodiment, a method of avoiding a collision is
disclose including determining if a collision between an index
vehicle and an object is imminent using at least a velocity of the
index vehicle and a velocity of the object and if the collision
between the index vehicle and the object is imminent, emitting one
or more jets of liquid from the index vehicle to decelerate that
index vehicle and/or change a direction of travel of the index
vehicle.
[0075] In another embodiment, a vehicle safety system is disclosed
including one or more sensors interfaced to an index vehicle and a
processor that is interfaced to the one or more sensors, thereby
the processor obtains sensor data from the one or more sensors.
There are one or more propulsion devices, each operatively coupled
to the processor such that the processor controls activation of
each propulsion device. Software running on the processor causes
the computer to iteratively calculate a delta (difference in)
velocity between the index vehicle and an object in a travel path
of the index vehicle and a distance between the index vehicle and
the object. The software uses the delta velocity and distance to
calculate if a collision between the index vehicle and the object
is imminent and if it is determined that the collision between the
index vehicle and the object is imminent, the software causes the
computer to signal one or more of the propulsion devices to emit a
jet of liquid, thereby decelerating and/or changing direction of
the index vehicle and/or of the object.
[0076] In some embodiments, a vehicle image is projected
posteriorly when a vehicle backs out of a parking space, warning
pedestrians and drivers of other vehicles that the vehicle is about
to enter their path of travel. Similarly, mechanisms are provided
to assist the driver of the vehicle that backs out of a parking
space so that the driver can better see pedestrians and the other
vehicles approaching.
[0077] In some embodiments, a video record of the encroaching
vehicle is maintained. This video record serves as a deterrent if a
complaint is issued to law enforcement as supported by such video
record.
[0078] When driving at high way speeds, there is no reliable way
for a human driver to determine safe distances between vehicles.
Counting two seconds and using a reference point is an
approximation and even less reliable when road conditions such as
rain or snow is a factor. The disclosed system continuously and
accurately measures a safe inter-vehicle distance, both in front
and behind the vehicle. This dynamic "safety zone" is then shared
with other vehicles by projecting a flat image or hologram showing
the instantaneous "safety zone." This projection is visible to the
driver of the vehicle as well as drivers of nearby vehicles that
are potential sources of a collision. The flat image or holographic
image is emitted automatically. The size of the "safety zone" is
calculated using a computer that calculates safe distances to other
vehicles based upon factors such as speed, inertia, tire condition,
driver experience, road conditions (wet, dry, snow-covered,
ice-covered, etc.), and weather. The flat image or holographic
image will be an aid to all vehicles indicative of safe paths and
speeds. In some embodiments, video cameras document violations such
as tailgating by another driver behind the index vehicle or
tailgating forced on the index vehicle by another driving entering
the safety zone in front of the index vehicle.
[0079] In some embodiments, the flat image or holographic image is
bent or curved to reflect turning directions such as U-turns or
left turns.
[0080] In some embodiments, parking assistance is provided
projecting vehicle dimensions relative to the available parking
space, to help guide the driver to fit within the parking
space.
[0081] The flat image's and/or holographic image's dimensions are
dynamic and expand or shrink as dictated by weather conditions such
as rain, snow or fog, as well as road conditions (e.g. wet, dry,
snow-covered, ice-covered), status of the tires, and driver
experience.
[0082] In some embodiments, the flat image's and/or holographic
image's dimensions expand or shrink as dictated by the speed of a
trailing vehicle with respect to the speed of the index vehicle
that is projecting the flat image and/or holographic image.
[0083] In some embodiments, the anterior (front) flat image and/or
holographic image is displayed with a dimension proportional to the
speed of the index vehicle as the index vehicle approaches the
vehicle that is ahead in order to allow for safe deceleration and
is visible to vehicles in nearby lanes. The image is activated when
the speed of the index vehicle exceeds the speed of the vehicle
ahead and the distance between the two vehicles approaches a
critical distance below which safe deceleration of the vehicle is
problematic. For example, the image is displayed anteriorly
(forward) once the vehicle is at a speed and distance as to not be
able to decelerate safely in the event that the vehicle ahead
suddenly decelerates or stops. In some embodiments, if the
vehicle's speed is less than the speed of the vehicle ahead, and
the distance between the two vehicles exceeds a distance needed for
safe deceleration, then the flat image and/or holographic image is
not be displayed.
[0084] In some embodiments, the generation of the flat images
and/or holographic images is blanked for certain vehicle speeds in
the forward direction. For example, the flat images and/or
holographic images is emitted only at speeds in a forward direction
that exceed 15 miles per hour.
[0085] In some embodiments, the dimensions of the flat and/or
holographic image of the index vehicle posteriorly is activated
based on the speed of a trailing vehicle traveling at speeds
greater than the speed of the index vehicle, but the image is not
displayed until the trailing vehicle approaches a distance below
which safe deceleration of the trailing vehicle is not
feasible.
[0086] In some embodiments, generation of the flat images and/or
holographic images is triggered by shifting into reverse such as
when exiting from a parked position, regardless of speed.
[0087] Some embodiments provide a panoramic video display from a
rear camera mounted to a flexible rod that telescopes in a rearward
direction when the vehicle is shifted into reverse as when exiting
from a parked position.
[0088] In some embodiments, the system includes an audio/video
image recording system having rapid sequence film cameras located
inside and outside of the vehicle. The audio/video images
associated with imminent collision are stored in a memory unit.
[0089] In some embodiments, the rear camera telescopes outwardly
when backing up and is equipped with sensors in order to determine
the safety of telescoping against objects or pedestrians.
[0090] The sensor system deployed inside, on, and outside on the
body of the vehicle includes a plurality of sensors, such as radar,
lasers, ultrasound devices, infrared devices, Doppler sensors, etc.
The sensors provide data to a processor indicating, for example,
the vehicle speed, deceleration rate, wind speed, time to impact,
distance to an obstacle, etc. Other parameters are pre-determined
and stored as data by the vehicle manufacturer such as weight of
the vehicle, dimensions of the vehicle, maximum acceleration and
deceleration, brake performance, etc.
[0091] In one embodiment, an accident avoidance system is disclosed
including an image projection system interfaced to a rear surface
of an index vehicle. The image projection system is operative to
project an image behind the index vehicle. One or more sensors are
interfaced to the index vehicle for obtaining sensor data related
to a speed of the vehicle, road conditions (e.g. wet, dry,
snow-covered, ice-covered), weather (e.g. rain, snow, fog, sleet),
ambient lighting conditions (e.g. daylight, darkness, nighttime
road lighting), tire pressure, brake wear, etc. The system includes
a computer that has preprogrammed data regarding the index vehicle
(e.g. brake performance, vehicle weight, stopping ability of the
vehicle, and tire configuration). The computer is interfaced to the
one or more sensors for obtaining the sensor data that includes at
least a speed of the index vehicle. The computer is also coupled to
the image projection system for controlling projection of the
image. The computer has software that calculates a size of a safety
zone based upon the preprogrammed data and the sensor data
(including the speed of the vehicle) and then the software controls
the image projection system to project an image behind the index
vehicle that is proportional to the size of the safety zone.
[0092] In another embodiment, a method of avoiding an accident
includes measuring a speed of the index vehicle and at least one
parameter selected from the group consisting of a road surface
type, a road condition, a weather, and tire pressure. A rear safety
zone is calculated from the speed of the index vehicle or the delta
speed of the index vehicle relative to other vehicles, and at least
one preprogrammed parameter related to the vehicle and an image is
projected behind the index vehicle. The size of the image projected
behind the index vehicle is proportional to the speed of the
trailing vehicle, but in some embodiments, the image is not be
displayed until the trailing vehicle approaches the rear safety
zone defined as the distance needed for safe deceleration of the
trailing vehicle. The image provides a visual reference for the
vehicle that is following the index vehicle to judge a safe
following distance.
[0093] In another embodiment, an accident avoidance system is
disclosed including an image projection system interfaced to an
index vehicle. The image projection system is configured to project
an image behind the index vehicle. The system includes one or more
sensors that are interfaced to the index vehicle and a computer.
The computer has preprogrammed data regarding the index vehicle
(e.g. brake performance, vehicle weight, and tire configuration),
as well as data regarding an average trailing vehicle. The computer
is interfaced to the one or more sensors, obtaining sensor data
from the one or more sensors such as sensors that measure a speed
of the index vehicle, a speed of a trailing vehicle, road
conditions (e.g. wet, dry, snow-covered, ice-covered), weather
(e.g. rain, snow, fog, sleet), ambient lighting conditions (e.g.
daylight, darkness, nighttime road lighting), tire pressure, brake
wear, etc. The computer is operatively coupled to the image
projection system for controlling projection of the image. Software
is executed by the computer to calculate a size of a safety zone
based upon the preprogrammed data and the sensor data and to
control the image projection system to project an image behind the
index vehicle that is the size of the safety zone.
[0094] In another embodiment, the index vehicle is equipped with
cameras and sensors that determine the type and specs of the
trailing vehicle, such as whether it is a truck, a bus or a minivan
to estimate the safe deceleration distance based on published
data.
BRIEF DESCRIPTION OF THE DRAWINGS
[0095] The invention can be best understood by those having
ordinary skill in the art by reference to the following detailed
description when considered in conjunction with the accompanying
drawings in which:
[0096] FIG. 1 illustrates a schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0097] FIG. 2 illustrates a second schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0098] FIG. 3 illustrates an elevation view of a vehicle with
illumination zones of the system for avoiding accidents.
[0099] FIG. 4 illustrates a second elevation view of a vehicle with
illumination zones of the system for avoiding accidents.
[0100] FIG. 5 illustrates a third schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0101] FIG. 6 illustrates a fourth schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0102] FIG. 7 illustrates a fifth schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0103] FIG. 8 illustrates a data connection diagram of the system
for detecting collisions.
[0104] FIG. 9A illustrates a schematic view of the system for
detecting collisions.
[0105] FIG. 9B illustrates a schematic view of the system for
detecting collisions.
[0106] FIG. 10A illustrates a first flow chart of the system for
detecting collisions.
[0107] FIG. 10B illustrates a second flow chart of the system for
detecting collisions.
[0108] FIG. 10C illustrates a third flow chart of the system for
detecting collisions.
[0109] FIG. 10D illustrates a fourth flow chart of the system for
detecting collisions.
[0110] FIG. 11 illustrates a sixth schematic view of a vehicle with
illumination zones of the system for avoiding accidents.
[0111] FIG. 12 illustrates a seventh schematic view of a vehicle
with illumination zones of the system for avoiding accidents.
[0112] FIG. 13 illustrates an eighth schematic view of a vehicle
with illumination zones of the system for avoiding accidents.
[0113] FIG. 14 illustrates a schematic view of a vehicle with
illumination zones of the system for avoiding accidents nearing an
object.
[0114] FIG. 15 illustrates a schematic view of a vehicle with
illumination zones of the system for avoiding accidents on track to
collide with the object.
[0115] FIGS. 16 and 17 illustrate schematic views of a propulsion
device before and after initiating propulsion.
[0116] FIGS. 18 and 19 illustrate schematic views of an alternate
propulsion device before and after initiating propulsion.
[0117] FIG. 20 illustrates a typical program flow of the safety
deceleration system.
[0118] FIGS. 21 and 22 illustrate an optional self-contained module
of the safety deceleration system.
DETAILED DESCRIPTION
[0119] Reference will now be made in detail to the presently
preferred embodiments of the invention, examples of which are
illustrated in the accompanying drawings. Throughout the following
detailed description, the same reference numerals refer to the same
elements in all figures.
[0120] Throughout this description, the term vehicle is any
motorized or manually operated vehicle, including, but not limited
to, automobiles, motorcycles, bicycles, trucks, boats, drones, etc.
Also, throughout this description, the term "index vehicle" is used
to identify the vehicle that is equipped with the described system
as opposed to the leading vehicle (that which is in front of the
index vehicle) or trailing vehicle (that which is behind the index
vehicle), or otherwise such as incoming missiles or drones.
[0121] Throughout this description, one typical vehicle control
system is used as an example of integrating the system for avoiding
accidents into a vehicle. It is fully anticipated that any vehicle
control system is present in any target vehicle and the system for
avoiding accidents is either integrated into the vehicle control
system or operates side-by-side with the vehicle control system or
operates independently of the vehicle control system.
[0122] Prior art "dynamic imaging" refers to generation of
unlimited versions and changing the size and format of images using
one master file (Dynamic Media Classic).
[0123] The term "dynamic imaging" in the current disclosure is
defined as imaging of a vehicle that is projected on or above the
ground (such as a road) in front, behind or beside the vehicle and
has dimensions that increase or decrease in the typical axis of
movement of the vehicle depending on parameters such speed of the
index vehicle, and speed of a trailing vehicle, as well as the
difference (delta) speeds of the index vehicle to other vehicles,
in order to provide an accurate visual safety zones surrounding a
vehicle. The dynamic image is displayed posteriorly once the
trailing vehicle approaches a safety deceleration zone depending on
the speed of the trailing vehicle regardless of relative to the
speed of the index vehicle. Similarly, the dynamic image is
displayed anteriorly with longitudinal dimensions proportional to
the speed of the index vehicle once the distance to the vehicle
ahead approaches the safety deceleration zone of the index vehicle.
The rate of change in the dynamic image longitudinal dimensions
corresponds to acceleration and deceleration. The acceleration
and/or deceleration also provide an accurate indicator of the
occurrence as well as the severity of a collision. For example, any
acceleration or deceleration that exceeds 1.1 g is likely the
result of a collision, and the severity increases with the increase
in the gravitational force, such as above 10 or 15 g. Note that 1 g
of acceleration (or deceleration) is 32 feet per second per second
(32 feet per second2). Also note that 0.7 g is possible for a
skilled driver braking and as high as 1 g for a skilled driver
braking on a dry surface with the best know tires and a very good
braking system.
[0124] The system for avoiding accidents is based on current theory
and concept. Standard safety precautions must always be followed.
The persons or corporations implementing the disclosed invention
are responsible for providing accurate information to those using
this system (drivers), particularly as it pertains to risks versus
potential benefits.
[0125] Referring to FIGS. 1 through 7, the operation of the system
for avoiding accidents will be explained. In order to avoid
accidents, it is important to maintain a safe distance between
vehicles in order to provide sufficient time to react to unexpected
events such as an animal entering the roadway, traffic congestion,
etc. Many people use one car-length per ten miles per hour of speed
as a rule of thumb. This is a good rule, but it is often difficult
for a driver to judge the length of a car. Further, the stopping
time of a vehicle varies based upon factors other than speed of the
vehicle such as tire condition, road conditions, temperature, etc.
So, even if there was a way for a driver to accurately judge six
car lengths when driving at 60 miles per hour, more space is
required when it is raining, icy, on gravel road, when one's tires
are worn, etc. Stated differently, it is not humanly possible to
accurately judge the safety distance while driving.
[0126] To overcome the inaccuracies and misjudgments of having the
driver continuously judge an appropriate distance, the system for
avoiding accidents calculates the appropriate distances based upon
various data and sensor data and projects either a hologram or a
flat image on a roadway surface 6 showing the suggested distances
between vehicles. Note that there is no limitation on the type of
roadway surface ranging from asphalt, concrete, gravel, sand, grass
fields, cobble stone, etc., each having different stopping
characteristics.
[0127] In FIGS. 1-7, an index vehicle 5 is shown traveling on the
roadway surface 6 (for clarity, in FIGS. 1-6, the index vehicle 5
is traveling generally from left to right within a lane between
lane markers 7). In
[0128] FIG. 1, a rear safety zone 200 and a front safety zone 210
are projected by one or more projectors 60, typically laser
projectors. A longitudinal dimensions of the front safety zone 210
and the rear safety zone 200 is determined by a processor 70 (see
FIG. 9) analyzing stored data (e.g. vehicle weights, vehicle
dimensions, vehicle stopping distance on dry pavement, tire age . .
. ) and data from one or more sensors such as a camera 93,
microphone 95, ambient light sensor 50, roadway condition sensor
48, speed sensor 40, etc. (see FIG. 9). The processor then controls
the one or more projectors 60 to project an image or outline on the
pavement that represents a safe inter-vehicle distance based upon
the stored data and data from the sensors. For example, if based
upon the stored data, the stopping distance of the index vehicle 5
at 60 miles per hour is 80 feet on dry pavement, and then the front
safety zone 210 will be projected on the road, occupying
approximately 80 feet in front of the index vehicle 5. If it is
determined from the data from the sensors that the road is wet
(e.g. from rain), then a greater stopping distance is calculated
based upon the wet surface and, for example, a the front safety
zone 210 will be projected on the road, occupying, for example,
approximately 120 feet in front of the index vehicle 5.
[0129] Similarly, for example, if based upon the stored data, the
stopping distance of a trailing vehicle at 60 miles per hour is 80
feet on dry pavement, then the rear safety zone 200 will be
projected on the road, occupying approximately 80 feet behind the
index vehicle 5. If it is determined from the data from the sensors
that the road is wet (e.g. from rain), then a greater stopping
distance for the trailing is calculated based upon the wet surface
and, for example, a the posterior safety zone will be projected on
the road, occupying, for example, approximately 120 feet behind the
index vehicle 5. The image is projected once the trailing vehicle
approaches the safety deceleration zone of an average trailing
vehicle based on its speed and road conditions.
[0130] In some embodiments, the rear safety zone 200 and a front
safety zone 210 are projected by one or more projectors 60 that
have the ability to project multiple colors, typically laser
projectors. In FIG. 2, the rear safety zone 200 includes two
differently colored/shaded areas, a warning area 200A and a danger
area 200B. For example, the warning area 200A is projected in
yellow and a danger area 200B is projected in red. Likewise, also
in FIG. 2, the front safety zone 210 includes two differently
colored/shaded areas, a warning area 210A and a danger area 210B.
For example, the warning area 210A is projected in yellow and a
danger area 210B is projected in red. There is no limitation on the
colors used, the number of zones, the use of patterns instead of
colors, etc.
[0131] In FIG. 3, a side elevation view of the projection of the
front safety zone 210 and the rear safety zone 200 is shown.
[0132] In FIG. 4, a side elevation view of the projection of the
front safety zone hologram 230 and the rear safety zone hologram
220 is shown. In this example, holograms 220/230 are projected in
the space in front and behind the index vehicle 5 to provide an
image of a larger vehicle to better warn the driver of a safe
following distance and to better warn other drivers of a safe
distance between those driver's vehicles and the index vehicle 5.
In this example, hologram projectors 62 project the front safety
zone hologram 230 and the rear safety zone hologram 220 under
control of the processor 70.
[0133] In FIG. 5, it is shown how the front safety zone 210 changes
shape into a curved front safety zone 210C as the driver turns the
steering wheel of the index vehicle 5, as shown by the front tires
3 being at an angle with respect to the traveling direction of the
index vehicle 5. In this, the curved front safety zone 210C is
shaped and sized to warn others, including pedestrians, and to warn
the driver of the index vehicle 5 as to the path of the index
vehicle 5 and how much space is required for the index vehicle 5 to
safely stop.
[0134] In FIGS. 1-4, the rear safety zone 200 and a front safety
zone 210 are projected by one or more projectors 60 or hologram
projectors 62 based upon a first set of data. The processor
controls the one or more projectors 60 and/or hologram projectors
62 to project an image or outline on or above the pavement that
represents a safe inter-vehicle distance based upon the stored data
and data from the sensors (e.g. a flat image on the pavement or a
holographic image above the pavement). For example, in FIGS. 1-4,
the rear safety zone 200 is of a size based upon the stored data,
the stopping distance of the index vehicle 5 at a first set of
conditions (e.g. speed, pavement type, pavement conditions, tire
conditions, etc.). In FIG. 6, a longer rear safety zone 200C is
projected on the road surface 4, informing following vehicles that
more inter-vehicle stopping distance is needed between the
following vehicle and the index vehicle 5, based upon current
conditions.
[0135] Again, the longitudinal dimensions of the rear safety zone
200 and a front safety zone 210 as projected by one or more
projectors 60 or hologram projectors 62 is dependent upon various
stored data and measured data from sensors. In one example, one of
the sensors is an accelerometer 51 (see FIG. 9). In such, the
acceleration of the index vehicle 5 is readily available. Using
data from the accelerometer 51 provides the processor 70 and
algorithms knowledge of whether the index vehicle 5 is accelerating
or decelerating. Further, in examples in which a camera 93, radar
system 44, or sonar system 46 are available, the processor 70 and
algorithms have knowledge of whether the surrounding vehicles are
accelerating or decelerating with respect to the index vehicle 5.
This will provide warning to the driver of the index vehicle 5 of
an imminent collision, for example, if the index vehicle 5 is
decelerating (as determined by the accelerometer 51) and the
following vehicle is accelerating (as determined by one or more of
a camera 93, a radar system 44, or a sonar system 46. The radar
system 44, sonar system 46, and/or the camera(s) 93 are also used
to determine a distance between the vehicle and other
vehicles/objects.
[0136] Further, in embodiments having an accelerometer 51, there
are anticipated embodiments in which the processor 70 and
algorithms determine if a collision has occurred with a high degree
of accuracy, including (also in some embodiments) the location of
the collision and the severity of the collision. Knowledge of a
collision is derived from instantaneous acceleration (or
deceleration) in any direction. Given current technology, the
fastest car acceleration in 2017 is about 0 to 60 miles per hour in
2.5 seconds, which represents around about 1.09 g (one g is the
acceleration due to gravity at the Earth's surface defined as
9.80665 meters per second squared, or 9.80665 newtons of force per
kilogram of mass). Therefore, acceleration greater than 1.1 g is
likely to have been caused by a collision as such acceleration is
not likely given current vehicle technology. Similarly, vehicles
have a maximum deceleration of less than 1.0 g, by experienced
drivers on dry road conditions, and with good tires. A deceleration
greater than 1.1 g is likely caused by a collision. Thus, any
acceleration or deceleration of greater than 1.1 g defines a
collision with a high likelihood of certainty. Such a collision is
detected instantaneously at the time of occurrence. In some
embodiments, notification of the collision is transmitted through
the wide-area transceiver 17, and, in some embodiments, is reported
to the appropriate authorities for immediate action. In addition,
to the detection of the collision, in some embodiments, the
magnitude of acceleration and/or deceleration and impact is also
transmitted. For example, an absolute acceleration value or a
classification of the collision: moderate, severe, or potentially
lethal depending on the acceleration/deceleration. For example, a
moderate is between 1.1 g and 5 g; a severe collision is between 5
g and 10 g; and a potentially lethal collision is anything over 10
g. The notification, including the magnitude of the collision, is
important since severe collisions often require emergency medical
services to save lives and minimize disability while a low impact
fender bender collision often only requires exchange of information
between those involved and/or arrival of a law enforcement person.
Further, using the positioning system 91, in some embodiments, the
location of the collision is also reported through the wide-area
transceiver 17.
[0137] In all embodiments, it is anticipated that the image
projection using the projectors 60 or the hologram projectors 62
are only activated when needed to warn of less-than-desirable or
dangerous inter-vehicle (or inter-object) spacing. For example, if
another vehicle is 200 feet behind the index vehicle 5, then the
image projection using the projectors 60 or the hologram projectors
62 are not activated. The image projection using the projectors 60
or the hologram projectors 62 is initiated, for example, when the
inter-vehicle spacing is less than what is deemed safe based upon
the present conditions, including, for example, vehicle speeds,
road conditions, tire conditions, vehicle data, reaction times,
etc. For example, if the index vehicle 5 is moving at 60 mph and a
trailing vehicle is moving at 70 mph, the delta speed is negative
10 mph. Any values less than zero indicates that the inter-vehicle
distance is reducing and the trailing vehicle is catching up to the
index vehicle 5. The projectors 60 or the hologram projectors 62
are activated to project the rear safety zone 200/200A/200B/200C
once the trailing vehicle approaches the danger zone (or warning
zone). It should be noted that the dimensions of the rear image of
the index vehicle is proportional to the speed of the trailing
vehicle, but image projection is activated only when the trailing
vehicle approaches the safety deceleration distance of an average
vehicle with adequate tires, braking systems, etc. On the other
hand, if the index vehicle 5 is moving at 70 mph and a trailing
vehicle is moving at 60 mph, the delta speed is positive 10 mph.
Any values greater than zero indicates that the inter-vehicle
distance is increasing, and the trailing vehicle is getting further
away from the index vehicle 5. In this example, once the
inter-vehicle distance is greater than the danger zone, the
projectors 60 or the hologram projectors 62 are deactivated. Once
the index vehicle 5 approaches a leading vehicle (one in front of
the index vehicle 5), the roadway projecting devices 60 or the
hologram projectors 62 are activated to project the front safety
zone 210/210A/210B/210C to warn the driver of the index vehicle 5
not to follow the leading vehicle too closely.
[0138] Referring to FIG. 7, a telescoping assembly 63 is shown
extending from the rear of the index vehicle 5. As it is often
difficult to back out of a parking space, the telescoping assembly
63 includes a projector that provides a projection 250 on the
surface behind the index vehicle 5 that warns a driver of an
approaching vehicle 5A as to where the index vehicle 5 will be
traveling. Further, in some embodiments, the telescoping assembly
63 includes one or more cameras/lenses that image the parking area.
The images from the cameras are then displayed, for example, on the
dashboard display (see FIG. 9) to warn the driver of the index
vehicle 5 that approaching vehicle 5A is near. In a preferred
embodiment, the telescoping assembly 63 is either flexible or is
hinged to reduce the chance of damage should an object come into
contact with the telescoping assembly. In some embodiments, the
telescoping assembly 63 includes sensors for detecting objects in
the rearward path of the index vehicle 5 and to limit extension of
the telescoping assembly 63 so as not to hit such objects.
[0139] Referring to FIG. 8, a data connection diagram of the
exemplary system for avoiding accidents is shown. In this example,
an on-board computer 12 (or any computing entity), communicates
through a vehicle network 97 (e.g. car-area network or CAN,
vehicle-area network or VAN, etc.) to various entities, some or all
of which are included of the exemplary system for avoiding
accidents.
[0140] As will be shown, the on-board computer 12 communicates with
various input devices or sensors to obtain information regarding
the speed of the vehicle, vehicle conditions, road
conditions/weather, surrounding vehicles, etc. In this example, the
input devices or sensors include, but are not limited to, a speed
sensor 40, one or more tire pressure sensors 42, a radar system 44
(e.g. for sensing positions and speeds of other vehicles), a sonar
system 46 (e.g. also for sensing positions and speeds of other
vehicles, a roadway condition sensor 48 (e.g. for sensing the type
of roadway and/or road conditions such as wet, dry, snow-covered,
ice-covered, an ambient light sensor 50 (e.g. for determining
ambient light), one or more cameras 93 (e.g. for sensing objects,
other vehicles, etc.), and a microphone 95 (e.g. for measuring road
noise to determine type of road surface). The on-board computer 12
also communicates with projecting devices 60/62. The projecting
devices 60/62, under control of the on-board computer 12, project
an image either onto the roadway (e.g. a laser projecting device)
or into the space above the roadway (e.g. a holographic projecting
device 62). It is anticipated that either or both of the projecting
devices 60/62 are used in any embodiment of this invention.
[0141] For completeness, the vehicle network 97 (or the on-board
computer 12) communicates with external devices 10 (e.g. a cellular
phone or a maintenance computer) either by direct connection
through a service connector (not shown, but known in the industry)
or through a wireless interface such as Bluetooth through a
Bluetooth radio transceiver 94 (see FIG. 2) or Wi-Fi through a
Wi-Fi radio transceiver 96 (see FIG. 2).
[0142] In a preferred embodiment, the on-board computer 12
interfaces to a dashboard display 14 (e.g., gauges, illuminating
icons, graphics display, etc.) for displaying various information
and to one or more controls 16 (e.g. accelerator, brakes,
switchers).
[0143] In some embodiments, a wide-area transceiver 17 is included
for communicating with external systems through, for example, the
cellular network. When present, the wide-area transceiver 17 is
capable of transmitting location information from the positioning
system 91 to a remote location, automatically, in the event of an
accident. In some embodiments, the wide-area transceiver 17
operates on a dedicated wide-area network or on a public wide-area
network such as communicating with cell towers in a cellular
network.
[0144] In some embodiments, an accelerometer 51 is included to
measure vehicle acceleration and deceleration (negative
acceleration). The accelerometer 51, when present, will be used,
for example, to determine if a collision has occurred, for example
when a reading from the accelerometer 51 exceeds 1.1 g.
[0145] Referring to FIG. 9A, a schematic view of a typical
computing system of the exemplary system for detecting collisions
is shown. Although any computing entity is anticipated, for clarity
purposes, an on-board computer 12 is shown.
[0146] The exemplary system for detecting collisions is described
using a processor-based on-board computer 12 that also provides
standard vehicle-wide operation as known in existing vehicles. The
present invention is in no way limited to using the on-board
computer 12 to perform calculations, measure data, and/or calculate
image projections, as any computing entity is anticipated. The
on-board computer 12 is shown as one way of implementing the
present application utilizing existing computational power within
the vehicle. It is fully anticipated that different architectures
are known that accomplish similar results in a similar fashion and
the present invention is not limited in any way to any particular
vehicular architecture or implementation.
[0147] In this example, a processor 70 executes or runs programs in
a random-access memory 75. The programs are generally stored within
a persistent memory 74 and loaded into the random-access memory 75
when needed. The processor 70 is any processor, typically a
processor designed for vehicles. The persistent memory 74 and
random-access memory 75 are connected to the processor by, for
example, a memory bus 72. The random-access memory 75 is any memory
suitable for connection and operation with the selected processor
70, such as SRAM, DRAM, SDRAM, RDRAM, DDR, DDR-2, etc. The
persistent memory 74 is any type, configuration, capacity of memory
suitable for persistently storing data, for example, flash memory,
read only memory, battery-backed memory, etc. In some exemplary
on-board computers 12, the persistent memory 74 is removable, in
the form of a memory card of appropriate format such as SD (secure
digital) cards, micro SD cards, compact flash, etc.
[0148] Also, connected to the processor 70 is a system bus 82 for
connecting to peripheral subsystems such as a graphics adapter 84
and an input interface to various controls 16. The graphics adapter
84 receives commands from the processor 70 and controls what is
depicted on the dashboard display 14. The controls 16 provide
navigation and selection of vehicle features (e.g. turn signals,
audio controls, horn, etc.).
[0149] In general, some portion of the persistent memory 74 is used
to store programs, executable code, and data, etc. It is
anticipated that the data includes one or more specification
parameters regarding the vehicle such as weight, stopping distance,
acceleration parameters, length, width, tire tread data, tire tread
wear predictions, etc. In some embodiments, this data is used to
determine the safety zone around the vehicle. In some embodiments,
other data is stored in the persistent memory 74 such as audio
files, video files, text messages, etc.
[0150] In some embodiments, positioning system 91 (e.g. a global
positioning or GPS system) is interface to the system bus 82. In
some embodiments, the exemplary system for detecting collisions
utilizes data from the positioning system 91 to determine
speed/velocity of the vehicle, time-of-day, road type, etc.
[0151] In many embodiments of the present invention, a Bluetooth
radio transceiver 94 and/or a Wi-Fi radio transceiver 96 are
included for communicating with other devices or with
peripherals/sensors that are interfaced to the vehicle.
[0152] As known in the industry, many vehicles utilize a vehicle
network 97 (e.g. car-area network or CAN, vehicle-area network or
VAN, etc.) for communicating with various entities, some or all of
which are included of the exemplary system for avoiding accidents.
In this example, a vehicle network interface 80 interfaces between
the system bus 82 and the vehicle network 97 (e.g. car-area network
or CAN, vehicle-area network or VAN, etc.).
[0153] In this example, the input devices or sensors include, but
are not limited to, a speed sensor 40, one or more tire pressure
sensors 42, a radar system 44 (e.g. for sensing positions and
speeds of other vehicles), a sonar system 46 (e.g. also for sensing
positions and speeds of other vehicles), a roadway condition sensor
48 (e.g. for sensing the type of roadway and/or moisture on the
roadway), an ambient light sensor 50 (e.g. for determining ambient
light, daytime, night, dawn, dusk), one or more cameras 93 (e.g.
for sensing objects, other vehicles, etc.), and one or more
microphones 95 (e.g. for measuring road noise to determine type of
road surface). The on-board computer 12 also communicates through
the vehicle network 97 with projecting devices 60/62 for projecting
an image either onto the roadway (e.g. a roadway projecting device
60) or into the space above the roadway (e.g. a holographic
projecting device 62). It is anticipated that either or both of the
projecting devices 60/62 are used in any embodiment of this
invention.
[0154] Referring to FIG. 9B, a schematic view of a typical
municipal computing system of the exemplary system for detecting
collisions is shown. Although any computing entity is anticipated,
for clarity purposes, a general-purpose computer 12A is shown.
[0155] The exemplary system for detecting collisions is described
using a computer 12A for providing standard municipal monitoring
including, but not limited to, for example, gathering roadway
performance data (average vehicle speed, congestion, etc.). The
computer 12A is used to switch images on displays, to perform
calculations, measure data, and/or calculate probable collisions
per the present application. The computer 12A is shown as one way
of implementing the present application utilizing existing
computational power within the vehicle. It is fully anticipated
that different architectures are known that accomplish similar
results in a similar fashion and the present invention is not
limited in any way to any particular vehicular architecture or
implementation.
[0156] In this example, a processor 70 executes or runs programs in
a random-access memory 75. The programs are generally stored within
a persistent memory 74 and loaded into the random-access memory 75
when needed. The processor 70 is any processor, typically a
processor designed for vehicles. The persistent memory 74 and
random-access memory 75 are connected to the processor by, for
example, a memory bus 72. The random-access memory 75 is any memory
suitable for connection and operation with the selected processor
70, such as SRAM, DRAM, SDRAM, RDRAM, DDR, DDR-2, etc. The
persistent memory 74 is any type, configuration, capacity of memory
suitable for persistently storing data, for example, flash memory,
read only memory, battery-backed memory, etc. In some exemplary
on-board computers 12, the persistent memory 74 is removable, in
the form of a memory card of appropriate format such as SD (secure
digital) cards, micro SD cards, compact flash, etc.
[0157] Also, connected to the processor 70 is a system bus 82 for
connecting to peripheral subsystems such as a graphics adapter 84
and an input interface to various controls 16. The graphics adapter
84 receives commands from the processor 70 and controls what is
depicted on the display 14 (e.g. at a traffic monitoring
station).
[0158] In general, some portion of the persistent memory 74 is used
to store programs, executable code, and data, etc. It is
anticipated that the data includes one or more specification
parameters regarding the collision detection parameters. In some
embodiments, this data is used by algorithms for detecting
collisions; other data is also stored in the persistent memory 74
such as audio files, video files, text messages, etc.
[0159] In many embodiments of the present invention, a Wi-Fi radio
transceiver 96 is included for communicating with other devices,
for example, for alerting of a collision that was just
detected.
[0160] As known in the industry, there are many mechanisms for
communicating camera and sensor data to the processor 70. In this
exemplary embodiment, a network interface adapter 80 interfaces
between the system bus 82 and a local area network 482 (e.g.
Ethernet).
[0161] In this example, the input devices or sensors include, but
are not limited to, in-road speed sensors 495A/495B/495C, one or
more radar speed monitoring systems 496 (e.g. for sensing positions
and speeds of vehicles on the road being monitored), one or more
cameras 495A/495B/495C (e.g. for sensing vehicle accelerations and
decelerations, etc.), one or more laser speed monitoring systems
494 (e.g. for sensing positions and speeds of vehicles on the road
being monitored). Although specific numbers of each sensor/camera
are shown, any number (including zero) is anticipated. The in-road
speed sensors 495A/495B/495C are, for example, spaced apart
magnetic mass detectors as used currently for traffic monitoring.
As vehicles pass over the in-road speed sensors 495A/495B/495C, a
signal is generated, so that, monitoring subsequent in-road speed
sensors 495A/495B/495C enables measuring of the speed of a vehicle
passing over such in-road speed sensors 495A/495B/495C.
[0162] Referring to FIGS. 10A and 10B exemplary flow charts of the
system for detecting collisions are shown. In both examples,
software running on the processor 70 reads 300 static data such as
the vehicle weight, vehicle braking power, vehicle acceleration
ability, vehicle dimensions, etc. The static data is typically
preprogrammed and stored in persistent memory 74. The software then
enters a loop. Each time through the loop, the software reads 310
sensor data from one or of the sensors, for example, the speed
sensor 40, one or more tire pressure sensors 42, the radar system
44 (e.g. for sensing positions and speeds of other vehicles), the
sonar system 46 (e.g. also for sensing positions and speeds of
other vehicles, the roadway condition sensor 48 (e.g. for sensing
the type of roadway and/or moisture on the roadway), the ambient
light sensor 50 (e.g. for determining ambient light), one or more
cameras 93 (e.g. for sensing objects, other vehicles, etc.), and/or
the microphone 95 (e.g. for measuring road noise to determine type
of road surface). From the stored data and the sensor data, the
software calculates 320 each of the safety zones (e.g. the safe
inter-vehicle distance) and then projects 330 the safety zones, for
example in front and behind the index vehicle 5.
[0163] In FIG. 10B, an additional test 340 is performed to
determine if the acceleration (or deceleration) is greater than a
predetermined threshold (e.g. greater than 1.1 gravitational
forces). Note that it is anticipated that there be different
thresholds for each directional axis of the index vehicle 5. For
example, one threshold for acceleration, another threshold for
deceleration, and still another for sideways acceleration in either
direction. If the test 340 determines that the acceleration (or
deceleration) is not greater than a predetermined threshold, the
loop continues. If the test 340 determines that the acceleration
(or deceleration) is greater than a predetermined threshold, a
notification step is initiated. Although there are many ways
anticipated to notify, in the example shown, the software reads 350
the location of the index vehicle 5 (e.g. from the positioning
system 91) then initiates a connection 360 to a remote system. A
test 370 is made to determine if the connection succeeded. If the
test 370 determines that the connection failed, the initiation of
the connection 360 is repeated until the test 370 determines that
the connection succeeded, after which data is sent 380 to the
remote system. The data that is sent 380 includes, for example, an
identification of the vehicle, the location, the peak measured
acceleration or deceleration, the time, other conditions as read by
the sensors, etc. The remote system, upon receiving the data,
reviews the data to determine what type of response needs to be
made. For example, if the acceleration or deceleration is very
high, an ambulance or life-flight is dispatched. If the
acceleration or deceleration is low, an officer is dispatched,
etc.
[0164] FIG. 10C illustrates a third flow chart of the system for
detecting collisions. The exemplary algorithm shown in FIG. 10C is
anticipated to be performed by an on-board computer 12, an external
device 10 (e.g. cellphone), a municipal computer 12A, or any other
processor. The algorithm starts by measuring the first velocity
(speed) 400 of a vehicle by any mechanism available such as using
GPS, using a speed sensor 40, radar 496/laser 494, in-road sensors
495A/495B/495C, etc. Next, a fixed time delay is performed 402,
then the new velocity (speed) 404 of the vehicle is measured by any
mechanism available. An acceleration value is calculated 406
((first velocity-second velocity)/fixed time). Note the
acceleration is anticipated to be either positive or negative
(deceleration).
[0165] Now a test 408 is performed to determine if the acceleration
is greater than a predetermined acceleration threshold or the
deceleration is less than a pre-determined deceleration threshold
(e.g. an acceleration or deceleration greater than 1.1
gravitational forces). Note that it is anticipated that there be
different thresholds for each directional axis of the index vehicle
5. For example, one threshold for acceleration, one threshold for
deceleration, and still another threshold for sideways acceleration
in either direction. If the test 408 determines that the
acceleration (or deceleration) is not greater than the
predetermined threshold or less than the pre-determined
deceleration threshold, the loop continues (B). If the test 408
determines that the acceleration (or deceleration) is greater than
the predetermined threshold or less than the pre-determined
deceleration threshold, a notification step is initiated. Although
there are many ways anticipated to notify, in the example shown,
the software reads 410 the location of the index vehicle 5 from,
for example, the positioning system 91 then initiates a connection
412 to a remote system. A test 414 is made to determine if the
connection succeeded. If the test 414 determines that the
connection failed, the connection 412 is repeated until the test
414 determines that the connection succeeded. After a successful
connection, data is sent 416 to the remote system. The data that is
sent 416 includes, for example, an identification of the vehicle,
the location, the peak measured acceleration or deceleration, the
time, other conditions as read by the sensors, etc. The remote
system, upon receiving the data, reviews the data to determine what
type of response needs to be made. For example, if the acceleration
or deceleration is very high, an ambulance or life-flight is
dispatched. If the acceleration or deceleration is low, an officer
and maybe a tow truck is dispatched, etc.
[0166] FIG. 10D illustrates a fourth flow chart of the system for
detecting collisions. In some embodiments, the exemplary algorithm
shown in FIG. 10D is anticipated to be performed by a municipal
computer 12A having one or more cameras 493A/493B/493C directed
toward a roadway. The algorithm starts by capturing a first image
420 from one of the cameras 493A/493B/493C (note the same or
similar steps are performed for other cameras as well as
inter-camera as vehicles will travel in and out of view of each of
the cameras 493A/493B/493C. Next, a fixed time delay is performed
422, then a second image 424 is captured from one of the cameras
493A/493B/493C. Recognition algorithms are used to determine the
first position 426 of each vehicle (PV.sub.n) and then recognition
algorithms are used to determine the second position 428 of each
vehicle (PV.sub.n'). Now a distance traveled (DIST.sub.n) is
calculated 430 as the difference between the positions of each
vehicle before (PV.sub.n) and after (PV.sub.n') the fixed delay.
The velocity (VEL.sub.n) of each vehicle is then calculated 431
(DISTn/fixed delay).
[0167] The velocity of each vehicle (VEL.sub.n) is saved 432 for
subsequent loops. Having a previous velocity from the previous pass
of the loop, an acceleration is calculated 433 ((prior loop
VEL.sub.n-current VEL.sub.n)/fixed time). Note the acceleration is
anticipated to be either positive (acceleration) or negative
(deceleration), or even sideways acceleration. Now a test 434 is
performed to determine if the acceleration is greater than a
predetermined acceleration threshold or the deceleration is less
than a pre-determined deceleration threshold (e.g. an acceleration
or deceleration greater than 1.1 gravitational forces or a
deceleration less than -1.1 gravitational forces). Note that it is
anticipated that there be different thresholds for each directional
axis of the index vehicle 5. For example, one threshold for
acceleration, one threshold for deceleration, and still another
threshold for sideways acceleration in either direction. If the
test 434 determines that the acceleration (or deceleration) is not
greater than the predetermined threshold or less than the
pre-determined deceleration threshold, the loop continues (C). If
the test 434 determines that the acceleration (or deceleration) is
greater than the predetermined threshold or less than the
pre-determined deceleration threshold, a notification step is
initiated. In the example shown, the software records the location
of the vehicle from, for example, the specific camera
493A/493B/493C. Help is then summoned 438, providing the location
and severity (e.g. >1.1 g, >5 g, >10 g) to an operator
such as a 911 operator or another municipal employee. The person
receiving the help request reviews the data (and optionally the
cameras 493A/493B/493C) to determine what type of response needs to
be made. For example, if the acceleration or deceleration is very
high, an ambulance or life-flight is dispatched. If the
acceleration or deceleration is low, an officer and maybe a tow
truck is dispatched, etc. Note that similar functions are applied
to other ways to obtain velocity data such as speed sensors
495A/495B/495C, radar 496 aimed at the roadway (e.g. radar 496 in
speed warning signs), laser speed detectors 494, etc.
[0168] FIG. 11 illustrates a sixth schematic view of a vehicle with
illumination zones of the system for avoiding accidents. In this
example, the index vehicle 5 is traveling in the rightmost lane of
a highway having an entrance ramp and another vehicle 5B is
entering the highway on an entrance ramp. As many drivers know, it
is always a complex decision process when a vehicle enters the
roadway on an entrance ramp. Often, the other vehicle 5B that is
entering the highway tries to speed up to the average speed of the
highway (e.g. the speed at which the index vehicle 5 is traveling).
Seeing the other vehicle 5B entering the highway, the driver of the
index vehicle 5 often does one of three things: maintains speed,
increases speed, or slows down. Not knowing what the driver of the
index vehicle 5 will do, the other vehicle will do one of three
things: speed up to try and enter in front of the index vehicle,
slow down to try and enter behind the index vehicle 5, or maintain
speed thinking the index vehicle 5 will yield or change lanes.
[0169] Having the ability to project an image, the index vehicle 5
projects an image of a safety zone 201/202/205 on the roadway in
front of the index vehicle 5. This shows the other vehicle 5B two
things: a location at which it is safe to enter the highway in
front of the index vehicle, and whether the index vehicle is
increasing or decreasing speed. For example, if the index vehicle 5
increases speed, the safety zone size increases from 201 to 205,
indicating to the other vehicle 5b that the other vehicle 5b needs
to slow down and enter behind the index vehicle 5. If the index
vehicle 5 decreases speed, the safety zone size decreases from 201
to 203, indicating to the other vehicle 5b that the other vehicle
5b is able to enter in front of the index vehicle 5, preferably in
front of the, now smaller, safety zone 203.
[0170] A similar rear safety zone 200 is projected behind the index
vehicle 5 to show the other vehicle 5B where to enter the highway
at a safe distance behind the index vehicle 5.
[0171] FIG. 12 illustrates a seventh schematic view of a vehicle
with illumination safety zones 210 of the system for avoiding
accidents. As vehicles 5/5C/5D travel on multi-lane roads, often
other vehicles 5C/5D desire to change lanes in front of the index
vehicle 5. In such, there is no leading/trailing vehicle
relationship, but there are relative speeds of each other vehicle
5C/5D with respect to the index vehicle 5. In this, the forward
safety zone 210 projects an area in front of the index vehicle 5 in
which is it not safe to enter when changing lanes, based upon the
speed of each vehicle 5/5C/5D. For example, if the other vehicle 5D
is traveling much faster than the index vehicle 5, then the forward
safety zone 210 is projected closer to the index vehicle (smaller
forward safety zone 210) as it would be difficult for the index
vehicle 5 to catch up to the speeding other vehicle 5D, but if the
other vehicle 5D is only traveling slightly faster than the index
vehicle, then a larger safety zone 210 is projected as the index
vehicle 5 is in danger if the other vehicle 5D enters the same lane
too close to the index vehicle 5.
[0172] FIG. 13 illustrates an eighth schematic view of an index
vehicle 5 with safety zones 201/201A/210B of the system for
avoiding accidents. In this example, the safety zones 201/201A/210B
is projected in three segments. A first safety zone segment 201A
indicates to a driver of another vehicle 5C approaching on the left
side of the index vehicle 5 where it would not be safe to enter
into the lane of the index vehicle 5. A second safety zone segment
201C indicates to a driver of another vehicle 5D approaching on the
right side of the index vehicle 5 where it would not be safe to
enter into the lane of the index vehicle 5. Note that the safe
entry point for each other vehicle 5C/5D depends upon the relative
speed of the other vehicle 5C/5D compared with that of the index
vehicle 5. For example, if the other vehicle 5C/5D is traveling
much faster than the index vehicle 5, the safety zone on that side
will be smaller and if the other vehicle 5C/5D is traveling
slightly faster than the index vehicle 5, the safety zone on that
side will be longer.
[0173] A third safety zone 210 indicates the general safety zone as
per the prior examples.
[0174] Referring to FIGS. 14 and 15, schematic views of an index
vehicle 5X with illumination zones 210 of the system for avoiding
accidents nearing an object 502 in FIG. 14 and on target for a
collision with the object 502 in FIG. 15. In FIG. 14, the index
vehicle 5X is approaching an object 502 (e.g. a fixed object,
another vehicle . . . ). The computer 12 reads various sensors to
determine the speed of the index vehicle 5X, the speed of the
object 502 (in this example, the object 520 is stationary), road
conditions, weather, etc. The computer 12 uses data from the
sensors to determine if the index vehicle 5X is on target for a
collision with the object 502 as in FIG. 15. As with the prior art,
the computer 12 initiates braking to attempt to slow/stop the index
vehicle 5X before the index vehicle makes contact with the object
502 (e.g. collides with the object 502). The computer 12 also
determines if standard braking is sufficient to prevent a collision
with the object 502 and, if not, the computer 12 initiates one or
more propulsion devices 500 to emit a jet of liquid 504 (e.g. water
or any liquid) to further slow/stop the index vehicle as shown in
FIG. 15.
[0175] Note that, in some embodiments, circuitry (e.g. processor,
sensors, projection devices) for predicting when the index vehicle
5X is on target for a collision with an object 502 are
self-contained in a module 530 that, in some embodiments, is
attached to the windshield or other surface of the index vehicle
5X, either internal to the index vehicle 5X or external to the
index vehicle 5X.
[0176] Referring to FIGS. 16 and 17, schematic views of a
propulsion device 500 before initiating propulsion in FIG. 16 and
after initiating propulsion in FIG. 17. In FIG. 16, the processor
12, through the vehicle network 97 or other computational device
determines when the added deceleration from the propulsion device
500 is needed (e.g. when existing braking is not sufficient). When
the added deceleration from the propulsion device 500 is needed,
the processor 12 initiates an electrical signal to an incendiary
device 512 of the propulsion device 500. The incendiary device 512
burns/explodes, creating a very high pressure that pierces or
pushes a seal 513 and, therefore, exerts this high pressure upon a
liquid 509 (e.g. water or other liquid) that is maintained within a
holding tank or reservoir 510, for example, by a plug 514 or
membrane. As shown in FIG. 17, the high pressure has forced the
plug 514 to exit (or membrane to break) and a jet of liquid 504
exits the propulsion device 500.
[0177] Referring to FIGS. 18 and 19, schematic views of an
alternate propulsion device 500A before initiating propulsion in
FIG. 18 and after initiating propulsion in FIG. 19. In FIG. 18, the
processor 12, through the vehicle network 97 or other computational
device determines when the added deceleration from the alternate
propulsion device 500A is needed (e.g. when existing braking is not
sufficient). When the added deceleration from the alternate
propulsion device 500A is needed, the processor 12 initiates an
electrical signal to an incendiary device 512 of the alternate
propulsion device 500A. The incendiary device 512 burns/explodes
within a combustion chamber 511, creating a very high pressure that
pierces or pushes a seal 513 and, therefore, exerts this high
pressure upon a liquid 509 (e.g. water or other liquid) that is
maintained within a holding tank or reservoir 510, for example, by
a plug 514 or membrane. As shown in FIG. 19, the high pressure has
forced the plug 514 to exit (or membrane to break) and a jet of
liquid 504 exits the alternate propulsion device 500A.
[0178] In Some embodiments, the incendiary device 512 takes about 5
milliseconds to cause propulsion of a jet volume of 1 liter of
liquid to the exterior of the vehicle.
[0179] The incendiary device 512 includes a cylindrical or other
suitable shaped container with a front wall and sidewalls. The
incendiary device 512 has a gas generator propellant that, when
ignited, creates a volume of gases that pushes the liquid 509 that
is stored in the reservoir 510 through an orifice 515 at high speed
towards the outside of the vehicle in order to cause deceleration.
In some embodiments, the one or more incendiary device 512 consists
of an electric conductor wrapped in a combustible material that is
activated with current pulse. When the temperature of the conductor
rises to a certain point, the combustible material ignites, which
generates a large volume of gases. The gases force the liquid 509
out through the orifice 515 under high pressure toward the exterior
of the vehicle. In some embodiments, the orifice 515 forms a nozzle
or other structure to aim the liquid 509. In some embodiments, the
rapid chemical reaction of burning the combustible material
generates mostly nitrogen gas, argon or various energetic
propellants such as nitro guanidine or ammonium nitrate. In some
embodiments, coolants and slag formers such as clay, silica and
alumina are anticipated. Multiple propulsion device 500/500A and
one or more incendiary device 512 are also anticipated for
controlled deceleration and for protection against secondary
collisions.
[0180] Although shown with a single orifice 515, in some
embodiments, multiple orifices or pipes eject the liquid 509 at
variable velocities, directions, and volumes; depending on the
speed, size and direction of the index vehicle. In some
embodiments, multiple orifices or pipes connect to one or more
propulsion devices 500/500A surrounding the vehicle, including the
front, rear, sides, top and bottom of the vehicle so as to provide
for maximum protection at preventing or reducing impact.
[0181] Various sensors such as a accelerometer 51, a camera 93, a
radar system 44, and/or a sonar system 46 are interfaced to the
processor 70 of the computer and algorithms determine when an
impending collision between the index vehicle 5X and another
vehicle or object 502 is possible. The computer 12 and processor 70
calculate speed and direction using any known method including
ultrasound, laser, radar, and/or infra-red. In some embodiments,
one or more such sensors telescope mechanically (not shown) at a
distance from the body of the index vehicle 5X.
[0182] The a jet of liquid 504 produced by the propulsion devices
500/500A is of such a mass, velocity, direction and duration, as to
result in deceleration of the target vehicle, maintenance of
direction, and/or stabilization of target vehicle position relative
to the surrounding structures.
[0183] The computer 12 calculates the time and distance to impact
and initiates propulsion of a jet of liquid 504 from one or more
propulsion devices 500/500A at a time calculated to allow for safe
deceleration. In some embodiments, the jet of liquid 504 is pulsed
to cause gradual deceleration, e.g. a jet of liquid 504 every 50
milliseconds It is anticipated that one propulsion device 500/500A
be activated without necessarily activating adjacent propulsion
devices 500/500A. In some embodiments, multiple simultaneous jets
of liquid 504 provide protection against secondary impacts or other
scenarios such as turning over of the index vehicle 5X, falling
into a ditch or a creek, etc. After activation of one or more
propulsion devices 500/500A, the index vehicle 5X will decelerate,
thus minimizing the force of any impact on the target vehicle 5X
and occupants.
[0184] According to Newton's third law of motion, the "rebound"
force resulting from deployment of a jet of liquid 504 in a
direction against movement of the index vehicle 5X causes
deceleration of the index vehicle 5X. The force of rebound must be
borne by the frame or supporting structures of the target vehicle
5X in order to avoid damage caused by the force of deceleration. If
the frame or supporting structures are deep inside the vehicle,
then appropriate conduits are included to withstand the force of
the jet of liquid 504 and to transmit the force to properly to the
index vehicle 5X.
[0185] In some embodiments, when the computer 12 determines a
collision is imminent, the computer 12 saves and stores images that
are being continuously filmed by the camera(s) 93 for a period of
time surrounding the imminent collision. In such, documentation of
events surrounding a collision by audio and video recording will be
available for later retrieval and analysis.
[0186] It is anticipated that the disclosed propulsion devices
500/500A provide for deceleration of any type of vehicle,
including, but not limited to helicopters, hovercraft, motorcycles,
and snowmobiles.
[0187] Newton's second law states "Force is equal to the change in
momentum (mV) per change in time. For a constant mass, force (F)
equals mass times acceleration. Deceleration is the reverse of
acceleration and is based on the Newton laws of physics. Thus d=1/2
t (Vf-Vi), where d is distance from initial velocity (Vi) to final
velocity (Vf), and the time it takes (t) between these 2 points. F
(average force in Newtons) x distance=-1/2 mV.sup.2. Deceleration
is measured in meters per second per second, where 1 g is 9.81
m/s/s, and 15 g's is 147 m/s/s. 1 kg mass is 9.81 Newtons. 1 Newton
is 0.2248089 pounds, or 0.10197 kg.
[0188] For a vehicle weighing 3,200 pounds (14,230 N) traveling at
30 mph, the work required to stop the vehicle in 1 foot is
approximately 96,800 feet. lbs., or 48 tons, 16 tons in 3 feet, 8
tons in 6 feet, and 5 tons in 9 feet. At 30 mph (44 ft/sec), the
human manual braking deceleration distance is 43 feet (plus
perception reaction distance).
[0189] The momentum (P) of a vehicle weighing 1,000 kg traveling at
60 mph (26.82 m/s) is 26,822 kgm/s (Table 1). Assume 28 propulsion
devices 500/500A are deployed sequentially, at intervals of 10 msec
(0.01 sec), each propulsion device 500/500A ejecting 1.0 liter (1.0
kg) (m1) of liquid at a speed of 1000 m/s (v1) against the
direction of movement of the vehicle. The momentum (P1) of the jet
of liquid 504=m1v1=1 kg.times.1000 m/s=1,000 kg-m/s. The momentum
(P2) on the vehicle=m2v2=1,000 kg.times.(-1 m/s)=-1,000 kg-m/s.
According to Newton's Second law, F1=m1a1, where F1 is force
exerted by the jet of liquid 504, m1, is the mass of 1 liter of
liquid or water (1 kg), al is acceleration of the jet of liquid
504. F2=m2a2, where F2 is force exerted on the vehicle, vehicle
mass m2 (1000 kg), and a2 is vehicle deceleration. Newton's Third
law states that for every action, there is an equal and opposite
reaction: F1=F2. By substituting, m1a1 =m2a2. Also, velocity of the
jet of liquid 504, v1=a1t, where v1 is the velocity of jet of
liquid 504 at 1,000 m/s, a, is acceleration of the jet of liquid
504, and t is time in seconds; v2=a2t, where v2 is velocity of
vehicle, a2 is vehicle deceleration, and t is time in seconds.
Therefore v2/v1=a2/a1. M1/m2=a2/a1, and nn1/nn2=v2/v1. Table 1
shows the velocity of the vehicle during each 10 milliseconds time
interval, during which 1 liter of liquid is sequentially ejected at
each interval, and the corresponding distance traveled by the
vehicle until it stops, or reaches the impact object. Thus, v2
=v1(m1/nn2) =1,000.times.(1/1000)=1 m/s, which is velocity of
"recoil" exerted by the 1 kg water jet on the 1,000 kg vehicle,
according to Newton's Third law. The velocity of the vehicle is
reduced by 1 m/s, every 10 milliseconds, resulting in a
deceleration force of 1.0 m/s /0.01 s =100 m/s 2, or 100/9.81=10.2
g's. The total distance needed for "safe" deceleration (10.2 g's)
is about 3.7 meters for a vehicle weighing 1,000 kg traveling at a
velocity of 60 mph, or 26.8 m/s, and the total time of liquid
deployment is about 270 milliseconds. The total volume of liquid
used is 28 liters. In contrast, for an exterior airbag system to
provide the same rate of deceleration, an airbag with an internal
diameter of 3.7 meters is deployed, that needs to be fully inflated
to a volume of 27 cubic meters, or 26,965 liters, assuming
spherical shape, (3.7/2) 3.times.4/3.times.22/7. Since it takes
about 20 milliseconds to fully inflate a standard 70 liters airbag,
it might take 7.7 seconds to fully inflate the exterior airbag, and
that the airbag has to start deployment 206 meters before impact
for a 1,000 kg vehicle traveling at 60 mph (26.8 m/s). In the
example given in Table 1, if a lower rate of deceleration is
desired, such as 5.1 g's as may be achieved by race car drivers,
then a decrease is made to the velocity of the jets of liquid 504
to 500 m/s, reducing the volume of liquid to 500 milliliters, or
increase the time of ejection of the jets of liquid 504 to 20
milliseconds intervals. This will result in doubling of the
distance to impact to 7.5 meters, and the total time of jet
deployment to 540 milliseconds. On the other hand, if the vehicle
was traveling at a speed of 30 mph (13.41 m/s), the vehicle will
decelerate at half the distance and time to impact with the same
decelerating mass and velocity of the jets of liquid 504.
[0190] The force of the propulsion is calculated using Newton's
second law of motion which states: Force is equal to mass times
acceleration. The concept of an "Impulse" is frequently used in the
analysis of collisions and impacts, it equals mass times change in
velocity. The limitation of Newton's second law is its application
in variable-mass systems such as rocket burning fuel and ejecting
spent gases. The correct equation of motion for a body whose mass m
decreases with time by ejecting mass "is obtained by applying the
second law to the entire constant-mass system consisting of the
body and its ejected mass: Force=m times dv/dt, minus u (the
velocity of the escaping mass) time dm/dt." This applies only to
the vehicle since its mass decreases with every propulsion, and not
to the force of the propulsion, whose volume (mass) is constant and
predetermined by the microprocessor. However, since the mass of the
liquid propulsion is a very small fraction of the mass the vehicle,
except when applied to drones, Newton's second and third laws of
motion are still adequate approximation. In addition, the
calculations regarding deceleration distance to zero motion is more
favorable to the index vehicle since it is losing mass as it
continues to eject liquid, and therefore less propulsion force is
required to decelerate to zero velocity.
[0191] Table 1 shows velocity, time and distance before impact for
a 1,000 kg vehicle moving at 60 mph (26.8 m/s) decelerating at 1
m/s per 0.01 sec (10.2 g's):
TABLE-US-00001 TABLE 1 Velocity Time Cum. Dist. Traveled
(meter/second) (millisecond) (meters) 26.8 10 0.27 22.8 50 1.24
17.8 100 2.23 12.8 150 2.97 7.8 200 3.46 2.8 250 3.7 0.8 270
3.73
[0192] The conservation of momentum states that before liquid jet
deployment, total momentum P=P1+P2=0. Energy (E=mv 2/2) is shared:
for water jet, El =1 kg (1,000 m/s) 2/2=500,000 joules, and for the
vehicle, E2 =1,000 kg (1 m/s) 2/2=500 joules.
[0193] In the event of incoming missile or projectile, at speeds of
about 500 to 1,500 meters/second, maximum force is needed to cause
deceleration or change in direction of the missile or altering the
direction of the vehicle to avoid an impact. For example, a 0.5
caliber bullet may travel in air at speeds of 1,000 m/s and hit
targets 5,000 meters away, but when it strikes water at a 30-degree
angle, it stops within 1 meter. This is due to the drag force of
water, which is 1,000 times greater that of air. Other liquids such
as molasses have viscosities that are many times more that of
water. Thus, a jet of water or other suitable liquid ejected at
velocities of 1,000 m/s or more will stop or deflect incoming
missiles of similar velocity and mass, according to the above
equation: m1/m2=v2/v1, where m1 is the mass of the liquid ejected,
v1 is the velocity of the ejected liquid, m2 is the mass of the
missile, and v2 is the velocity of the missile.
[0194] In the case of drones, propulsion spray or stream when
applied to drones, water (liquid) propulsion is a Spray or stream
at an angle more than zero from horizontal to avoid striking object
or vehicle ahead.
[0195] For drones, contra spray or stream 180 degrees from index
liquid propulsion to neutralize reaction to the primary
propulsion.
[0196] For drones, sudden change in direction, speed, altitude is
feasible by simultaneous propulsion of same or different magnitude
in different directions. It takes 20-60 ms to inflate 60 liters gas
in an airbag by an inflator. It takes less than 1 ms to inflate the
first liter of gas. A projectile coming out of a nozzle at a speed
of 1000 meters per second, travels 1 meter in the first 1 ms. If
the projectile is 1 meter away from the index drone the fluid
propulsion will deflect the projectile from a distance of 1 meter
before the projectile collides with the index drone as well as
instantaneously moving the index drone away from the projectile by
a distance that depends mainly on the mass of the liquid propulsion
and mass of the drone.
[0197] For an example, it takes 20 to 60 milliseconds to inflate 60
liters of an interior vehicle airbag by an inflator. Thus, it takes
less than one millisecond to inflate the first liter of gas. For
liquids, it may take proportionately longer to eject one liter of
liquid.
[0198] For low mass vehicles such as drones, small quantities of
propulsion is effective in 3 ways: first, changing the spatial
position of the index drone in a direction opposite to the
propulsion jet(s) such as to avoid impact with incoming missile;
second, altering the spatial position of an incoming drones by the
force of the propulsion jet coming out of the index drone; third,
keeping the spatial position of the index drone at the same
location by utilizing simultaneous jets of equal force (product of
mass times acceleration) at 180 degrees of each other. Since
incoming missiles travel at speeds exceeding 1,000 meters per
second, deployment of the propulsion jets must start within 5
milliseconds, the time it takes an incendiary device to activate
the explosion that leads to liquid propulsion of one liter. Such
jet will have the force it takes to stop, slow down or deflect
incoming missiles, or other drones. Thus, sudden changes in index
drone spatial position, speed and altitude can achieved.
Hypothetically, a projectile exiting the nozzle at a speed of 1000
meters per second travels one meter in the first millisecond. If
the projectile is 10 meters away from the index drone, the fluid
propulsion will deflect the incoming projectile from a distance of
less than 10 meters before the projectile collides with the index
drone, as well as simultaneously displacing the index drone away
from harm way by a distance proportional to the momentum of the
liquid propulsion.
[0199] In the case of a head-on impending collision, the processor
70, using sensor data, calculates the relative speed of both
vehicles and activate the propulsion devices 500/500A to allow time
for deceleration. Note that in some embodiments, classic braking is
also activated to decelerate the index vehicle 5X.
[0200] In some embodiments, the angle of liquid propulsion is
greater than zero relative to the horizontal in order to avoid
striking an oncoming vehicle.
[0201] It is anticipated that the liquid propulsion may be in the
shape of a stream or a spray, depending on the situation. For
incoming missiles, a spray may cover a larger space to capture
multiple fragments or missiles.
[0202] In the case of an index vehicle 5X that is stationary, an
approaching object will similarly be detected by the processor 70
using sensor data and, if a collision is predicted, the processor
70 will activate one or more propulsion devices 500/500A once the
object is determined to have a speed that exceeds a certain pre-set
threshold and the object reaches a minimum unsafe distance.
[0203] Referring to FIG. 20 illustrates a typical program flow of
the safety deceleration system. This sample flow starts with
reading sensor data 610 and calculating a safety zone 620. As
described previously, it is anticipated that an image be projected
(either flat or holographic) on the roadway in front or behind the
index vehicle 5X showing other drivers the safety zone, though such
is not required for the safety deceleration system. Next, the
sensor data is used to determine 630 if an object (e.g. another
vehicle, a stationary object, a projectile, a pedestrian) is within
the safety zone. If no object is 640 within the safety zone, the
above steps are repeated. Note that, in some embodiments, the
object is classified and required to be of a certain size, density,
shape, etc., therefore, objects such as areas of fog and insects
are ignored.
[0204] If an object is 640 within the safety zone, the safety
deceleration system initiates automatic braking 650 of the index
vehicle 5X as already exists. Now a test 660 is made to determine
if a collision is % and, if so, one or more of the propulsion
devices 500/500A are activated 670, as needed, to stop the index
vehicle 5X. If the test 660 determines that there is no collision
imminent, automatic braking 650 continues until the risk abates. In
some embodiments, one or more of the propulsion devices 500/500A
are activated 670 in a pulsed manner or in sequence as needed to
prevent the collision or reduce harm.
[0205] Note that a similar program flow is used to detect objects
that are moving towards the index vehicle 5X, which in some cases
is stationary. In such, there is no activation of automatic braking
650 as the index vehicle 5X is already stationary.
[0206] Referring to FIGS. 21 and 22, a self-contained module 530 is
shown. As discussed previously, in some embodiments, circuitry
(e.g. processor 70, sensors, projection devices, camera(s) 93, GPS
91) for predicting when the index vehicle 5X is on target for a
collision with an object 502 are contained in a self-contained
module 530 that, in some embodiments, is attached to the windshield
or other surface of the index vehicle 5X, either internal to the
index vehicle 5X or external to the index vehicle 5X. In FIG. 21,
the outward facing side of the self-contained module 530 is shown.
In this example, the external surface of the outward facing side of
the self-contained module 530 includes a radar system 44, a sonar
system 46, a holographic projecting device 62 and a front-facing
camera 93. In such, the front-facing camera 93 captures
images/video before, during, and after an occurrence of a
collision.
[0207] In FIG. 22, the inward facing side of the self-contained
module 530 is shown. In this example, the external surface of the
inward facing side of the self-contained module 530 includes a
rear-facing camera 93. In such, the rear-facing camera 93 captures
images/video before, during, and after an occurrence of a
collision.
[0208] In such embodiments, the self-contained module 530 includes
circuitry for predicting when the index vehicle 5X is approaching
and/or on target for a collision with an object 502 (e.g. a fixed
object, other vehicle, pedestrian). The self-contained module 530
communicates with the one or more propulsion devices 500/500A to
selectively initiate emission of jets of liquid 504 when the index
vehicle 5X is on target for a collision with an object 502, thereby
decelerating the target vehicle 5X to prevent a collision and/or
reduce damages and bodily harm caused by the collision.
[0209] Equivalent elements can be substituted for the ones set
forth above such that they perform in substantially the same manner
in substantially the same way for achieving substantially the same
result.
[0210] It is believed that the system and method as described and
many of its attendant advantages will be understood by the
foregoing description. It is also believed that it will be apparent
that various changes may be made in the form, construction and
arrangement of the components thereof without departing from the
scope and spirit of the invention or without sacrificing all of its
material advantages. The form herein before described being merely
exemplary and explanatory embodiment thereof. It is the intention
of the following claims to encompass and include such changes.
* * * * *