U.S. patent number RE35,920 [Application Number 08/644,423] was granted by the patent office on 1998-10-13 for event-activated reporting of vehicle location.
This patent grant is currently assigned to Trimble Navigation Limited. Invention is credited to Eric Klein, Terry J. Smith, James L. Sorden.
United States Patent |
RE35,920 |
Sorden , et al. |
October 13, 1998 |
Event-activated reporting of vehicle location
Abstract
Apparatus that is carried on a land vehicle, a marine vehicle or
vessel, or an airborne vehicle or vessel for notifying others that
a vehicle accident or other abnormal situation has occurred and for
notifying others of the location of the vehicle at the time of the
accident. The vehicle carries an distance measuring system (DMS)
signal antenna and receiver/processor that receives DMS-type
signals from one or more DMS signal broadcasters and determines the
present position of the vehicle, plus an activatable transmitter.
The vehicle also carries an abnormality sensing means that senses
the occurrence of an accident or other abnormal situation involving
the vehicle or a vehicle occupant. When an abnormal situation is
sensed, the abnormality sensing means automatically activates the
transmitter, which then communicates the fact that an abnormal
situation has occurred and the location of the vehicle at the time
the event occurred. Alternatively, the abnormality sensing means
can activate the transmitter only after a vehicle operator has
taken affirmative action indicating that the transmitter should be
activated. Optionally, the transmitter can also communicate the
time the event occurred. If the abnormal situation is (1) a vehicle
accident, (2) inoperability of the vehicle, (3) inability of the
vehicle operator or other vehicle occupant to continue (e.g.,
because of a rapid change in a present health condition of the
occupant), the transmitter can also communicate information on (1)
the severity of the accident, (2) the type or cause of vehicle
inoperability, (3) the reason the operator or other occupant is
unable to continue. Optionally, the system can also transmit, or
hold for future analysis, the values of one or more vehicle
operating parameters sensed at a sequence of times preceding
occurrence of the abnormal situation. The DMS may be a Satellite
Positioning System, such as the Global Positioning System (GPS) or
the Global Orbiting Navigation System (GLONASS), or a ground-based
radionavigation system, such as LORAN, Shoran, Decca or TACAN.
Inventors: |
Sorden; James L. (Saratoga,
CA), Smith; Terry J. (Campbell, CA), Klein; Eric
(Mountain View, CA) |
Assignee: |
Trimble Navigation Limited
(Sunnyvale, CA)
|
Family
ID: |
21752847 |
Appl.
No.: |
08/644,423 |
Filed: |
May 10, 1996 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
Reissue of: |
011989 |
Feb 1, 1993 |
05311197 |
May 10, 1994 |
|
|
Current U.S.
Class: |
342/457;
342/357.31 |
Current CPC
Class: |
B60R
25/102 (20130101); G08B 25/016 (20130101); G01S
1/68 (20130101); G01S 5/0027 (20130101); G08G
9/00 (20130101); G08G 1/205 (20130101); B60R
2021/0027 (20130101); G01S 19/17 (20130101); G01S
2205/006 (20130101) |
Current International
Class: |
G01S
5/14 (20060101); G01S 5/00 (20060101); G01S
1/00 (20060101); G01S 1/68 (20060101); G08G
9/00 (20060101); G08G 1/123 (20060101); G01S
003/02 () |
Field of
Search: |
;453/457,50,357 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Hellner; Mark
Attorney, Agent or Firm: Pelton, Esq.; William E.
Claims
We claim:
1. Apparatus for .[.notifying others that a vehicle accident or
other abnormal situation has occurred and of the location of the
vehicle.]. .Iadd.vehicular communication.Iaddend., the apparatus
comprising:
a distance measuring system (DMS) signal antenna and
receiver/processor .[.and an activatable transmitter.]., attached
to a vehicle to be monitored, that receives and processes DMS
signals from one or more DMS signal broadcasters to determine the
location of the .[.antenna and, when the transmitter is
activated,.]. .Iadd.vehicle;
a transmitter attached to the vehicle .Iaddend.to communicate
.[.this information to another person or facility that is spaced
apart from the receiver/processor.]. .Iadd.the location of the
vehicle when the transmitter is activated.Iaddend.;
vehicle condition sensing means, attached to the vehicle, for
sensing .[.the occurrence of at least one of a selected group of
abnormal situations at the vehicle.]. .Iadd.a predetermined
situation.Iaddend., the sensing means being .[.electronically.].
connected to the transmitter so that, when .[.one or more of the
selected group of abnormal events or conditions occurs at the
vehicle.]. .Iadd.the situation is sensed.Iaddend., the sensing
means activates the transmitter .[.and.]. .Iadd.which
.Iaddend.communicates the location of the vehicle.[., at
approximately the time the abnormal situation occurs.].;
an operations sensor for .Iadd.periodically .Iaddend.sensing the
value of a vehicle operating parameter at .[.a sequence of times.].
.Iadd.an interval of time .DELTA.t.sub.s and for outputting the
sensed value.Iaddend.; and
.[.a temporary.]. .Iadd.an .Iaddend.information storage memory.[.,
connected to the vehicle condition sensing means,.]. that receives
and .[.holds.]. .Iadd.stores .Iaddend.the vehicle operating
parameter values .[.sensed.]. .Iadd.outputted .Iaddend.by the
operations sensor.[., for a time interval of selected length
.DELTA.t.sub.s after each such value is received, and that holds
these values for a time interval of length greater than
.DELTA.t.sub.s as soon as a vehicle abnormal situation
occurs.]..
2. The apparatus of claim 1, wherein said transmitter also
communicates the time said .[.abnormal event or condition.].
.Iadd.situation .Iaddend.occurred at said vehicle, after said
transmitter is activated by said sensing means.
3. The apparatus of claim 1, wherein said transmitter also
communicates information on the type or cause of said
.[.abnormal.]. situation that has occurred.
4. The apparatus of claim 1, wherein said vehicle .[.abnormal.].
situation is occurrence of an accident in which said vehicle is
involved, and said transmitter also transmits information .[.on the
severity of.]. .Iadd.describing .Iaddend.the vehicle accident.
5. The apparatus of claim 1, wherein said vehicle .[.abnormal.].
situation is inability of an operator of said vehicle to continue
operating said vehicle.
6. The apparatus of claim 5, wherein said transmitter also
communicates information on the condition of said vehicle operator
.[.as a result of.]. .Iadd.relating to .Iaddend.this inability.
7. The apparatus of claim 1, further comprising information entry
means for entry of information by a vehicle occupant, wherein said
transmitter also transmits information entered by a vehicle
occupant.
8. The apparatus of claim 1, wherein said vehicle .[.abnormal.].
situation is inoperability of said vehicle.
9. The apparatus of claim 8, wherein said transmitter also
communicates information .[.on the type or cause of.].
.Iadd.describing .Iaddend.said vehicle inoperability.
10. The apparatus of claim 1, wherein said vehicle .[.abnormal.].
situation is drawn from the class consisting of: activation of a
safety device for said vehicle, collision or crash of said vehicle,
rolling of said vehicle, sudden or unexpected immersion of said
vehicle in water or another liquid, inoperability of said vehicle,
inability of a vehicle operator to continue operating said vehicle,
and sudden change in the present health condition of an occupant of
said vehicle.
11. The apparatus of claim 1, further comprising readout means for
reading out said vehicle operating parameter values .[.as an
understandable record.]. after said vehicle .[.abnormal.].
situation occurs.
12. The apparatus of claim 1, wherein said transmitter
.[.transmits.]. .Iadd.also communicates .Iaddend.said vehicle
operating parameter values stored in said .Iadd.information
.Iaddend.storage .[.module after said abnormal situation occurs.].
.Iadd.memory.Iaddend..
13. The apparatus of claim 1, wherein said sensing means
automatically activates said transmitter when said vehicle
.[.abnormal.]. situation occurs.
14. The apparatus of claim 1, wherein said sensing means activates
said transmitter, when said vehicle .[.abnormal.]. situation
occurs, only if an occupant of said vehicle .[.takes an affirmative
action that.]. indicates that communication by said transmitter
should occur.
15. The apparatus of claim 1, wherein said transmitter communicates
said vehicle location information by broadcasting said information
on a selected Emergency Radiowave Band.
16. The apparatus of claim 15, wherein said transmitter broadcasts
said vehicle location information at two or more .[.spaced apart.].
times after said .[.abnormal.]. situation occurs.
17. The apparatus of claim 15, wherein said transmitter broadcasts
said vehicle location on two or more .[.distinct selected.].
frequencies.
18. The apparatus of claim 1, wherein said transmitter includes a
cellular telephone and said transmitter communicates said vehicle
location information by contacting one or more selected emergency
reporting facilities, using the cellular telephone.
19. The apparatus of claim 1, wherein said vehicle is a land
vehicle.
20. The apparatus of claim 1, wherein said vehicle is a marine
vessel or an airborne vessel.
21. The apparatus of claim 1, wherein said DMS is drawn from the
class of satellite-based radionavigation systems consisting of the
Global Positioning System and the Global Orbiting Navigation
System.
22. The apparatus of claim 1, wherein said DMS is drawn from the
class of ground-based radionavigation systems consisting of LORAN,
Decca and TACAN.
23. A .Iadd.vehicle communication .Iaddend.method .[.for notifying
others that a vehicle accident or other abnormal situation has
occurred and of the location of the vehicle, the method.].
comprising the steps of:
providing a radionavigation distance measuring system (DMS) signal
antenna and receiver/processor and an activatable transmitter,
attached to a vehicle to be monitored, .[.that receives and
processes.]. .Iadd.the receiver/processor receiving and processing
.Iaddend.DMS signals from .[.at least three.]. DMS signal
broadcasters to determine the location of the .[.DMS antenna.].
.Iadd.vehicle .Iaddend.and .[.to communicate.]. .Iadd.the
transmitter communicating .Iaddend.this information .[.to a
recipient that is spaced apart from the receiver/processor.]. when
the transmitter is activated;
monitoring the vehicle for the occurrence of .[.at least one of a
selected group of abnormal situations at the vehicle.]. .Iadd.a
predetermined situation.Iaddend., and, when .[.one or more of the
selected group of vehicle abnormal situations.]. .Iadd.the
situation .Iaddend.occurs, activating the transmitter and
communicating the location of the vehicle.[., at approximately the
time the abnormal situation occurs.].;
.Iadd.periodically .Iaddend.sensing .[.and storing, for.]..Iadd.,
at .Iaddend.a selected time interval of length .DELTA.t.sub.s, a
.[.sequence of values.]. .Iadd.value .Iaddend.of at least one
vehicle operating parameter; and
.[.holding.]. .Iadd.storing .Iaddend.this .[.sequence of.]. vehicle
operating parameter .[.values for a time interval of length greater
than .DELTA.t.sub.s as soon as a vehicle abnormal situation
occurs.]. .Iadd.value in an information storage
memory.Iaddend..
24. The method of claim 23, further comprising the step of sensing
and transmitting .[.the type or cause of.]. .Iadd.information
describing .Iaddend.said vehicle .[.abnormal.]. situation .[.that
occurs.]..
25. The method of claim 23, further comprising the step of sensing
and transmitting the severity of said vehicle .[.abnormal.].
situation .[.that occurs.]..
26. The method of claim 23, further comprising the step of
transmitting .[.at least one of.]. said stored .[.sequence of.].
vehicle operating parameter .[.values.]. .Iadd.value .Iaddend.after
said vehicle .[.abnormal.]. situation occurs.
27. The method of claim 23, further comprising the steps of:
allowing an occupant of said vehicle to enter .[.relevant.].
information concerning occurrence of said vehicle .[.abnormal.].
situation; and
transmitting this occupant-entered information .[.to said
recipient.]..
28. The method of claim 23, further comprising the step of choosing
said .[.abnormal.]. situation from the group .[.of such
situations.]. consisting of collision or crash of said vehicle,
rolling of said vehicle, sudden immersion of said vehicle in water
or another liquid, inoperability of said vehicle, inability of a
vehicle operator to continue operating said vehicle, and sudden
change in a health condition of an occupant of said vehicle.
29. The method of claim 23, further comprising the step of choosing
said DMS from a class of satellite-based radionavigation location
determination systems consisting of the Global Positioning System,
and the Global Orbiting Navigational System.
30. The method of claim 23, further comprising the step of choosing
said DMS from a class of ground-based radionavigation location
determination systems consisting of LORAN, Decca and TACAN.
31. The apparatus of claim 1, wherein said transmitter also
communicates .[.at least one of.]. said .[.values.]. .Iadd.value
.Iaddend.of said vehicle operating parameter stored in said
.[.temporary.]. information storage memory, after said transmitter
is activated by said sensing means.
32. The method of claim 23, further comprising the steps of:
determining the time said location of said vehicle is determined;
and
communicating this time information when said vehicle location
information is communicated. .Iadd.33. The apparatus of claim 1,
wherein said information storage memory stores the vehicle
operating parameter values for a time of length greater than
.DELTA.t.sub.s as soon as the situation occurs..Iaddend..Iadd.34.
The apparatus of claim 1, wherein said operations sensor is
disabled upon the occurrence of the situation..Iaddend..Iadd.35.
The apparatus of claim 1, wherein said transmitter communicates the
vehicle operating parameter values at the time that the situation
is sensed..Iaddend..Iadd.36. The method of claim 23, further
comprising the step of storing the vehicle operating parameter
value in said information storage memory for a time of length
greater than .DELTA.t.sub.s as soon as the situation
occurs..Iaddend..Iadd.37. The method of claim 23, further
comprising the step of disabling said operations sensor upon the
occurrence of the situation..Iaddend..Iadd.38. The method of claim
23, further comprising the step of communicating the vehicle
operating parameter value at the time that the situation is
sensed..Iaddend..Iadd.39. A vehicle communication system,
comprising:
a processor carried by the vehicle and adapted to determine the
location of the vehicle;
a sensor carried by the vehicle for sensing a condition of the
vehicle at a sequence of times separated by an interval of selected
length .DELTA.t.sub.s to generate a sequence of output values;
an information storage memory that receives and stores said output
values; and
a transmitter carried by the vehicle and adapted selectively to
transmit the location thereof as determined by said processor, and
adapted selectively to transmit said output values stored in said
information storage memory..Iaddend..Iadd.40. The system of claim
39, further comprising a situation sensing means carried by the
vehicle for sensing the occurrence of a situation, said transmitter
being activated by said situation sensing means..Iaddend..Iadd.41.
The system of claim 39, further comprising an antenna carried by
the vehicle for receiving signals from a distance measuring system
(DMS) and providing the signals to said
processor..Iaddend..Iadd.42. The system of claim 40, wherein the
situation is an abnormal situation..Iaddend..Iadd.43. The system of
claim 39, wherein the information storage memory stores the output
values for a period of time greater than
.DELTA.t.sub.s..Iaddend..Iadd.44. The system of claim 40, wherein
the sensor is disabled upon the occurrence of a
situation..Iaddend..Iadd.45. The system of claim 41, wherein the
DMS is a satellite-based radionavigation system..Iaddend..Iadd.46.
The system of claim 45, wherein the satellite-based radionavigation
system is one of a Global Positioning System or a Global Orbiting
Navigational System..Iaddend..Iadd.47. The system of claim 46,
wherein the DMS is a ground-based radionavigation
system..Iaddend..Iadd.48. The system of claim 47, wherein the
radionavigation system is one of LORAN, Decca and TACAN
systems..Iaddend..Iadd.49. The system of claim 1, wherein said
vehicle location is communicated to a person or location that is
spaced apart from the receiver/processor..Iaddend.
Description
FIELD OF THE INVENTION
This invention relates to determination of location of a vehicle
upon occurrence of an event, and more particularly to determination
of vehicle location by a satellite-based or ground-based radiowave
navigation system.
BACKGROUND OF THE INVENTION
When a land vehicle, such as an automobile, bus or truck, or a
marine or airborne vessel encounters an abnormal situation, such as
a collision, loss of vehicle control or abrupt inoperability of the
vehicle, a safety device attached to the vehicle is activated to
minimize injury or damage to the vehicle occupants or to the
vehicle itself. The safety device may be an air bag or other
vehicle or passenger safety mechanism, activated in response to an
imminent or extant vehicle collision, or may be a redundant or
parallel power supply or mechanical control device for the vehicle.
Normally, such device is activated automatically by a signal issued
by a vehicle sensor that senses and responds quickly to occurrence
of any one of a predetermined group of abnormal vehicle conditions.
If this abnormal condition threatens the health or safety of a
vehicle occupant, it might be preferable to issue a distress signal
automatically and at once, without waiting for a volitional act by
a vehicle occupant.
Several workers have attempted to provide for broadcasting of
distress signals when a vehicle experiences a collision or some
other disabling condition. Graham, in U.S. Pat. No. 3,441,858,
discloses an electronic calling and reply system that may be
activated, either automatically or manually, to broadcast one of a
selected group of distress signals after a vehicle accident occurs.
The vehicle carries one transceiver unit. A central aid station has
a second transceiver unit that responds to receipt of the distress
signal by broadcasting a unique coded signal indicating that
assistance is being sent to the vehicle. The distress signal may
indicate that (1) a vehicle tow truck is needed, (2) an ambulance
is needed, or (3) both a tow truck and an ambulance are needed. The
distress signal is automatically sent by the vehicle-mounted
transceiver when vehicle impact of sufficient magnitude occurs, as
in a collision.
A vehicle distress tone generator that produces a selected one of
three different tones is disclosed in U.S. Pat. No. 3,461,423,
issued to Trumble. The distress signal can be automatically
broadcast in response to occurrence of a vehicle accident or can be
manually initiated by a vehicle occupant. The three tones broadcast
correspond to three predetermined levels of severity of the
accident.
In U.S. Pat. No. 3,646,583, Scuderi discloses automatic vehicle
accident signalling apparatus, including a sensor that senses that
a vehicle collision of a predetermined severity level (or more) has
occurred. The accident signal is, presumably, received and answered
by a central assistance station or by another vehicle. This patent
is concerned primarily with the mechanics and electronics of
collision sensing and signal broadcasting. None of the patents
discussed thus far discusses means for determining where the
vehicle in distress is located.
Angeloni discloses a highway distress signal broadcast system, in
U.S. Pat. No. 3,828,306, in which the vehicle is located by
triangulation by three or more nearby radio direction finding
devices (RDFs), such as the old Mariner MR-18 marketed by Heathkit.
Each RDF receives the vehicle distress signal and determines the
direction of the signal source. A central station receives this
information from the RDFs, determines the location of the vehicle
in distress, and dispatches assistance for the vehicle. The RDFs
must be located within 15 miles of the accident scene., the vehicle
transmitter has low power (P.ltoreq.10 Watts), and the contemplated
broadcast frequency is about 450 MHz.
Gleitz et al disclose apparatus having a vehicle impact sensor and
a vehicle deformation sensor attached to a vehicle in U.S. Pat. No.
3,990,040. The apparatus broadcasts a first distress signal if
vehicle impact is sensed and broadcasts a second distress signal if
vehicle deformation is sensed, and the transmitter continues to
broadcast after activation. Broadcast of vehicle location by the
transmitter is not discussed.
Edelbock disclose a low technology solution in U.S. Pat. No.
4,091,369, a collision-responsive alarm that is attached at the top
of a vehicle. If the vehicle collides with another object, a light
source, rotating reflector and warning light is activated. Light
from the source is reflected in a circular pattern by the rotating
reflector, thus advising other persons nearby that a vehicle
collision has occurred. No electromagnetic distress signal is
broadcast by this apparatus.
A vehicle emergency signal system using Citizens Band (CB) radio
channels is disclosed by Flickshu et al in U.S. Pat. No. 4,216,545.
When a vehicle accident occurs, an emergency switch (manual or
automatic) activates a CB radio transceiver carried in the vehicle,
and the transceiver broadcasts a distress signal in each of a
sequence of CB radio bands and then is set to Channel 9, the only
CB emergency channel, to receive inquiries or other information
from nearby CB radio users. By sequentially broadcasting the
vehicle distress signal in each CB channel, the inventor
contemplates that some CB users will hear and respond to the
distress signal. However, this requires that at least one occupant
of the vehicle in distress be in condition to receive the CB
inquiries and be able to provide the location of that vehicle.
In U.S. Pat. No. 4,229,725, issued to Marcus, vehicle location
indicator apparatus provides a visual readout of the last mile
marker the vehicle has passed and of the distance (fraction of a
mile) traveled by the vehicle since that last marker was passed.
The apparatus is operable only for travel on a road or highway on
which mile marker sensors are located at regular spatial intervals.
A counter in the vehicle is initially set equal to zero and then is
incremented as successive mile markers are passed. Particular
events that may occur at particular mile markers can be stored in
the apparatus and then displayed to the vehicle occupants as the
vehicle approaches the stored event mile marker. An optional
keyboard allows a vehicle occupant to enter relevant information as
the vehicle proceeds.
Juhasz et al disclose a vehicle monitoring and recording system in
which a plurality of sensors provide continuous or intermittent
measurements of vehicle and engine operating parameters, in U.S.
Pat. No. 4,258,421. These measurements are stored in a computer,
which may be carried on the vehicle or may be spaced apart from the
vehicle and connected to the sensors by a portable data link. The
operating parameters provided by the sensors may be compared with
fixed parameter limits to assess the present operating performance
of the vehicle.
A vehicle emergency or distress signal broadcasting system is
disclosed in U.S. Pat. No. 4,369,426, issued to Merkel, in which
the distress signal also indicates the vehicle location. Distress
signal transmission is activated by sensors that sense occurrence
of a vehicle collision, or some other recognizable, non-normal
event. These sensors may have different activation thresholds that
correspond to the severity of the collision and may thereby cause
transmission of different distress signals. Vehicle location is
determined (probably by triangulation) by a plurality of
geographically distributed stations that are electronically
connected with a central data processing station. Information
received by the central station may indicate the severity of the
collision and whether certain safety equipment, such as seat belts
or air bags, was operable when the collision occurred.
Zottnik, in U.S. Pat. No. 4,638,289, discloses use of a short time
data recordation and storage system that continuously records and
temporarily saves measurements of vehicle operating parameters as
the vehicle moves. The recorded data are stored in a modest size
buffer that is overwritten by new data after a fixed time interval
(.DELTA.t.apprxeq.1-30 sec). If a vehicle accident occurs,
operating data in the buffer at that time are "frozen" and not
subsequently overwritten. Data preserved in the buffer are then
available to provide a perspective on what happened in a time
interval immediately preceding the vehicle accident.
Murakami positions a plurality of transmitting antennae at various
locations and orientations on a vehicle in U.S. Pat. No. 4,717,904.
An emergency or distress signal is transmitted by a transmitter
connected to these antennae whenever a serious abnormality is
sensed in vehicle operation. This abnormality may be vehicle
acceleration/deceleration (as in a vehicle collision), sharp change
in vehicle inclination (as when a vehicle abruptly moves over the
edge of an incline) or the unexpected presence of water within the
vehicle (as when a vehicle abruptly encounters a river or other
large body of water). The distress signal is broadcast sequentially
from each of the antennae so that inoperability of one or a few
antennae will not permanently preclude broadcast of the vehicle
distress signal.
A vehicle location system activated by vehicle motion, vehicle
collision, vehicle theft or other abnormal event is disclosed by
Sagey et al in U.S. Pat. No. 4,740,792. Each vehicle has a
transmitter attached thereto that has a unique transmission signal
signature, and a signal broadcast by such a vehicle is received and
relayed by each of three or more satellites or signal relay towers
that communicate directly with one or more central data processing
stations distributed throughout the U.S. A central station receives
a relayed signal and identifies the transmitter, and thus the
associated vehicle, by the signature. The transmitter can broadcast
a signal with first frequency if the vehicle is stationary, a
signal with a second frequency if the vehicle is in motion, a
signal with a third frequency if the vehicle is being tampered with
or stolen, and a signal with a fourth frequency if a vehicle
collision is imminent or has already occurred. Optionally, a
stationary transmitter with known position broadcasts a signal that
is also received by the central station. The known and computed
positions of this stationary transmitter are compared at the
central station to calibrate the system and provide corrective
adjustments of locations of the other vehicle transmitters. The
satellites or signal relay towers receive location-determining
signals from the vehicle, which is the inverse of the situation in
the subject invention.
Takai discloses, in U.S. Pat. No. 4,743,913, a hybrid navigation
system in which vehicle location and velocity vector are determined
by an on-board geomagnetic sensor that senses the local geomagnetic
field direction. The system also uses location information derived
from GPS. However, it appears that the system is intended to
operate only on a predetermined system of straight roads.
In U.S. Pat. No. 4,815,840, Benayad-Cherif et al disclose a
position locating system for a robot vehicle that uses a plurality
of elevated towers that each emit a guidance beacon. The beacons
are received by sensors in, and provide individually coded guidance
signals for, the vehicle, using triangulation or phase shift
techniques. The location of the robot vehicle may be determined on
board, but this location is not communicated to another entity.
Manion discloses a burst collision avoidance system for aircraft
ground-based, aircraft-servicing vehicles and structures that
provides warnings and avoidance maneuvers, in U.S. Pat. No.
4,835,537. The system provides telemetry equipment and a computer
aboard each such vehicle and structure to determine and broadcast
the present location and intended direction of movement for each
such vehicle and structure. Information thus broadcast is received
by each vehicle and structure in the local region and used to
determine if a collision is imminent. A Global Positioning System
or other means for location determination provides each vehicle
with its current location information. This system requires
constant transmission and receipt of location signals and
substantial computer power to receive and process all incoming
location signals.
A locator system for a movable vehicle is disclosed in U.S. Pat.
No. 4,884,208, issued to Marinelli et al. Each of a plurality of
fixed location transceivers communicates with a satellite through a
first antenna and receives signals emitted by nearby vehicles
individually through a second antenna. The strength of the signal
received by the second antenna from a nearby vehicle determines its
distance from the transmitter and second antenna. The transceivers
receive and relay the vehicle signals to the satellite, which
serves as a master data processing station and determines these
vehicle-second antenna distances. Each transceiver serves as a
local object locator station but has a relatively small effective
diameter (.apprxeq.20 miles).
Scribner et al disclose a vehicle tracking system that transmits
the location of a vehicle whenever one or more predetermined events
occurs, in U.S. Pat. No. 5,014,206. The vehicle carries sensors
that respond to occurrence of a predetermined event and carries a
Global Positioning System or LORAN navigational system that
receives vehicle location information, such as longitude and
latitude. This vehicle location information is stored in a memory
on board the vehicle only when one or more of the predetermined
events occurs. The vehicle location information is assumed to be
read out when the vehicle returns to a home base.
Barnard, in U.S. Pat. No. 5,119,102, discloses a vehicle location
system that uses provides a Global Positioning System signal
receiver, temporary signal storage and signal retransmitter aboard
each vehicle whose location is to be monitored. The signals
received by the receiver are rebroadcast at fixed times and
received by a base station, which also receives the GPS signals
directly from the GPS satellites. The base station determines the
location of each vehicle, using time delays calculated for GPS
signals received from that vehicle. The system provides no
indication of occurrence of an unusual event, such as a collision
or imminent collision.
Vehicle location apparatus, carried on each vehicle that
communicates with a base station, is disclosed in U.S. Pat. No.
5,142,281, issued to Park. Each vehicle determines its current
location and, upon receipt of a command signal from the base
station, transmits its current location to the base station. No
special message is included by a transmitting vehicle indicating
the presence of an unusual condition or event affecting that
vehicle.
What is needed is a system that automatically broadcasts a vehicle
distress signal, including the present location of the vehicle in
distress and the time of first broadcast, whenever and wherever the
vehicle encounters or experiences any one of a group of
predetermined abnormal events or conditions. The system should
preferably allow broadcast of the type of abnormality encountered,
an assessment of the level of severity of the abnormality and
information on the condition of the vehicle prior to and at the
time the abnormality occurred. Preferably, the system should not be
limited to operation in a geographically restricted region and
should not require that the vehicle be confined to a predetermined
road system.
SUMMARY OF THE INVENTION
These needs are met by the invention, which provides apparatus for
broadcasting the present location of a vehicle in distress, this
location being determined by a signal transceiver and processor
attached to the vehicle and controlled by a ground-based
radionavigation system, such as LORAN, Shoran, Decca or TACAN, or
by a satellite-based radionavigation system, such as a Satellite
Positioning System (SPS). The SPS may be a Global Positioning
System (GPS), a Global Orbiting Navigational System (GLONASS), or
any other satellite-based system for determination of location
and/or observation time for a point on or adjacent to the Earth.
These radionavigation systems are referred to collectively herein
as distance measuring systems ("DMSs").
Where satellite-based signals are used, an SPS antenna and
receiver/processor carried on a vehicle receives different coded
signals from each of two or more SPS satellites, placed in
non-geosynchronous orbits around the Earth. The SPS continuously or
intermittently determines the present location of the SPS antenna,
based upon the relative and absolute times each coded signal is
received and any frequency shifts that occur for each such
signal.
Where ground-based signals are used, a vehicle-mounted antenna and
receiver/processor receive two or more timed DMS signals from
fixed, ground-based transmitters and determines, from the timing
differences or other signal characteristics, the vehicle location
relative to the known positions of the transmitters.
A Long Range Navigation (LORAN) antenna and transceiver/processor
receives time pulses from a master station and pulses from two or
more spaced apart secondary stations that are synchronized to the
master station pulses. The time difference between receipt of the
distinguishable master station pulse sequence and each of the
secondary station pulse sequences is used to determine the position
of the LORAN antenna by triangulation. Shoran and Decca are similar
to LORAN.
A TACAN antenna and receiver/processor system is ground-based and
combines features of a distance measuring system with
direction-finding features, using a single transmitting station. A
TACAN system uses a rotating non-uniform antenna pattern,
superimposed on a fixed non-uniform antenna pattern, to provide
accurate bearing information.
The DMS-determined present location of the vehicle is only
broadcast in response to (imminent or extant) occurrence of an
abnormal vehicle event or condition, as determined by one or more
vehicle operating sensors attached to the vehicle. Optionally, the
system can also broadcast previously-sensed and temporarily-stored
information on vehicle operating parameters present just before or
at the time the abnormality occurred.
The invention communicates the present location of the vehicle
automatically or, optionally, only after affirmative action is
taken by an occupant of the vehicle. The vehicle may be located
anywhere on the Earth's surface. Communication may be by broadcast
on one or more vehicle emergency frequencies, such as CB Channel 9,
marine channel 16 or the corresponding aviation channels, or the
invention may include a cellular telephone that communicates the
vehicle event or condition information to an emergency reporting
facility, such as the 911 telephone number of a local telephone
company. Optionally, the invention can communicate other
information as well, such as the nature and/or severity of the
abnormal event or condition and the time this event or condition
occurred.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic view of an embodiment of the invention in use
where a vehicle abnormal event or condition has occurred, where a
satellite-based radionavigation system is used.
FIG. 2 is a flow diagram illustrating the signal processing logic
for one embodiment of the invention carried on a vehicle.
FIG. 3 is a schematic view of an embodiment of the invention in
use, where a ground-based radionavigation system is used to report
occurrence of a marine vessel abnormal event or condition.
DESCRIPTION OF THE PREFERRED EMBODIMENT
FIG. 1, which is not drawn to scale, illustrates the invention in
use, where a monitored vehicle 13 or vehicle operator or occupant
15 encounters an abnormal event or condition (abnormal
"situation"), using a satellite-based radionavigation system. The
abnormal situation may be collision or crash of the vehicle 13,
"rolling" or side-over-side rotation or tumbling of the vehicle,
sudden immersion of the vehicle in water or another liquid,
unexpected inoperability of the vehicle, unexpected inability of
the vehicle operator to continue to operate the vehicle (e.g.,
because of a sudden change in the present health condition of the
operator or another vehicle occupant), or any other abnormal
situation that can be distinguished by one or more sensors carried
on the vehicle or on a vehicle occupant. The vehicle 13 carries a
DMS antenna 20 and an activatable DMS (here, SPS) signal
receiver/processor 21 that receives DMS-type signals 23A, 23B and
23C from two or more DMS signal broadcasters 25A, 25B and 25C
(here, satellites). These DMS signals are processed by the
receiver-processor 21 to determine the present location of the DMS
antenna 20 and, therefore, of the vehicle 13 on which the antenna
is carried. This present location information is transmitted, at an
appropriate time, by a signal transmitter 22 connected to the
receiver/processor 21. Present vehicle information can be presented
in longitude and latitude coordinates, and optionally includes an
elevation coordinate indicating the height of the vehicle above or
below a reference horizontal plane. The vehicle 13 may be a land
vehicle, a marine vessel or vehicle or an airborne vessel or
vehicle, although only a land vehicle is shown in FIG. 1.
The transmitter 22 is activated by receipt of an abnormal situation
signal from an abnormal event sensor 31 that is carried on the
vehicle, or on an occupant of the vehicle, such as the vehicle
operator, and that is electronically connected to the
receiver/processor 21. The abnormal event sensor 31 might be
connected to an on-board, collision-activated air bag or other
device that is activated when a specified abnormal event or class
of events occurs. When the abnormal event sensor 31 senses
occurrence of one or more of a selected group of abnormal
situations involving the vehicle 13 or vehicle operator/occupant
15, this sensor issues a transmitter activation signal, and the
transmitter 22 is activated and begins transmitting a vehicle
"distress" signal 27. The distress signal 27 communicates the fact
that an abnormal situation has occurred and the location of the
vehicle at the time the abnormal situation first occurred.
Optionally, the transmitter 22 can also communicate the time the
abnormal situation first occurred and/or information concerning (1)
the type or cause of the situation, (2) the severity of the
situation, (3) the condition of the vehicle operator/occupant (if
related to inability of the operator/occupant to continue), (4) the
orientation of the vehicle relative to a reference orientation.,
and/or (5) the present location of the vehicle. Vehicle location
and other relevant information at the time the abnormal situation
occurred may be transmitted once or periodically. Alternatively,
present vehicle location and other relevant information may be
transmitted as vehicle location changes, after occurrence of the
abnormal situation. This alternative would be appropriate where the
location of the vehicle may continue to change after the abnormal
situation occurs, for example, where a marine vessel drifts with
the current.
Optionally, the vehicle 13 can also carry one or more vehicle
operating parameter sensors 33, and one or more registers or
memories 35 for temporary storage, connected to the sensors 33, for
continuously sensing and storing parameter values such as vehicle
speed, vehicle heading, engine temperature, etc. Information sensed
by the sensors 33 could be stored in first in-first out registers
35 that store parameter values sensed during the a preceding time
interval of length .DELTA.t.sub.S, such as the preceding five
seconds. When an abnormal situation occurs, the sensors 33 are
immediately disabled so that the vehicle operating parameter values
sensed and stored in the time interval of length .DELTA.t.sub.S
immediately preceding occurrence of the abnormality are available
for subsequent read-out. The information now stored in a register
35 can be read out "at the scene", analogous to read-out of "black
box" information after crash of an aircraft. Alternatively, some or
all of the information held by the registers 35 can be
automatically or discretionarily transmitted by the transmitter 22
when an abnormal situation occurs. A sensor 33 can be one or more
accelerometers oriented in one or more directions relative to a
vehicle axis. Alternatively, a sensor 33 can be a local magnetic
field sensor that senses the direction of a vehicle axis relative
to a local coordinate system defied by the local magnetic
field.
Communication of vehicle location and other relevant information
may be through broadcasting by the transmitter 22 of such
information on one or more designated Emergency Radiowave Bands
that are allocated for such use. For land vehicles, these Emergency
Radiowave Bands include the Citizens Band frequencies
f.apprxeq.27.065 MHz. For marine vessels or vehicles, these
Emergency Radiowave Bands include the frequencies f.apprxeq.156.8
MHz. For airborne vessels or vehicles, these Emergency Radiowave
Bands include the frequencies f.apprxeq.121.5 and 243.0 MHz. This
vehicle location and other transmitted information is intended to
be received and acted upon by an abnormal event reporting facility
(AERF) 29. Alternatively, the vehicle may also carry a cellular
telephone 37, associated with and connected to the transmitter 22,
that contacts a local AERF 29, such as the well known emergency
telephone number 911 of a local telephone company, and reports the
abnormal situation and location of the vehicle.
For purposes of definiteness, FIG. 1 illustrates the abnormal
situation as collision of a land vehicle 13 with a tree or other
structure 30, including another vehicle. If the vehicle 13 carries
at least one collision-activated air bag, the abnormality sensor 31
may activate the transmitter 22 whenever the air bag release
mechanism is activated. However, the invention is not limited to
this situation or to this sensor activation means. One or more
abnormality sensors 31 may be carried on the vehicle 13 or on a
vehicle operator or occupant 15 to detect occurrence of any
abnormal situation, including but not limited to the following
situations: activation of a vehicle safety device, such as an air
bag or other vehicle operator/occupant restraint mechanism;
collision of the vehicle with another object (vehicle, tree,
structure, person, a submerged structure, a portion of the
shoreline, the Earth, etc.); unexpected immersion of part or all of
the vehicle in water or other liquid, such as an ocean, river, lake
or water-filled ditch or canal; unexpected inoperability of the
vehicle; and unexpected inability of a vehicle occupant or operator
to continue, because of a sudden change in that person's present
health condition (heart attach, stroke, heat exhaustion,
convulsion, etc.). Although FIG. 1 illustrates a situation in which
the monitored vehicle 13 is a land vehicle, such as an auto, a bus
or a truck, the invention also applies to monitoring of marine
vessels and vehicles and of airborne vehicles, such as aircraft,
hot air balloons and dirigibles.
The system may cause the transmitter 22 to communicate the chosen
information once or to communicate the chosen information two or
more times, in an intermittent manner. The system may also cause
the transmitter to communicate the chosen information to more than
one recipient, for example by sequentially or simultaneously
broadcasting this information on each of a sequence of selected
frequencies in one or several of the Emergency Radiowave Bands. For
example, the chosen information could be broadcast on each of the
discrete frequencies, including the channel 9 and 16 emergency
frequencies allocated for Citizens Band and marine radio
communications.
FIG. 2 is a diagram illustrating logical steps that the system,
including the receiver/processor 21, transmitter 22, abnormality
sensor 31 and vehicle operating parameter sensor 33 in FIG. 1,
might follow when the vehicle 13 is operating. In step 41, the
system optionally determines if the vehicle 13 is being operated or
was being operated in the immediate past. If not, the system
optionally enters a "sleeper" mode until the question in step 41 is
answered affirmatively. In step 43, the receiver/processor 21 and
transmitter 22 are activated and begin receiving and processing DMS
signals. In step 45, the system determines if any abnormality
sensor 31 is sending an abnormal situation signal to the
transmitter 22. If this sensor signal is not being sent, the
receiver/processor 21 continues to receive and process the DMS
signals and determines the present location of the vehicle 13
and/or time of observation but does nothing more. If an abnormality
signal is being sent by the sensor 31, the system activates the
transmitter 22 and begins communicating the fact that a vehicle
abnormal situation has occurred, in step 57. Optionally, before the
transmitter 22 begins its transmission, the system can also
determine: (1) the time at which the abnormal situation first
occurred, in step 47; (2) the type and/or cause of the abnormal
situation that has occurred, in step 49; (3) the level of severity
of, or other indicia of concern for, the abnormal situation, in
step 51; (4) vehicle operating parameter information collected in a
time interval preceding occurrence of an abnormality, in step 53;
and/or (5) information manually entered by a vehicle occupant, in
step 55. The information determined in steps 49 and/or 51 can be
estimated or determined automatically by sensors carried on the
vehicle or vehicle occupant, or, alternatively, can be entered by a
vehicle occupant. If one or more of these optional information
items is available, this optional information may be added to the
DMS-based vehicle location information being communicated by the
transmitter 22 to one or more AERFs 29 or other nearby recipients,
in step 57. The system may also move directly from step 45 to step
57.
FIG. 3 illustrates use of an embodiment of the invention by a
marine vessel or vehicle 73, using a ground-based radionavigation
system (DMS) that receives two or more signals 75A, 75B and 75C
from fixed, ground-based navigation signal transmitters 77A, 77B
and 77C. The navigation signals 75A, 75B and 75C are received by an
antenna 80 mounted on the marine vessel 73 and are processed by a
DMS receiver/processor 81 connected to a transmitter 83. An
abnormal event sensor 85 is mounted on the marine vessel 73 or on
an occupant 87 of the vessel. When occurrence of an abnormal event,
such as collision with a submerged structure 89 is sensed by the
sensor 85, the transmitter 83 is activated and begins to transmit a
"distress" signal 91 including the present location of the vessel
73 (at the time the abnormal event occurred) and any other relevant
information. This distress signal 91 is received and acted upon by
an AERF 93 or any other nearby facility or receiver, in a manner
analogous to the situation illustrated in FIG. 1.
A Satellite Positioning System (SPS) is a system of satellite
signal transmitters, with receivers located on the Earth's surface
or adjacent to the Earth's surface, that transmits information from
which an observer's present location and/or the time of observation
can be determined. Two presently operating systems, each of which
qualifies as an SPS, are the Global Positioning System and the
Global Orbiting Navigational System.
The Global Positioning System (GPS), which provides the satellite
signals for position determination, is part of a satellite-based
navigation system developed by the United States Defense Department
under its Navstar program. A fully operational GPS includes up to
24 satellites approximately uniformly dispersed around six circular
orbits with four satellites each, the orbits being inclined at an
angle of 55.degree. relative to the equator and being separated
from each other by multiples of 60.degree. longitude. The orbits
have radii of 26,560 kilometers and are approximately circular. The
orbits are non-geosynchronous, with 0.5 sidereal day (11.967 hours)
orbital time intervals, so that the satellites move with time
relative to the Earth below. Theoretically, three or more GPS
satellites will be visible from most points on the Earth's surface,
and visual access to three or more such satellites can be sued to
determine an observer's position anywhere on the Earth's surface,
24 hours per day. Each satellite carries a cesium or rubidium
atomic clock to provide timing information for the signals
transmitted by the satellites. Internal clock correction is
provided for each satellite clock.
Each GPS satellite transmits two L-band carrier signals: and L1
signal having a frequency f1=1575.42 MHz and an L2 signal having a
frequency f2=1227.6 MHz. These two frequencies are integral
multiples f1=1500 f0 and f2=1200 f0 of a base frequency f0=1.023
MHz. The L1 and L2 signals from each satellite are binary phase
shift key (BPSK) modulated by predetermined pseudo random noise
(PRN) codes that are different for each of the GPS satellites
deployed. One motivation for use of two carrier signals L1 and L2
is to allow partial compensation for propagation delay of such a
signal through the ionosphere, which delay varies approximately as
the inverse square of signal frequency f (delay .varies. f.sup.-2).
This phenomenon is discussed by MacDoran in U.S. Pat. No.
4,463,357, which discussion is incorporated by reference herein.
When transit time delay through the ionosphere is determined, a
phase delay associated with a given carrier signal can be
determined.
Use of the PRN codes allows use of a plurality of GPS satellite
signals for determining an observer's position and for providing
navigation information. A signal transmitted by a particular GPS
signal is selected by generating and matching, or correlating, the
PRN code for that particular satellite. All PRN codes are known and
are stored in GPS satellite signal receivers carried by ground
observers. A first PRN code for each GPS satellite, sometimes
referred to as a precision code or P-code, is a relatively long,
fine-grained code having an associated clock rate of 10 f0=10.23
MHz. A second PRN code for each GPS satellite, sometimes referred
to as a clear/acquisition code or C/A code, is intended to
facilitate rapid satellite signal acquisition and is a relatively
short, coarser-grained code having a clock rate of f0=1.023 MHz.
The C/A code for any GPS satellite has a length of 1023 chips or
time increments before this code repeats. The P-code for any GPS
satellite has a length of precisely one week (7.000 days) before
this code repeats. The GPS satellite bit stream includes
information on the ephemeris of each GPS satellite, parameters
identifying the particular GPS satellite, and corrections for
ionospheric signal propagation delays. A useful discussion of the
GPS and techniques for obtaining position information from the
satellite signals is found in Guide To GPS Positioning, edited by
David Wells, Canadian GPS Associates, 1986.
A second configuration for global positioning is the GLONASS
system, placed in orbit by the former Soviet Union. GLONASS also
uses 24 satellites, distributed approximately uniformly in three
orbital planes of eight satellites each. Each orbital plane has a
nominal inclination of 64.8.degree. relative to the equator, and
the three orbital planes are separated from each other by multiples
of 120.degree. longitude. The GLONASS circular orbits have smaller
radii, about 25,510 kilometers, and a satellite period of
revolution of 8/17 of a sideral day (11.26 hours). A GLONASS
satellite and a GPS satellite will thus complete 17 and 16
revolutions, respectively, around the Earth every 8 days. The
GLONASS system uses two carrier signals L1 and L2 with frequencies
of f1=(1.602+9 k/16) MHz and f2=(1.246+7 k/16) MHz, where k (=0, 1,
2, . . . , 23) is the channel or satellite number. Because the
channel frequencies are distinguishable from each other, the
P-code, and also the C/A code, is the same for each satellite,
Reference to a Global Positioning System or GPS herein includes
reference to a GPS satellite configuration and to a GLONASS
satellite configuration.
A LORAN system uses a fixed master station, which broadcast a
sequence of pulses, each about 45 .mu.sec in length, at a rate of
20-34 per second and at a frequency of 1.85, 1.90 or 1.95 MHz
(LORAN-A) or around 0.1 MHz (LORAN-C). Two or more fixed secondary
stations, spaced apart a distance of 300 miles or more from the
master station and from each other, receive the pulses and
broadcast a sequence of synchronized response pulses of the same
frequency. A LORAN antenna and receiver/processor receives a master
station pulse and a secondary station and, from the time difference
for receipt, determines a hyperbola in two dimensions of possible
locations of the antenna. The intersection of hyperbolas determined
for each such secondary station indicates the present location of
the antenna. The LORAN-C system is discussed in detail in the U.S.
Coast Guard book LORAN-C Handbook, published May 1980 by the U.S
Government Printing Office.
A related British system, Decca, uses the LORAN geometry but uses a
continuous wave signal, uses differential phase detection in place
of time delay differences, and uses different broadcast frequencies
for the master and secondary stations. A Shoran system, useful for
marine and related navigation, uses transmitter frequencies of
around 300 MHz and provides locations with an accuracy of about 75
feet.
A TACAN antenna and receiver/processor system is ground-based and
combines features of a DMS with direction-finding features, using a
single transmitting station. A TACAN system uses a rotating
cardioid antenna pattern, superimposed on a fixed non-uniform
antenna pattern that contains nine equally spaced lobes, to provide
accurate bearing information. TACAN was originally developed and
used for an aircraft carrier and uses two distinguishable
frequencies.
Any other suitable satellite-based or ground-based DMS may also be
used to implement this invention. The accuracy of vehicle location
reported will vary with the particular DMS used.
* * * * *