WO2017142520A1 - Identification et communication d'accident dans des véhicules - Google Patents

Identification et communication d'accident dans des véhicules Download PDF

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Publication number
WO2017142520A1
WO2017142520A1 PCT/US2016/018201 US2016018201W WO2017142520A1 WO 2017142520 A1 WO2017142520 A1 WO 2017142520A1 US 2016018201 W US2016018201 W US 2016018201W WO 2017142520 A1 WO2017142520 A1 WO 2017142520A1
Authority
WO
WIPO (PCT)
Prior art keywords
drone
buoy
vehicle
signal strength
processor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2016/018201
Other languages
English (en)
Inventor
Cynthia M. Neubecker
Jayanthi Rao
Jakob Nikolaus Hoellerbauer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to PCT/US2016/018201 priority Critical patent/WO2017142520A1/fr
Publication of WO2017142520A1 publication Critical patent/WO2017142520A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D25/00—Emergency apparatus or devices, not otherwise provided for
    • B64D25/08—Ejecting or escaping means
    • B64D25/20—Releasing of crash-position indicators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U70/00—Launching, take-off or landing arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U80/00—Transport or storage specially adapted for UAVs
    • B64U80/80—Transport or storage specially adapted for UAVs by vehicles
    • B64U80/86—Land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D2045/0065—Black boxes, devices automatically broadcasting distress signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/20—UAVs specially adapted for particular uses or applications for use as communications relays, e.g. high-altitude platforms

Definitions

  • This disclosure relates to accident identification and communication systems in vehicles.
  • Circumstances surrounding an accident may prevent emergency services and rescue crews from locating the vehicle.
  • a vehicle may careen into a lake or body of water, preventing identification and location of the vehicle.
  • the communication systems of the vehicle may lose functionality, further impeding recovery and rescue.
  • a method for drone control may include commanding a drone launched from a vehicle to execute a predefined schedule of flight commands.
  • the commands may be issued by a processor.
  • the commands may be issued in response to receipt of a communication signal from an emergency responder.
  • the drone may occupy a series of locations within a predefined radius from a buoy also launched from the vehicle to identify a drone position relative to the buoy.
  • the drone position may be associated with a maximum signal strength of the communication signal.
  • the drone may be commanded to execute the predefined schedule to identify another drone position relative to the buoy associated with the maximum signal strength of the communication signal.
  • the commands may be issued in response to the signal strength falling below a threshold.
  • the commands may continue as long as a state of charge associated with the drone exceeds a threshold value.
  • the drone may be commanded to occupy locations outside the predefined radius to identify a drone position relative to the buoy associated with a signal strength of the communication signal greater than the threshold.
  • the commands may be issued in response to the maximum signal strength being less than the threshold.
  • Receiver gain may be reduced in response to the maximum signal strength exceeding the threshold.
  • Figure 1 is a side view of an accident identification and communication device
  • Figure 2 is a side view of a vehicle submerged in water with a deployed accident identification and communication device
  • Figure 3 is a communication path diagram between a buoy, drone, and transceiver tower.
  • Figure 4 is a flow diagram depicting an algorithm for accident identification and communication.
  • Circumstances surrounding an accident may prevent emergency services and rescue from locating a vehicle.
  • the vehicle may careen into a lake or body of water, preventing identification and location of the vehicle.
  • the communication systems of the vehicle may lose functionality, further impeding recovery and rescue and transmission of passenger status information.
  • a drone and buoy may be ejected from the vehicle to work in tandem and send indication of the vehicle location and requests for assistance.
  • a drone or unmanned aerial vehicle may be ejected from a vehicle in response to indication of a predetermined event or set of events that may cause a loss in communication with emergency services.
  • events or accident conditions for example, could include indication of submersion in water, frontal impact, resulting in a loss of communication, or passenger input.
  • An ejected drone may be of any type (e.g., fixed-wing or rotary-wing).
  • a fixed-wing drone may patrol or circle above the ejected buoy.
  • a rotary-wing drone may hover in particular locations near the ejected buoy.
  • the drone may be configured with proximity sensors and indicators (e.g., ultrasonic, photoelectric, capacitive, or inductive).
  • the drone may be configured to avoid collisions with objects in the surrounding area (e.g., trees, cliffs, etc.) based on the proximity indications. For example, a drone may be ejected from the vehicle under a cluster of trees.
  • the drone may be programmed to immediately gain altitude after ejection, the drone may limit altitude gain in an effort to avoid collisions with tree branches or other objects.
  • a drone may be programmed to operate at full thrust for a period, e.g., 5 seconds, to ensure the drone is not hit by another vehicle or debris.
  • the drone may be weighted such that the drone, regardless of ejection trajectory, is always right-side up.
  • a drone may be waterproof. Waterproofing would allow the drone to be launched after vehicle submersion. A drone may be less dense than water to ensure the drone floats to the surface. An optical sensor may be used to determine a surface floating stage. Once the drone has reached the surface, it may take flight.
  • a buoy may be ejected from the vehicle regardless of whether submersion in water is anticipated.
  • the buoy may be rigid or flexible.
  • the buoy may be similar to a lobster pot buoy.
  • the buoy may be attached to the vehicle by using a cable.
  • the cable may be attached to the vehicle and buoy using a screw eye or other fastener. Attachment of the buoy to the vehicle may cause the buoy to remain submerged if body of water is deeper than the cable is long. Submersion of the buoy may attenuate the communication signals emanating from the buoy.
  • the buoy or screw eye may be configured to release the cable to ensure the buoy floats above the surface.
  • a magnetic or mechanical latching system may be used to release the buoy from the vehicle if the buoy remains submerged.
  • the release would be configured similar to the buoyant forces of the buoy such that the cable release would initiate when the buoy was unable to float to the surface.
  • the cable may be fitted to communicate any available information from the vehicle to the buoy. The buoy could then relay this information, which is then relayed to emergency services.
  • the buoy may be filled with a fluid and be less dense than water.
  • the buoy may also be filled with a fluid less dense than air.
  • the fill fluid may be selected based on the anticipated environment of the vehicle. Vehicles in largely aquatic environments may only require water buoyancy (e.g., air filled). Predominantly terrestrial vehicles may warrant a fill fluid having a density less than air (e.g., helium filled).
  • the buoy and drone communicate to exchange available information related to the accident.
  • the GPS location of the vehicle or buoy may be sent to the drone.
  • Passenger information collected by the vehicle may be sent to the buoy or drone as well.
  • the drone may attempt to maintain a desired distance from the buoy. A distance of 10 feet may allow minimal transceiver power.
  • Both the drone and buoy may be fitted with a battery and transceiver system.
  • the transceiver may include a processor to process location information and maintain an acceptable distance between the drone and buoy. The distance may be maintained using a Received Signal Strength (RSSI). If the RSSI is too small, the drone may adjust its position until the RSSI is within an acceptable level.
  • RSSI Received Signal Strength
  • the drone or buoy may receive a communication signal from an emergency responder.
  • the signal may be sent from a satellite or communications tower.
  • the drone may follow a predefined schedule of flight commands.
  • the predefined schedule may include moving the drone to different positions about the buoy and holding the radius or radial distance constant to ensure communication with the buoy is maintained. Triangulation of the signal may be performed to identify the relative direction of the incoming signal.
  • the predefined schedule may include numerous branches of logic for different situations. For instance, a particular predefined schedule may be used when the vehicle is located in an aquatic area, and a different predefined schedule may be used in a terrestrial area. The predefined schedule may be altered due to a second or third iteration of the predefined schedule being run.
  • a different branch of the predefined schedule may be used to determine the location of the communication tower.
  • One example of a predefined schedule may be to determine a rate of change associated with the RSSI of the communication tower. The drone may move along the radius, following an increasing RSSI. When the RSSI begins to decrease, the drone will have reached the spot with the highest RSSI.
  • the drone and buoy may use any available wireless protocol or ad-hoc communication protocols (e.g., Bluetooth low Energy (BLE), Dedicated Short Range Communications (DSRC), Long Range Wide Area Network (LoRa), and 802.11).
  • the location of the communication tower may be computed by first finding the distance between the drone and communication tower at different drone locations about the radius. Other distance methods may be used. For example, Received Signal Strength (RSSI), Time of Flight (ToF), Time Of Arrival (TOA) / Time Difference of Arrival (TDoA), Range-Free Localization (Proximity), and Angle of Arrival (AOA) may be used to determine the distance between the drone and the communication tower.
  • RSSI Received Signal Strength
  • TOA Time Of Arrival
  • TOA Time Difference of Arrival
  • TDoA Time Difference of Arrival
  • Proximity Range-Free Localization
  • AOA Angle of Arrival
  • an algorithm may be applied to determine the location of the communication tower. For example, tri angulation, Reverse Nearest Neighbor (
  • the drone after calculating the location of the tower, may calculate the location on the radius closest to the tower using known methods. The drone will then maintain its position about the buoy and establish communication with the tower. The drone can provide information related to the vehicles location and passenger status. If the RSSI from the tower is above or below a required receiver threshold (e.g., 0.10 mW or -10 dBm) the receiver gain may be adjusted. If the receiver gain is at maximum and the RSSI is below a minimum threshold, the drone may execute a predefined schedule to establish a location having the maximum signal strength. If a location is found that will improve the RSSI, the drone will move to that location. If a location cannot be found within the current radius, the radius may be expanded and another predefined schedule may be executed.
  • a required receiver threshold e.g. 0.10 mW or -10 dBm
  • the drone may be fitted with battery saving or reserving strategies, i.e., a battery saving mode, to extend its communication capabilities.
  • the drone may have a flight and rest schedule where the drone will reach a communication altitude to enhance the communication range every ten minutes for one minute.
  • the drone may include instructions to land itself safely on the body of water, if buoyant, or land itself on land to rest.
  • the drone may include instructions to down power processing and communications equipment to extend battery longevity as well. For example, the drone may limit the frequency of transmissions or slow the speed of the processor to extend battery life.
  • the decision to extend battery life may be based, in part, on the state of charge of the battery and a known location of the drone. If the drone knows its location is desolate, it may place greater emphasis on battery extension.
  • the battery saving state may be executed in tiers based on the state of charge. If the state of charge is below 25% then the drone may reach elevation and attempt communication for one minute every ten minutes. If the state of charge is below 10% then the drone may reach elevation or an elevated position and attempt communication for 1 minute every 30 minutes.
  • the drone may be configured to recognize the location of the buoy using AoA and
  • the drone may be configured with a lighting system to illuminate the buoy and vehicle or crash site with a beam of light.
  • the drone may also be configured with a camera. The camera may take images of the crash site, vehicle, and buoy to provide first responders with crash information prior to their arrival.
  • a vehicle 100 is shown.
  • the vehicle includes a hatch 108 to a holding compartment (not shown).
  • the holding compartment and hatch could be located anywhere on the vehicle.
  • the hatch 108 and compartment may fit within the trunk hatch (not shown).
  • the hatch 108 allows a drone 102 and buoy 104 to eject from the vehicle. Propulsion for the ejection may be compressed air or a released gas from a chemical reaction (e.g., NaN 3 ).
  • the buoy 104 is attached to the vehicle by a cable or cord 106.
  • the buoy has a buoy transceiver 110 to communicate with the drone transceiver 112.
  • a vehicle 100 is shown.
  • the vehicle is submerged under a body of water.
  • the drone 102 and buoy 104 are ejected from the vehicle.
  • the buoy 104 is attached to the vehicle by a cable or cord 106.
  • the buoy has a buoy transceiver 110 to communicate with the drone transceiver 112.
  • the buoy 104 floats on the body of water to improve communications with the drone 102.
  • the drone 102 may include a second transceiver for communicating with the satellite 114 or communications tower 116.
  • the satellite 114 is in communication with satellite dish 118.
  • Both the communications tower and satellite are configured to send and receive communications from the drone regarding the location of the vehicle and condition of the passengers to emergency services 122.
  • the drone may also be configured to communicate directly with emergency services as they approach the buoy.
  • a communication network is shown between a drone 102, buoy 104, and a communications tower 116.
  • the drone 102 is within a radius 124 of the buoy 104.
  • the drone 102 may move about a predefined schedule on the radius 124 based on an RSSI from the buoy 104.
  • the drone 102 may relocate to points 126, 128, and 130 on radius 125 to establish the location of the communication tower 116 and the source of the signal from an emergency responder.
  • the drone 102 will then determine the location on the radius 124 with the highest RSSI, at point 132 within the radius to receive the signal.
  • the drone 102 may determine an RSSI from the communication tower 1 16 at three locations 126, 128, 130.
  • the drone 102 may then determine a coordinate location for the communication tower 116.
  • the drone 102 could then move directly toward the communication tower 116 and point 132 until the drone 102 was at the radius 124 and point 132.
  • step 202 the algorithm starts.
  • step 202 the algorithm starts.
  • the vehicle, drone, or buoy receive indication of an emergency.
  • the indication of an emergency may be related to a few individual indicators or a combination of indicators. For instance, indication that the vehicle is being submerged coupled with an indication of rapid deceleration may indicate that the vehicle has entered a body of water.
  • the vehicle may launch a drone.
  • the vehicle may launch a buoy. Step 206 and 208, or any of the other steps, may be performed in unison or reverse order.
  • the drone determines the distance from the buoy.
  • the drone or buoy establishes a connection or receives a signal from the emergency responder.
  • the drone may execute a predefined schedule to establish locations having a maximum RSSI from the emergency responder.
  • the drone moves to the location or point with the highest predicted RSSI.
  • the drone maintains the position.
  • the receiver gain is adjusted to meet signal strength requirements without moving the drone.
  • the drone determines whether the RSSI is below a threshold value. If the signal strength is not below the threshold, the drone maintains position in step 218.
  • the drone may attempt to identify a new location within the radius by executing a predefined schedule to establish locations having a maximum signal strength. In step 226, if a better location is found the drone will move to the location as specified in step 216.
  • step 226 If in step 226 a new location is not found, the radius will be expanded as shown in step 228. After expansion of the radius, in step 228, the drone executes a predefined schedule to establish locations having a maximum signal strength in step 214. It should be noted that either the drone, buoy, or vehicle may process the information gained by the drone or buoy and then send the data back to the drone to offload processor and energy requirements.
  • the processes, methods, or algorithms disclosed herein may be deliverable to or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit.
  • the processes, methods, or algorithms may be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media.
  • the processes, methods, or algorithms may also be implemented in a software executable object.
  • the processes, methods, or algorithms may be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field- Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
  • suitable hardware components such as Application Specific Integrated Circuits (ASICs), Field- Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Remote Sensing (AREA)
  • Transportation (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

La présente invention concerne un procédé de commande de drone qui consiste à commander un drone lancé depuis un véhicule pour exécuter un programme prédéfini de commandes de vol de telle sorte que le drone occupe une série de positions dans un rayon prédéfini par rapport à une bouée, qui est également lancée depuis le véhicule, pour identifier une position de drone par rapport à la bouée associée à une intensité de signal maximale du signal de communication. L'exécution du programme prédéfini peut être réalisée à la suite de la réception d'un signal de communication en provenance d'un répondeur d'urgence.
PCT/US2016/018201 2016-02-17 2016-02-17 Identification et communication d'accident dans des véhicules Ceased WO2017142520A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2016/018201 WO2017142520A1 (fr) 2016-02-17 2016-02-17 Identification et communication d'accident dans des véhicules

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2016/018201 WO2017142520A1 (fr) 2016-02-17 2016-02-17 Identification et communication d'accident dans des véhicules

Publications (1)

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WO2017142520A1 true WO2017142520A1 (fr) 2017-08-24

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190168869A1 (en) * 2017-12-01 2019-06-06 Jean Edrice Georges On-board emergency response system for a vehicle
WO2020020695A1 (fr) 2018-07-27 2020-01-30 Atlas Elektronik Gmbh Système et procédé de transmission de données sans fil
US20210229830A1 (en) * 2017-12-01 2021-07-29 Jean Edrice Georges On-board emergency remote assistance and data retrievable system for an aerial vehicle

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US20100107627A1 (en) * 2008-11-06 2010-05-06 Eric Andres MORGAN Buoyancy energy storage and energy generation system
US8439301B1 (en) * 2011-07-18 2013-05-14 Systems Engineering Associates Corporation Systems and methods for deployment and operation of unmanned aerial vehicles
US20140142787A1 (en) * 2012-11-16 2014-05-22 The Boeing Company Determination of Flight Path for Unmanned Aircraft in Event of In-Flight Contingency
US20140263851A1 (en) * 2013-03-14 2014-09-18 Liquid Robotics, Inc. Water Vehicles
US20150077558A1 (en) * 2013-09-17 2015-03-19 Lockheed Martin Corporation Image-Aided Illumination Assembly and Method
WO2015196081A1 (fr) * 2014-06-19 2015-12-23 Scott Technologies, Inc. Véhicule aérien sans pilote pour faire connaître une situation à de premiers intervenants et enquête d'alarme

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Publication number Priority date Publication date Assignee Title
US20090185642A1 (en) * 2002-11-18 2009-07-23 Nxp B.V. Automatic gain control using signal and interference power to obtain extended blocking performance
US20100107627A1 (en) * 2008-11-06 2010-05-06 Eric Andres MORGAN Buoyancy energy storage and energy generation system
US8439301B1 (en) * 2011-07-18 2013-05-14 Systems Engineering Associates Corporation Systems and methods for deployment and operation of unmanned aerial vehicles
US20140142787A1 (en) * 2012-11-16 2014-05-22 The Boeing Company Determination of Flight Path for Unmanned Aircraft in Event of In-Flight Contingency
US20140263851A1 (en) * 2013-03-14 2014-09-18 Liquid Robotics, Inc. Water Vehicles
US20150077558A1 (en) * 2013-09-17 2015-03-19 Lockheed Martin Corporation Image-Aided Illumination Assembly and Method
WO2015196081A1 (fr) * 2014-06-19 2015-12-23 Scott Technologies, Inc. Véhicule aérien sans pilote pour faire connaître une situation à de premiers intervenants et enquête d'alarme

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190168869A1 (en) * 2017-12-01 2019-06-06 Jean Edrice Georges On-board emergency response system for a vehicle
US10988251B2 (en) * 2017-12-01 2021-04-27 Jean Edrice Georges On-board emergency response system for a vehicle
US20210229830A1 (en) * 2017-12-01 2021-07-29 Jean Edrice Georges On-board emergency remote assistance and data retrievable system for an aerial vehicle
US11970285B2 (en) * 2017-12-01 2024-04-30 Jean Edrice Georges On-board emergency remote assistance and data retrievable system for an aerial vehicle
WO2020020695A1 (fr) 2018-07-27 2020-01-30 Atlas Elektronik Gmbh Système et procédé de transmission de données sans fil

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