`
`11111111111111111111111111t1!3!1i1311B111111111111111111110111111
`
`(12) United States Patent
`van der Pol et al.
`
`(to) Patent No.:
`(45) Date of Patent:
`
`US 6,397,133 B1
`May 28, 2002
`
`(54) VEHICLE ROLLOVER SAFETY SYSTEM
`
`(75)
`
`Inventors: Paul van der Pol; Meredith Leathers,
`both of Louisville, KY (US)
`
`(73) Assignee: Palmer Safety Systems, LLC,
`Louisville, KY (US)
`
`* Notice:
`)
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`
`(21) Appl. No.: 09/551,090
`
`(22) Filed:
`
`Apr. 18, 2000
`
`(60)
`
`(51)
`
`(52)
`
`(58)
`
`(56)
`
`Related U.S. Application Data
`Provisional application No. 60/129,984, filed on Apr. 19,
`1999.
`
`Int. C1.7
`
` B6OG 23/00; GO6F 17/00;
`B6OK 28/12; B60Q 1/00
` 701/37; 701/36; 701/38;
`U.S. Cl.
`701/39; 180/282; 340/440; 340/438; 342/357.07
`Field of Search
` 701/36, 37, 29,
`701/38, 39, 43; 340/440, 438, 439, 459;
`342/457, 357.07, 357.12; 180/282
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
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`
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`
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`
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`
` 46/120
` 46/139
`
` 46/120
`
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`4,040,206 A
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`Kimura
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`(List continued on next page.)
`FOREIGN PATENT DOCUMENTS
`
`35/29
`
`46/138
`
`446/299
`
`GB
` A63H/13/00
`
`7/1990
`2221401
`Primary Examiner—Jacques H. Louis-Jacques
`Assistant Examiner—Brian J Broadhead
`(74) Attorney, Agent, or Firm—Stites & Harbison, PLLC;
`David W. Nagle, Jr.; Vance A. Smith
`(57)
`ABSTRACT
`
`A sensing and notification system helps prevent vehicle
`rollover accidents, and/or, in the event of such an accident,
`notifies emergency rescue and/or medical personnel of the
`same. Vehicle sensors and an associated microprocessor and
`central controller cooperate to determine whether a potential
`or immediate rollover condition exists, and then appropri-
`ately communicate the existence of such condition to the
`vehicle operator or other vehicle occupants through local
`alarms and/or a remote call center through radio transmis-
`sion of emergency signals. Should a potential rollover
`condition exists, the system provides local notification to the
`vehicle operator or occupants through an audible alarm
`and/or a visible alarm, and further provides a recommended
`steering correction. Should an immediate rollover condition
`exists, the system activates the audible and/or visible alarms,
`while simultaneously transmitting an emergency signal via
`a radio communications transceiver to a call center so that
`necessary emergency assistance can be dispatched.
`
`17 Claims, 13 Drawing Sheets
`
`WEROPROCP
`
`id1161:010
`
`FORD EX. 1040, p. 1
`
`

`

`US 6,397,133 B1
`Page 2
`
`U.S. PATENT DOCUMENTS
`
`4/1987 Oberg
`4,658,508 A
`6/1987 Yeu
`4,676,764 A
`7/1987 Brawner, Jr.
`4,682,145 A
`10/1987 Raoux
`4,701,760 A
`12/1987 Baumann et al.
`4,715,468 A
`11/1988 Condne et al.
`4,784,237 A
`1/1989 Yeu
`4,801,285 A
`5/1989 Lee
`4,828,530 A
`6/1989 Oishi et al.
`4,836,819 A
`7/1989 Combs
`4,846,752 A
`8/1989 Foster
`4,853,675 A
`9/1989 Lee
`4,867,730 A
`9/1989 Ong
`4,869,703 A
`11/1989 Bittner
`4,878,878 A
`1/1990 DiLullo et al.
`4,897,642 A
`2/1990 Lee
`4,901,459 A
`7/1990 Kawabe
`4,944,708 A
`8/1990 Ludwig
`4,949,991 A
`8/1990 Sanner
`4,952,908 A
`1/1991 Fury et al.
`4,988,974 A
`6/1992 Barnard
`5,119,102 A
`9/1992 Kelleyet et al.
`5,147,238 A
`1/1993 Wetherell et al.
`5,176,560 A
`6/1993 Mansell et al.
`5,223,844 A
`7/1993 Terzian
`5,224,896 A
`5/1994 Sorden et al.
`5,311,197 A
`5,504,482 A * 4/1996 Scheder
`5,508,920 A
`4/1996 Gioutsos et al.
`
`Berard et al.
`5/1996
`5,515,043 A
`DiMattei
`5/1996
`5,517,199 A
`7/1996 Plazarin
`5,532,672 A
`11/1996 Timm et al.
`5,572,204 A
`3/1997 Chuang
`5,609,340 A
`3/1997 Gioutsos
`5,610,575 A
`7/1997 Schlager et al.
`5,650,770 A
`11/1997 Walter
`5,684,456 A
`3/1998 Moyer et al.
`5,726,663 A
`4/1998 Cohen
`5,735,726 A
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`5,754,136 A
`7/1998 Stephen et al.
`5,781,101 A
`10/1998 Sorden et al.
`RE35,920 E
`10/1998 Dunwoody et al.
`5,825,284 A
`11/1998 Kestenberg
`5,841,345 A
`12/1998 Kita
`5,852,401 A
`3/1999 Halasz et al.
`5,890,084 A
`6/1999 Chou
`5,911,617 A
`8/1999 Nojima
`5,933,080 A
`10/1999 Kimura
`5,969,598 A
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`6,001,510 A
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`6,002,974 A
`12/1999 Schiffmann et al.
`6,002,975 A
`6,023,220 A * 2/2000 Dobler et al.
`6,028,514 A
`2/2000 Lemelson et al.
`6,028,537 A
`2/2000 Suman et al.
`6,032,094 A
`2/2000 Uanagi et al.
`6,038,495 A * 3/2000 Schiffermann
`
`* cited by examiner
`
`446/298
`
`446/298
`446/354
`446/288
`446/279
`
`446/353
`446/353
`446/139
`
`40/414
`446/175
`
`446/330
`466/175
`
`446/355
`
`340/995
`
`273/448
`
`446/298
`
`446/353
`
`340/440
`
`701/1
`
`FORD EX. 1040, p. 2
`
`

`

`U.S. Patent
`
`May 28, 2002
`
`Sheet 1 of 13
`
`US 6,397,133 B1
`
`FORD EX. 1040, p. 3
`
`

`

`U.S. Patent
`
`May 28, 2002
`
`Sheet 2 of 13
`
`US 6,397,133 B1
`
`1
`
`.1-
`05p.„
`
`O u
`
`0
`
`c)
`
`FORD EX. 1040, p. 4
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO C 1331IS
`
`HI ££T`L,6£`9 Sa
`
`TO FIG.3-2
`
`I'
`
`ALARM
`AUDIBLE
`
`H
`
`30
`
`DISPLAY
`
`.-.1
`
` A
`
`MICROPROCESSOR
`
`CANCELLATION
`
`KEYPAD
`
`L....-.,
`21
`
`CANCEL SWITCH
`
`EMERGENCY ALARM
`
`35
`
`,..-------)
`.\ 100
`
`CALCULATOR
`
`ROLLOVER
`
`106
`
`LOCATION
`
`ANGLE
`S 1 EERING
`
`GPS RECEIVER
`
`SENSOR
`
`STEERING ANGLE
`
`ANGLES
`
`
`
`(-102
`
`G-FORCES
`
`TILT SENSOR
`DUAL-AXIS
`
`
`
`G-FORCE SENSOR
`
`DUAL-AXIS
`
`34
`
`22
`
`___.,
`
`36
`
`FIG.3-1
`
`104
`
`FORD EX. 1040, p. 5
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO 17 13311S
`
`HI ££T`L,6£`9 Sa
`
`L
`
`MODE
`
`5-101C
`
`01B
`
`RECORD
`SETUP
`VEHICLE
`
`READ MODE
`
`WRI1E MODE
`
`READ RECORD
`
`WR11E RECORD
`
`RECORD
`
`OPERATIOAS
`
`VEHICLE
`
`MEMORY
`
`i
`
`READ RECORD
`
`101 A
`
`WRITE RECORD
`
`101
`
`ALARM
`VISIBLE
`
`32
`
`100
`
`MICROPROCESSOR
`
`FROM FIG.3-1
`
`FIG.3-2
`
`24
`
`MESSAGE IN
`
`MESSAGE OUT
`
`TRANSCEIVER
`
`COMMUNICATIONS
`
`RADIO
`
`108
`
`TIMER
`
`FORD EX. 1040, p. 6
`
`

`

`U.S. Patent
`
`May 28, 2002
`
`Sheet 5 of 13
`
`US 6,397,133 B1
`
`FIG.5
`
`\
`
`40
`-)
`
`,
`
`61
`
`FIG. 6
`
`70-)
`
`131
`
`=
`
`40
`
`O
`
`71
`
`FORD EX. 1040, p. 7
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`£1 JO 9 13311S
`
`HI ££T`L,6£`9 Sa
`
`TO FIG.7-2
`
`101C
`
`101B
`
`MODE
`
`RECORD
`SETUP
`VEHICLE
`
`CHARACTERISTIC
`VEHICLE ROLLOVER
`CHARACTERISTICS
`VEHICLE ROLLOVER
`CHARACTERISTICS 7
`VEHICLE ROLLOVER
`
`RECORD
`
`OPERATIONS
`
`VEHICLE
`
`r
`
`INFORMATION
`OPERATIONS
`
`MEMORY
`
`101A
`
`101
`
`GPS RECEIVER
`
`22 ti
`
`VALUES
`
`AND ANGULAR PITCH
`
`EFFECTIVE ANGULAR ROLL
`
`122
`
`AND ALARM STATUS
`
`LOCATION, WHEEL ANGLE,
`
`G-FORCES,
`
`RECORD ANGLES,
`
`36
`
`SENSOR
`ANGLE
`
`STEERING
`
`TIME STAMP
`S I EERING ANGLE
`
`120
`
`LOCATION
`
`102
`
`ANGLES
`
`1\_
`
`
`
`TILT SENSOR
`DUAL-AXIS
`
`G-FORCES
`
`ACCELEROMETER
`
`DUAL-AXIS
`
`FIG.7-1
`
`J(104
`
`FORD EX. 1040, p. 8
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO L 13311S
`
`HI ££T`L,6£`9 Sa
`
`J
`
`ALARM
`WARNIIVG
`ACTIVATE
`
`\-.
`
`I
`
`128
`
`NO
`
`ALARM
`VISIBLE
`
`ALARM
`AUDIBLE
`
`30
`
`FIG. 7-2
`
`32
`
`126
`
`YES
`
`THRESHOLD
`
`WARNING
`EXCEED
`VALUES
`
`DO
`
`NO
`
`124
`
`FROM FIG.7-1
`
`TO FIG. 7-3
`
`ALARM
`
`___t____1
`
`130 -7--
`
` „
`
`EMERGENCY
`
`ACTIVA I b
`
`I
`
`YES
`
`?
`
`THRESHOLD
`EMERGENCY
`
`EXCEED
`VALUES
`
`DO
`
`FORD EX. 1040, p. 9
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO 8 laNS
`
`HI ££T`L,6£`9 Sa
`
`MODE
`
`EMERGENCY
`ACTIVATE
`
`140
`
`9
`
`RECEIVED
`
`BEEN
`
`NO
`
`CANCELLATION
`
`YES
`
`HAS
`
`MODE
`
`ROLLOVER
`ACTIVATE
`
`136
`
`138
`
`CANCELLATION
`
`READ
`
`TIME
`
`ELAPSED
`
`TIMER
`
`CANCELLATION
`
`1
`
`134
`
`108
`
`CANCEL SWITCH
`
`EMERGENCY ALARM
`
`CANCELLATION
`
`REQUEST
`
`FEEDBACK
`
`34
`
`FIG.7-3
`
`132
`
`3
`
`A
`
`FROM FIG.7-2
`
`DISPLAY
`
`30
`
`ALARM
`AUDIBLE
`
`FORD EX. 1040, p. 10
`
`

`

`U.S. Patent
`
`May 28, 2002
`
`Sheet 9 of 13
`
`US 6,397,133 B1
`
`138
`
`35
`
`(ACTIVATE
`ROLLOVER
`MODE
`
`
`
` ..1
`
`H DISPLAY
`
` _j i -101A
`
`150
`
`34
`
`FIG. 8
`ROLLOVER MODE
`
`i101
`
`MEMORY
`
`VEHICLE
`OPERATIONS
`RECORD
`
`101B
`
`VEHICLE
`SETUP
`RECORD
`
`READ
`ALARM
`OFF
`
`ALARM
`OFF
`COMMAND
`
`EMERGENCY
`ALARM
`CANCEL SWITCH
`
`I
`
`152
`
`
`
`ALARM OFF COMMAND
`30
`
`DEACTIVATE
`EMERGENCY
`ALARMS
`
`32
`
`—1
`I
`
`AUDIBLE
`ALARM
`
`VISIBLE
`ALARM
`
`}
`
`101C
`
`
`
`MODE
`
`
`_ J
`VEHICLE ROLLOVER
`CHARACTERISTICS
`
`I
`
`READ
`NORMAL MODE
`REQUEST
`
`154
`
`REQUEST
`NORMAL
`MODE
`
`,-21
`
`KEYPAD
`
`158
`
`NO
`
`DENY
`REQUEST
`
`I
`
`IS
`VECHICLE
`UPRIGHT
`
`YES
`
`156
`
`102
`
`ANGLES
`
`DUAL-AXIS
`TILT SENSOR
`
`
`
`160
`
`ACTIVATE ?\---")
`NORMAL
`
`MODE
`
`FORD EX. 1040, p. 11
`
`

`

`U.S. Patent
`
`May 28, 2002
`
`Sheet 10 of 13
`
`US 6,397,133 B1
`
`FIG.9
`EMERGENCY MODE
`35
`
`DISPLAY
`
`
`
`170
`
`140
`
`AC 11
`EMERGENCY
`MODE
`
`COMPOSE
`EMERGENCY
`MESSAGE J
`
`
`
`OPERATIONS
`RECORD
`
`DEVICE
`IDENTIFICATION
`
`/ -172
`
`24
`
`101
`
`101A
`
`MEMORY
`
`VEHICLE
`OPERATIONS
`RECORD
`
`IOIB
`
`VEHICLE
`SETUP
`RECORD
`
`RADIO
`COMMUNICATIONS
`TRANSCEIVER
`
`(
`
`SEND
`EMERGENCY
`MESSAGE
`
`CONFIRMATION
`
`I
`
`ELAPSED TIME
`
`READ
`CONFIRMATION
`SIGNAL
`
`174
`
`MODE
`
`101C
`
`TIMER
`
`108
`
`- 176
`
`HAS
`CONFIRMATION
`BEEN
`RECEIVED
`
`NO
`
`YES
`
`138
`
`ACTIVATE
`ROLLOVER
`MODE
`
`FORD EX. 1040, p. 12
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO II lamIS
`
`iff £CT`L6C`9 Sa
`
`196
`
`198
`
`"ACTIVATE
`
`MODE
`SETUP
`
`21
`(-)
`
`KEYPAD
`
`REQUEST
`SETUP
`
`FUNCTION
`CURRENT
`---L\INTERRUP'T
`
`190 ,..-
`
`TEST,OR
`ROLLOVER,
`
`IN
`
`EMERGENCY
`
`MODE
`
`9
`
`YES
`
`192
`
`REQUEST
`
`DENY
`
`194
`
`MODE
`
`RECORD
`SETUP
`VEHICLE
`
`101B
`
`OPERATIONS
`VEHICLE
`
`RECORD
`
`MEMORY
`
`CURRENT
`( RETURN TO
`
`195
`
`101A
`
`101
`
`SETUP MODE
`FIG. 10
`
`102
`
`160
`
`1ILT SENSOR
`DUAL-AXIS
`
`ANGLES
`CURRENT
`
`DISPLAY
`
`35
`
`ROLLOVER THRESHOLD
`WARNING THRESHOLD
`
`MODE
`NORMAL
`I-ACTIVATE
`
`--101C
`
`-
`
`r
`
`HORIZON
`CALIBRATE
`
`ANGLES
`HORIZON
`
`200
`
`SETUP
` CREATE
`
`CHARACTERISTICS
`VEHICLE ROLLOVER
`
`FORD EX. 1040, p. 13
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI JO Z1 lamIS
`
`iff £CT`L6C`9 Sa
`
`RECORD
`
`OPERATIONS
`
`VEHICLE
`
`MEMORY
`-
`
`-
`
`I
`
`101
`
`101A
`
`212
`
`210
`
`CTION
`CURRENT
`(INTERRUPT
`
`A
`
`
`
`REQUEST
`
`TEST
`
`
`
`21
`
`KEYPAD
`
`(LOCAL ACTIVATION)
`
`TEST MODE
`FIG.11
`
`NO
`
`216
`
`214
`
`9
`
`MODE
`
`EMERGENCY
`
`TEST, OR
`ROLLOVER,
`
`YES
`
`ALARM
`VISIBLE
`
`30-'- ALARM
`AUDIBLE
`
`TIMER
`
`
`
`108
`
`MODE
`
`RECORD
`SETUP
`VEHICLE
`
`101C
`
`101B
`
`32 X
`
`
`
`MODE
`NORMAL
`---7RETURN TO
`
`ALARM
`TEST
`
`MODE
`TEST
`
`ACTIVATE
`
`160
`
`218
`
`...OPERATION
`CURRENT
`RETURN TO
`
`195
`
`35
`
`DISPLAY
`
`REQUEST
`
`DENY
`
`FORD EX. 1040, p. 14
`
`

`

`Waled *S11
`
`zooz `sz sulk
`
`CI Jo CI WIN
`
`HI ££T`L,6£`9 Sa
`
`NORMAL
`ACTIVATE
`
`MODE
`
`160
`
`OPERATIONS RECORD
`DEVICE IDENTIFICATION
`
`J
`
`
`
`L
`
`MODE
`
`--- OPERATIONS
`
`17
`
`RECORD
`SETUP
`VEHICLE
`
`RECORD
`
`
`
`101C
`
`I
`
`101B
`
`101A -1
`
`VEHICLE
`
`1
`
`MEMORY
`
`101
`
`232
`
`
`
`
`
`
`
`\._ MESSAGE
`
`TEST
`SEND
`
`240
`
`MESSAGE
`
`TEST
`
`-----X- COMPOSE
`
`238
`
`MODE
`TEST
`
`ACTIVATE)
`
`
`
`236
`
`NO
`
`MODE
`
`EMERGENCY
`
`TEST, OR
`ROLLOVER,
`
`YES
`
`OPERATION
`CURRENT
`1 RETURN TO
`
`195
`
`TEST MESSAGE
`
`234
`
`REQUEST
`
`DENY
`
`SIGNAL
`DENIAL
`
`f
`
`REQUEST
`
`REMO1E TEST
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`COMMUNICATIONS
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`TRANSCEIVER
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`RADIO
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`230
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`FUNCTION
`-0-- CURRENT
`rINTERRUPT
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`24
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`ACTIVATION)
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`(REMOTE
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`TEST MODE
`FIG.12
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`FORD EX. 1040, p. 15
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`1
`VEHICLE ROLLOVER SAFETY SYSTEM
`
`CROSS-REFERENCES TO RELATED
`APPLICATIONS
`
`This application claims priority from U.S. provisional
`application No. 60/129,984 filed Apr. 19, 1999.
`
`BACKGROUND OF THE INVENTION
`
`The present invention relates to a safety system for
`vehicles, particularly a sensing and notification system that
`helps prevent vehicle rollover accidents, or, in the event of
`such an accident, notifies emergency rescue and/or medical
`personnel of the same.
`Various emergency notification systems have been devel-
`oped to activate safety systems or to notify third parties
`when a vehicle accident or similar abnormal condition has
`occurred. Of particular note, U.S. Pat. No. Re. 35,920,
`issued to Sorden et al. and assigned to Trimble Navigation
`Limited of Sunnyvale, Calif., describes in detail prior art
`related to such emergency safety and notification systems.
`U.S. Pat. No. Re. 35,920 is incorporated herein by reference.
`As discussed in U.S. Pat. No. Re. 35,920, when a vehicle
`encounters an abnormal situation, such as a collision, emer-
`gency systems are often designed to activate a safety device
`(e.g., air bag) to minimize injury or damage to the vehicle
`occupants. This activation is often achieved through the use
`of an unspecified vehicle sensor that senses and responds
`quickly to the occurrence of any one of a predetermined
`group of abnormal vehicle conditions by generating a signal
`that activates the safety device. If this abnormal condition
`incapacitates a vehicle occupant, it might also be necessary
`to transmit an emergency or distress signal to notify a third
`party of the abnormal condition without requiring a con-
`scious decision or volitional act by a vehicle occupant.
`There are various prior art teachings related to the trans-
`mission of such an emergency signal when a collision or
`other abnormal condition occurs. For example, U.S. Pat. No.
`3,441,858, issued to Graham, describes an electronic calling
`and reply system that may be activated, either automatically
`or manually, to broadcast one of a selected group of distress
`signals upon the occurrence of a vehicle accident. In the
`preferred system, the vehicle carries one transceiver unit
`which transmits a selected distress signal. This signal pref-
`erably indicates whether: (1) a tow truck is needed; (2) an
`ambulance is needed; or (3) both a tow truck and an
`ambulance are needed. A central aid station receives this
`distress signal and responds to receipt of that distress signal
`by broadcasting a response signal indicating that assistance
`is being sent to the vehicle.
`U.S. Pat. No. 3,461,423, issued to Trumble, describes a
`vehicle distress tone generator that automatically broadcasts
`a selected tone in response to occurrence of a vehicle
`accident, the appropriate tone being selected based on the
`severity of the accident. The broadcast of the distress tone
`can also be initiated by a vehicle occupant.
`Similarly, U.S. Pat. No. 3,646,583, issued to Scuderi,
`discloses an automatic vehicle accident signaling apparatus
`that includes a sensor for measuring the severity of an
`accident. Upon the occurrence of an accident, a distress
`signal indicating the severity of the accident is transmitted to
`a remote assistance station.
`U.S. Pat. No. 3,990,040, issued to Gleitz et al. and
`assigned to Thomson-CSF of Paris, France, describes an
`apparatus for transmitting distress signals. The distress sig-
`nal generator is secured to a vehicle and includes a trans-
`
`US 6,397,133 B1
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`2
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`2
`mitter with a self-locking relay for energizing a high-
`frequency oscillator from a local battery in response to one
`or more trigger signals from respective detectors, specifi-
`cally an impact detector and a deformation detector. The
`5 preferred apparatus broadcasts a first distress signal if
`vehicle impact is sensed and broadcasts a second distress
`signal if vehicle deformation is sensed.
`U.S. Pat. No. 4,091,369, issued to Edelbock, describes a
`collision-responsive alarm with a rotating reflector and
`10 warning light that is secured to the top of a vehicle. Should
`the vehicle collide with another object, a light source,
`rotating reflector and warning light is activated, thereby
`notifying nearby persons that there has been an accident.
`Although each of the above-mentioned patents discusses
`15 transmission of an emergency signal, aside from U.S. Pat.
`No. Re. 35,920, there is no teaching in the above-referenced
`patents related to an accurate determination of the location
`of the vehicle or accident, nor do any of these patents
`describe local notification that may indeed aid in preventing
`the accident.
`U.S. Pat. No. 3,828,306, issued to Angeloni, describes a
`highway distress signal broadcast system. In this system, the
`location of the vehicle is determined through triangulation
`by three or more nearby radio direction finding devices
`25 (RDFs). The vehicle broadcasts a distress signal and is
`received by the nearby RDFs. Each RDF receives the
`vehicle distress signal and identifies the direction from
`which the signal is being broadcast. A central processing
`station receives this directional information from the RDFs,
`30 determines the location of the vehicle in distress through
`simple triangulation techniques, and dispatches assistance
`for the vehicle.
`U.S. Pat. No. 4,216,545, issued to Flickshu et al. and
`assigned to Blaupunkt Werke GmbH of Hildesheim,
`35 Germany, describes a method and apparatus for communi-
`cating emergency signals using Citizens Band (CB) radio
`channels. When an accident occurs, a transceiver associated
`with the vehicle is activated, either manually or
`automatically, and broadcasts a distress signal in each of a
`40 sequence of CB radio bands. By so broadcasting the vehicle
`distress signal in each CB channel, it is contemplated that
`some CB users will hear and respond to the distress signal.
`The transceiver is then set to a preselected channel, perhaps
`Channel 9, the CB emergency channel, to receive inquiries
`45 or other information from CB radio users who heard the
`distress signal. Provided that he is able to do so, a vehicle
`occupant can then communicate to responding CB users the
`location of the vehicle.
`U.S. Pat. No. 4,369,426, issued to Merkel and assigned to
`50 REPA Feinstanzwerk GmbH of Alfdorf, Germany, describes
`another emergency distress signal system for motor vehicles
`wherein the distress signal also indicates the vehicle loca-
`tion. Distress signal transmission is activated by sensors that
`respond to a vehicle collision or similar event. These sensors
`55 preferably have different activation thresholds that corre-
`spond to the severity of the collision and may thereby cause
`transmission of different and distinct distress signals. Simi-
`lar to U.S. Pat. No. 3,828,306 (as described above), vehicle
`location is determined through triangulation. Three or more
`60 receiving stations receive the distress signal and identify the
`direction from which the signal is being broadcast. A central
`processing station receives this directional information and
`can thus pinpoint the location of the vehicle. Merkel addi-
`tionally notes that information received by the central station
`65 may also indicate the severity of the collision and whether
`certain safety equipment was operable when the collision
`occurred.
`
`FORD EX. 1040, p. 16
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`

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`3
`U.S. Pat. No. 4,717,904, issued to Murakami and assigned
`to Aisin Seiki Kabushiki Kaisha of Aichi, Japan, describes a
`collision responsive signal emitter for a vehicle. The pre-
`ferred device includes a first detecting means which pro-
`duces a signal representing an acceleration in both the
`fore-and-aft direction and the lateral direction of a vehicle,
`a second detecting means which produces a signal repre-
`senting the inclination of the vehicle, and a third detecting
`means which produces a signal indicating the presence or
`absence of water within the vehicle. A signal transmitting
`means and a control for energizing the signal transmitting
`means are also provided to produce an emergency signal
`whenever at least one of the aforementioned detecting
`means produces an abnormality signal. Furthermore, to
`account for possible damage to a particular signal transmit-
`ting means (e.g., an antennae), it is preferred that a plurality
`of signal generating means be located at different locations
`on the vehicle.
`U.S. Pat. No. 4,740,792, issued to Sagey et al. and
`assigned to Hughes Aircraft Company of Los Angeles,
`Calif., describes a vehicle location system activated by
`vehicle motion, vehicle collisions, and vehicle intrusion/
`theft. Each vehicle in the system has a transmitter attached
`thereto that generate a unique transmission signal signature.
`When activated, the transmitter broadcasts a signal indica-
`tive of the condition of the vehicle which is received and
`relayed by each of three or more satellites or signal relay
`towers to a central data processing station. Through
`triangulation, the location of the vehicle can be determined.
`This system is designed for monitoring a large number of
`vehicles simultaneously.
`The aforementioned U.S. Pat. No. Re. 35,920, issued to
`Sorden et al. and assigned to Trimble Navigation Limited of
`Sunnyvale Calif., improves upon prior art teachings for
`broadcasting an emergency signal indicating that a vehicle is
`in distress by using a ground-based radionavigation system
`(e.g., LORAN, Shoran, Decca or TACAN) or by a satellite-
`based radionavigation system (e.g., Global Positioning Sys-
`tem or Global Orbiting Navigational System) for determin-
`ing the location of the vehicle in distress. In this patent, such
`radionavigation systems are generically referred to as dis-
`tance measuring systems (DMS).
`As described in U.S. Pat. No. Re. 35,920, where satellite-
`based signals are used, the radionavigation system includes
`an antenna and associated receiver/processor mounted on a
`vehicle. This receiver antenna and associated receiver/
`processor receive different coded signals from each of two
`or more satellites which are in non-geosynchronous orbits
`around the Earth. The system continuously or intermittently
`determines the present location of the 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, the radionavigation
`system again includes an antenna and associated receiver/
`processor mounted on a vehicle. However, in this system,
`the antenna and receiver/processor receive two or more
`timed signals from fixed, ground-based transmitters. The
`location of the vehicle relative to the known positions of the
`transmitters is determined based on the timing differences or
`other signal characteristics.
`Although the vehicle location can be determined at any
`time, the location of the vehicle is only broadcast in response
`to the imminent or present occurrence of an abnormal
`vehicle event or condition, as determined by one or more
`unspecified vehicle operating sensors attached to the
`vehicle, or in response to a volitional act by a vehicle
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`US 6,397,133 B1
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`4
`occupant. Along with this location information, the system
`also preferably broadcasts previously-sensed and
`temporarily-stored information on vehicle operating param-
`eters.
`In this regard, this system and the other various distress
`signaling systems described above focus on responding to
`passenger vehicle accidents on pubic roads, rather than
`responding to accidents that occur in rural or remote areas
`(e.g., private farms). In such remote areas, the presence
`10 and/or arrival of other vehicles to render assistance or
`contact emergency personnel cannot be expected or relied
`upon. And, in such remote areas, many ground-based com-
`munications are not practicable because of the dearth of
`required communication relay stations.
`Finally, although the system described in U.S. Pat. No.
`Re. 35,920 has general relevance to abnormal vehicle
`conditions, it fails to teach or describe the broadcast of an
`emergency or warning signal in response to indication by
`vehicle sensors of an imminent or present rollover of a
`20 vehicle. It also fails to provide a local notification system
`that may aid in preventing the accident.
`Rollover accidents pose a serious threat to a vehicle
`occupant. In the passenger automobile industry, various air
`bags systems and similar safety restraint systems have been
`developed to protect vehicle occupants in a rollover acci-
`dent. Such safety systems do require a measurement and
`prediction of vehicle rollover. For example, U.S. Pat. No.
`6,038,495, issued to Schiffmann and assigned to the Delco
`Electronics Corporation of Kokomo, Ind., describes one
`apparatus and method for predicting rollover. However,
`since this system is designed to cause the deployment of air
`bags, which occurs only in response to an immediate
`rollover, there is no teaching related to operator notification.
`In other words, the operator receives no advance warning of
`the rollover condition so that appropriate corrective action
`can be taken. Schiffmann, though, does provide teaching as
`to the design and structure of one type of rollover sensor that
`may be incorporated into the present invention, and thus
`U.S. Pat. No. 6,038,495 is incorporated herein by reference.
`In relation to farm tractors, mobile construction
`equipment, logging equipment, forklift trucks, and similar
`vehicles, rollover accidents occur with great regularity, as
`these vehicles often travel over uneven, unstable, or slippery
`45 terrain. And, the severity of a rollover accident is often
`compounded by the fact that farm tractors and similar
`vehicles are often operated by a single operator in rural or
`remote locations where emergency medical assistance may
`not be readily available or the accident may go undetected
`50 for hours. Indeed, in a 1993 publication entitled "A Guide to
`Tractor Roll Bars and Other Rollover Protective Structures,"
`the Wisconsin Rural Health Research Center estimated that
`between 300 and 400 people die from farm tractor rollovers
`each year.
`To address the frequency and severity of rollover
`accidents, especially farm tractor rollovers, equipment
`designers and manufacturers have primarily focused on
`protecting the tractor operator. In this regard, many farm
`tractors and similar vehicles are provided with a rollover
`60 protective structure (ROPS), such as a roll bar. Although a
`ROPS may be prevent more serious injury, such a structure
`still does not prevent the occurrence of a rollover nor does
`it provide a means to obtain assistance for an injured vehicle
`operator or occupant.
`It is therefore a paramount object of the present invention
`to provide a safety system for vehicles that helps prevent
`vehicle rollover accidents, or, in the event of such an
`
`FORD EX. 1040, p. 17
`
`

`

`US 6,397,133 B1
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`5
`accident, notifies emergency rescue and/or medical person-
`nel of the same.
`It is a further object of the present invention to provide a
`safety system that measures that angular orientation and
`accelerations resulting from movement of the vehicle to
`determine whether a potential or immediate rollover condi-
`tion exists.
`It is still a further object of the present invention to
`provide a safety system that continuously temporarily stores
`records the movements of the vehicle, changes in vehicle
`operating mode, and the status of the safety system. These
`and other objects and advantages of the present invention
`will become apparent upon a reading of the following
`description.
`
`SUMMARY OF THE INVENTION
`The present invention is a safety system, particularly a
`sensing and notification system that helps prevent vehicle
`rollover accidents, and/or, in the event of such an accident,
`notifies emergency rescue and/or medical personnel of the
`same. The primary components of the overall system include
`a vehicle to which the local sensing and notification com-
`ponents of the present invention are secured, a plurality of
`global positioning satellites for communicating with the
`vehicle to identify the location of the vehicle, a remote radio
`communications transceiver for receiving signals from said
`vehicle related to an immediate rollover condition, and a call
`center for receiving such signals from the remote radio
`communications transceiver and dispatching necessary
`emergency assistance.
`The components of the local sensing and notification
`subsystem cooperate to determine whether a potential or
`immediate rollover condition exists, and then appropriately
`communicate the existence of such condition to the vehicle
`operator and/or other vehicle occupants through local alarms
`and/or the call center through radio transmission of emer-
`gency signals. Specifically, a rollover calculator associated
`with a microprocessor and central controller receives data
`from multiple vehicle sensors and then processes this infor-
`mation to determine the present condition of the vehicle,
`specifically whether a potential or immediate rollover con-
`dition exists.
`Should a potential rollover condition exists, the system
`provides local notification to the vehicle operator or occu-
`pants through an audible alarm and/or a visible alarm, and
`further provides a recommended steering correction.
`Should an immediate rollover condition exists, the system
`activates the audible and/or visible alarms, while simulta-
`neously transmitting an emergency signal via a radio com-
`munications transceiver to a call center so that necessary
`emergency assistance can be dispatched.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`FIG. 1 is a schematic view of the major components of the
`vehicle rollover safety system of the present invention;
`FIG. 2 shows the primary components of the local sensing
`and notification subsystem of the vehicle rollover safety
`system of the present invention;
`FIGS. 3.1-3.2 are flow diagrams depicting the data
`exchange between various components of the local sensing
`and notification subsystem of the vehicle rollover safety
`system of the present invention;
`FIG. 4 is a schematic view of the wheels of a vehicle with
`differing track at the front and rear axle, such as a tractor,
`onto which the local sensing and notification subsystem is
`installed, said schematic view showing the rollover edges of
`the vehicle;
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`5
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`6
`FIG. 5 is a front view of the vehicle depicted in the
`schematic of FIG. 4;
`FIG. 6 is a side view of the vehicle depicted in the
`schematic of FIG. 4;
`FIGS. 7.1-7.3 are flow diagrams depicting the function of
`the vehicle rollover safety system of the present invention in
`the normal mode;
`FIG. 8 is a flow diagram depicting the function of the
`10 vehicle rollover safety system of the present invention in the
`rollover mode;
`FIG. 9 is a flow diagram depicting the function of the
`vehicle rollover safety system of the present invention in the
`emergency mode;
`FIG. 10 is a flow diagram depicting the function of the
`vehicle rollover safety system of the present invention in the
`setup mode;
`FIG. 11 is a flow diagram depicting the function of the
`vehicle rollover safety system of the present invention in the
`20 test mode initiated by a local activation; and
`FIG. 12 is a flow diagram depicting the function of the
`vehicle rollover safety system of the present invention in the
`test mode initiated by a remote activation.
`
`15
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`25
`
`DESCRIPTION OF THE PREFERRED
`EMBODIMENTS
`
`The present invention relates to a safety system for
`vehicles, particularly a sensing and notification system that
`30 helps prevent vehicle rollover accidents, or, in the event of
`such an accident, notifies emergency rescue and/or medical
`personnel of the same. In this regard, for purposes of this
`description, when there is a "potential" rollover condition, a
`rollover accident may be averted through appropriate cor-
`35 rective actions by the vehicle operator, and the present
`invention seeks to appropriately warn the vehicle operator
`that such corrective action is necessary. When there is an
`"immediate" rollover condition, the rollover accident has
`occurred, and the present invention seeks to apprise a third
`40 party of the emergency condition.
`Referring first to FIG. 1, the primary components of the
`overall system include a vehicle 10 to which the local
`sensing and notification components of the present invention
`are secured (as described in further detail below), a plurality
`45 of global positioning satellites 12 for communicating with
`the vehicle 10 to identify the location of the vehicle 10, a
`remote radio communications transceiver 14 for relaying
`signals from said vehicle 10 related to an immediate rollover
`condition, and a call c