Patent ID: 12258005

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present disclosure, the drawings are not necessarily to scale, and certain features may be exaggerated in order to better illustrate and explain the present disclosure. The exemplification set out herein illustrates an embodiment of the disclosure, in one form, and such exemplifications are not to be construed as limiting the scope of the disclosure in any manner.

DETAILED DESCRIPTION OF THE DRAWINGS

Various embodiments of the present invention will be described in detail with reference to the drawings, wherein like reference numerals represent like parts and assemblies throughout the several views. Reference to various embodiments does not limit the scope of the invention, which is limited only by the scope of the claims attached hereto. Additionally, any examples set forth in this specification are not intended to be limiting and merely set forth some of the many possible embodiments for the claimed invention.

Referring toFIG.1, an illustrative embodiment of an exemplary vehicle10is shown. The vehicle10is configured for off-road conditions. It should be appreciated that the vehicle10is an exemplary recreational vehicle, particularly a side-by-side off road vehicle. Exemplary recreational vehicles include snowmobiles, boats, motorcycles, ATVs, utility vehicles, golf carts, and other suitable vehicles. The vehicle10includes a plurality of ground-engaging members12, illustratively front wheels14and rear wheels16. In one embodiment, one or more of the ground-engaging members12may be include tracks, such as the Prospector II Tracks available from Polaris Industries Inc., located at 2100 Highway 55 in Medina, MN 55340 such as those shown in U.S. Pat. Nos. 7,673,711 and 10,118,477 or non-pneumatic tires, such as those shown in U.S. Pat. Nos. 8,176,957 and 8,104,524.

The vehicle10further includes a chassis or frame assembly20supported above a ground surface by ground-engaging members12. The ground surface may be generally level or undulating dirt, grass, concrete, ceramic, polymeric, or other surface. The frame assembly20extends along a longitudinal centerline CLof the vehicle10. The frame assembly20includes a lower frame assembly22and an upper frame assembly24extending vertically above lower frame assembly22. The lower frame assembly22supports a rear cargo area26and a vehicle body28, which includes a plurality of body panels. The region bounded by the upper frame assembly24and lower frame assembly22is referred to as an open-air operator area30of vehicle10. However, in other embodiments, the vehicle10includes a closed-air operator area30. The upper frame assembly24includes front upstanding members32, rear upstanding members34, longitudinally extending members36, a front lateral member37, a rear lateral member38, and at least one brace39. In some embodiments, the rear lateral member38is continuous with or coupled to intermediate upstanding members38a.

As shown inFIG.1, the operator area30includes seating40for an operator and one or more passengers. Illustratively, the seating40includes an operator seat42and a passenger seat44, however, the seating40may also include rear seats for additional passengers. Each seat may include a restraint system100, as described in more detail below. Although only the operator seat42and the corresponding restraint system100will be discussed in detail, each seat may include a similar restraint system100configured to its corresponding seat.

Referring toFIG.2, a vehicle100is represented. Vehicle100is an exemplary recreational vehicle, particularly a side-by-side off road vehicle. Additional details regarding exemplary embodiments of vehicle100may be further configured as shown in U.S. Pat. No. 8,827,028; U.S. patent application Ser. No. 16/458,797, published as U.S. 2020/0164742A1; U.S. patent application Ser. No. 16/244,462, published as U.S. 2019/0210668A1; and/or U.S. patent application Ser. No. 16/861,859, the entire disclosures of which are expressly incorporated by reference herein. Other exemplary recreational vehicles include snowmobiles, boats, motorcycles, ATVs, utility vehicles, golf carts, and other suitable vehicles. Additional exemplary vehicles and display systems are disclosed in U.S. Published Patent Application No. 2018/0257726, filed Mar. 5, 2018, titled TWO-WHEELED VEHICLE; U.S. patent application Ser. No. 16/723,754, filed Dec. 20, 2019, titled SNOWMOBILE STORAGE COMPARTMENT, DISPLAY, ANTENNA, AND BODY TRIM SYSTEM; and U.S. Published Patent Application No. 2017/0334500, filed May 23, 2016, titled DISPLAY SYSTEMS AND METHODS FOR A RECREATIONAL VEHICLE, the entire disclosures of which are expressly incorporated by reference herein.

Recreational vehicle100includes a plurality of ground engaging members102. Exemplary ground engaging members include skis, endless tracks, wheels, and other suitable devices which support vehicle100relative to the ground. Recreational vehicle100further includes a frame104supported by the plurality of ground engaging members102. In one embodiment, the frame104includes cast portions, weldments, tubular components or a combination thereof. In one embodiment, the frame104is a rigid frame. In one embodiment, the frame104has at least two sections which are moveable relative to each other.

An operator support is supported by the frame104. Exemplary operator supports include straddle seats, bench seats, bucket seats, and other suitable support members. In addition to operator support, recreational vehicle100may further include a passenger support. Exemplary passenger supports include straddle seats, bench seats, bucket seats, and other suitable support members.

A power system is supported by the frame104and illustratively includes a prime mover112and a transmission116. The power system provides the motive force and communicates the same to at least one of the ground engagement members102to power movement of recreational vehicle100.

Exemplary prime movers112include internal combustion engines, two stroke internal combustion engines, four stroke internal combustion engines, diesel engines, electric motors, hybrid engines, and other suitable sources of motive force. To start the prime mover112, a vehicle start system114is provided. The type of vehicle start system114depends on the type of prime mover112used. In one embodiment, the prime mover112is an internal combustion engine and vehicle start system114is one of a pull start system and an electric start system. In one embodiment, the prime mover112is an electric motor and vehicle start system114is a switch system which electrically couples one or more batteries to the electric motor. In embodiments, vehicle start system includes a key (or key fob).

The transmission116is coupled to the prime mover112. In embodiments, transmission116includes a shiftable transmission and a continuously variable transmission (“CVT”). In one arrangement, the CVT is coupled to prime mover112and the shiftable transmission is in turn coupled to the CVT. In one embodiment, the shiftable transmission includes a forward high setting, a forward low setting, a neutral setting, a park setting, and a reverse setting. Exemplary CVTs are disclosed in U.S. Pat. Nos. 3,861,229; 6,176,796; 6,120,399; 6,860,826; and 6,938,508, the disclosures of which are expressly incorporated by reference herein. Transmission116is further coupled to at least one differential (not shown) which is in turn coupled to at least one ground engaging members102.

The recreational vehicle100further includes a plurality of suspension systems120which couple the ground engaging members102to frame104. Exemplary suspension systems are disclosed in U.S. patent application Ser. No. 16/013,210, filed Jun. 20, 2018, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; U.S. patent application Ser. No. 16/529,001, filed Aug. 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; U.S. patent application Ser. No. 15/816,368, filed Nov. 17, 2017, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; U.S. patent application Ser. No. 16/198,280, filed Nov. 21, 2018, titled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING; U.S. Provisional Application Ser. No. 63/027,833, filed May 20, 2020, titled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES; and U.S. Provisional Application Ser. No. 63/053,278, filed Jul. 17, 2020, titled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING, the entire disclosures of which are expressly incorporated by reference herein.

The recreational vehicle100further includes a braking system122. In one embodiment, braking system122includes anti-lock brakes. The recreational vehicle100further includes a steering system124. Steering system124is coupled to at least one of the ground engagement members102to direct recreational vehicle100. The recreational vehicle100further includes a plurality of sensors which monitor various characteristics of vehicle100and a battery128which provides power to various components of vehicle100.

Further, the recreational vehicle100includes a vehicle controller140having at least one processor142and at least one associated memory144. The vehicle controller140provides the electronic control of the various components of recreational vehicle100. Further, vehicle controller140is operatively coupled to the plurality of sensors126which monitor various parameters of recreational vehicle100or the environment surrounding vehicle100. The vehicle controller140performs certain operations to control one or more subsystems of other vehicle components, such as one or more of a fuel system, an air handling system, the CVT, the shiftable transmission, the prime mover112, the suspensions120, and other systems. In certain embodiments, the controller140forms a portion of a processing subsystem including one or more computing devices having memory, processing, and communication hardware. The controller140may be a single device or a distributed device, and the functions of the controller140may be performed by hardware and/or as computer instructions on a non-transitory computer readable storage medium, such as memory144.

The vehicle controller140also interacts with an operator interface150which includes at least one input device152and at least one output device154. Exemplary input devices152include levers, buttons, switches, soft keys, and other suitable input devices. Exemplary output devices include lights, displays, audio devices, tactile devices, and other suitable output devices. An operator may signal to the vehicle controller140to alter the operation of one or more systems of the vehicle100through the input devices152.

Further, the vehicle100may include a wireless plug-in dongle170which is operatively coupled to controller140. The dongle170provides a communication link between vehicle controller140and remote storage, illustratively a cloud180. The dongle may receive information and/or instructions from the cloud for use by vehicle controller140and may provide information and/or instructions to remote devices182or other vehicles200through the cloud180. Further, the information stored in the cloud180may be retrieved through a web interface associated with the vehicle100. In embodiments, the dongle170, also referred to as a connectivity module, is powered by the battery128of vehicle100. Processing sequences for controlling the drain of the battery128are provided herein.

Referring toFIG.3, another exemplary embodiment of the vehicle100is illustrated. As shown inFIG.3, the vehicle100includes a display220as part of operator interface150. The display220includes a processor222and associated memory224. In embodiments, the operator interface150with the display220is an in-vehicle infotainment (“IVI”) system. In one example, the display220is a touch screen display and operator interface150interprets various types of touches to the touch screen display as inputs and controls the content displayed on touch screen display.

Referring toFIG.4, a further exemplary embodiment of the vehicle100is illustrated. The vehicle100ofFIG.4is the same as the vehicle100ofFIG.2except that the dongle170is replaced with a telematics control unit (“TCU”)250. The telematics control unit250, differs from the dongle170, in that the telematics control unit250is capable of waking up periodically while the vehicle100is not running to communicate with the cloud180, remote devices182, and/or other vehicles200. Both the TCU250and the dongle170have security features enabled for remote notification for a theft alert when the vehicle is not running. In embodiments, the telematics control unit250, also referred to as a connectivity module, is powered by a battery128of the vehicle100. Processing sequences for controlling the drain of the battery128are provided herein.

Referring toFIG.5, a further exemplary embodiment of vehicle100is illustrated. The vehicle100ofFIG.5is the same as the vehicle100ofFIG.3except that dongle170is replaced with a telematics control unit (“TCU”)250. Telematics control unit250, differs from dongle170, in that telematics control unit250is capable of waking up periodically while vehicle100is not running to communicate with the cloud180, the remote devices182, and/or other vehicles200. In embodiments, the telematics control unit250, also referred to as a connectivity module, is powered by the battery128of the vehicle100. Processing sequences for controlling the drain of battery128are provided herein.

In embodiments, the dongle170or TCU250includes a location determiner, such as a GPS, to provide an indication of a location of vehicle100. In embodiments, a location determiner is provided on the vehicle100separate from the dongle170or TCU250to provide an indication of a location of the vehicle100.

In embodiments, the vehicle100includes a separate communication system in addition to or in place of the dongle170or TCU250. In embodiments, exemplary communication systems provide a wireless connection to personal computing devices, such as mobile phones, carried by an operator of the vehicle100, In embodiments, exemplary communication systems provide a cellular communication device, an RF antenna for direct the vehicle100to the vehicle200communications, a satellite communication device, and other suitable devices which may connect the vehicle100to one or more of vehicle200, the remote devices182, and the cloud180. Exemplary vehicle communication systems and associated processing sequences are disclosed in U.S. patent application Ser. No. 16/234,162, filed Dec. 27, 2018, titled RECREATIONAL VEHICLE INTERACTIVE TELEMETRY, MAPPING AND TRIP PLANNING SYSTEM; U.S. patent application Ser. No. 15/262,113, filed Sep. 12, 2016, titled VEHICLE TO VEHICLE COMMUNICATIONS DEVICE AND METHODS FOR RECREATIONAL VEHICLES; U.S. Pat. No. 10,764,729, titled COMMUNICATION SYSTEM USING VEHICLE TO VEHICLE RADIO AS AN ALTERNATE COMMUNICATION MEANS, filed Dec. 12, 2018; U.S. Published Patent Application No. 2019/0200189, titled COMMUNICATION SYSTEM USING CELLULAR SYSTEM AS AN ALTERNATE TO A VEHICLE TO VEHICLE RADIO, filed Dec. 12, 2018; U.S. Published Patent Application No. 2019/0200173, titled METHOD AND SYSTEM FOR FORMING A DISTANCED-BASED GROUP IN A VEHICLE TO VEHICLE COMMUNICATION SYSTEM, filed Dec. 12, 2018; U.S. Published Patent Application No. 2019/0200188, titled VEHICLE-TO-VEHICLE COMMUNICATION SYSTEM, filed Dec. 12, 2018; U.S. patent application Ser. No. 16/811,865, filed Mar. 6, 2020, titled RECREATIONAL VEHICLE GROUP MANAGEMENT SYSTEM; U.S. Patent Application Ser. No. 63/016,684, filed Apr. 28, 2020, titled SYSTEM AND METHOD FOR DYNAMIC ROUTING; U.S. patent application Ser. No. 16/013,210, filed Jun. 20, 2018, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; and U.S. patent application Ser. No. 15/816,368, filed Nov. 17, 2017, titled VEHICLE HAVING ADJUSTABLE SUSPENSION, the entire disclosures of which are expressly incorporated by reference herein.

Referring now toFIG.6, various types of communication systems600,602between vehicles (e.g.,610,640,660) are illustrated. As shown inFIG.6, a first vehicle610has multiple network capabilities, which allows the first vehicle610to communicate with a second vehicle640and a third vehicle660and thus may function as a bridge device between the second vehicle640and the third vehicle660that are in different communication systems600,602.

For example, the communication system600includes the first vehicle610, a first computing device680, the second vehicle640, a second computing device690, and a network604. Specifically, the first vehicle610is communicatively coupled to the first computing device680, the second vehicle640is communicatively coupled to the second computing device690, and the first computing device680and the second computing device690are communicatively coupled to each other via the network604. In such communication system600, a vehicle communication system620of the first vehicle610is linked to the first computing device680(e.g., a smart phone, GPS, and/or other devices) through a Bluetooth or other similar communication link to share information and access local and global information network604. Similarly, a vehicle communication system650of the second vehicle640is linked to the second computing device690(e.g., a smart phone, GPS, and/or other devices) through a Bluetooth or other similar communication link to share information and access local and global information network604. The network604is any suitable type of computer network that functionally couples the first computing device680with the second computing device690.

One example of the communication system600is a terrestrial communication system such as a cellular communication system. In such example, the network604may a cellular or mobile network. Another example of a communication system600is an extraterrestrial communication such as a satellite. The satellite may be a single satellite such as a geostationary satellite or a constellation of satellites such as low earth orbit satellites or middle earth orbit satellites. In such example, the network604may a satellite network.

On the other hand, the communication system602includes the first vehicle610and the third vehicle660that is in direct communication with the first vehicle610. In such system602, the first vehicle610and the third vehicle660are communicatively coupled to each other via vehicle radios for wirelessly communicating various types of data between the vehicles610,660. Specifically, the vehicle communication system620of the first vehicle610is in direct communication with a vehicle communication system670of the third vehicle660via a vehicle-to-vehicle radio such that it does not require the use of communication through a cell or satellite network.

Referring now toFIG.7, a block diagram of a computer system700for vehicle hazardous condition detection is shown. In the illustrative embodiment, the system700includes a vehicle720(such as one of the embodiments of vehicle100,200,610,640, and/or660disclosed herein) of a user, one or more external occupant monitoring sensors770, one or more servers790, and one or more computing devices780associated with the user. In the illustrated embodiment, the one or more external occupant monitoring sensors770, the one or more computing devices780, and/or the one or more servers790are communicatively coupled to the vehicle720via a network710. The server790generally corresponds to one or more computing systems configured to communicate with the vehicle120to provide and/or receive data (e.g., GPS data, weather data, and map data). For example, the server790may be a service provider computer system associated with the vehicle (e.g., a GPS data provider computer system, weather data provider computer system, or map data provider computer system). It should be appreciated that, in some embodiments, the one or more external occupant monitoring sensors770, the one or more computing devices780, and/or the one or more servers790may directly communicate with the vehicle720.

In the illustrative embodiment, the vehicle720includes a vehicle alert system730, one or more vehicle sensors750, and one or more occupant monitoring sensors760. The vehicle alert system730further includes a processor732, a memory734, an input/output (I/O) controller736(e.g., a network transceiver), a memory unit738, a display screen740, a user interface742, and a speaker/microphone744, all of which may be interconnected via one or more address/data bus. Although the I/O controller736is shown as a single block, it should be appreciated that the I/O controller736may include a number of different types of I/O components. It should be appreciated that the display screen740may be a touch screen. The user interface742may include one or more input devices that can receive user input (e.g., a touch pad, a keyboard, buttons).

The processor732as disclosed herein may be any electronic device that is capable of processing data, for example a central processing unit (CPU), a graphics processing unit (GPU), a system on a chip (SoC), or any other suitable type of processor. It should be appreciated that the various operations of example methods described herein (i.e., performed by the vehicle alert system730) may be performed by one or more processors732. The memory734may be a random-access memory (RAM), read-only memory (ROM), a flash memory, or any other suitable type of memory that enables storage of data such as instruction codes that the processor732needs to access in order to implement any method as disclosed herein. It should be appreciated that although only one processor732is shown, the vehicle alert system730may include multiple processors732.

The vehicle alert system730may further include a database748. As used herein, the term “database” may refer to a single database or other structured data storage, or to a collection of two or more different databases or structured data storage components. In the illustrative embodiment, the database748is part of the vehicle alert system730. In some embodiments, the vehicle alert system730may access the database748via a network such as network710. The database748may store data that is received from and/or to be transmitted to the server(s)790and/or the computing device(s)780.

The vehicle alert system730may further include a number of software applications stored in memory unit738, which may be called a program memory. The various software applications on the vehicle alert system730may include specific programs, routines, or scripts for performing processing functions associated with the methods described herein. Additionally, or alternatively, the various software applications on the vehicle alert system730may include general-purpose software applications for data processing, database management, data analysis, network communication, web server operation, or other functions described herein or typically performed by a vehicle alert system of a vehicle. The various software applications may be executed on the same computer processor or on different computer processors. Additionally, or alternatively, the software applications may interact with various hardware modules that may be installed within or connected to the vehicle alert system730. Such modules may implement part of or all of the various exemplary method functions discussed herein or other related embodiments.

The vehicle sensor750is any suitable type of sensor that is capable of collecting or generating vehicle sensor data associated with the vehicle720and transmitting or otherwise providing an indication of the vehicle sensor data to the vehicle alert system730. For example, the vehicle sensor750may include a vehicle speed sensor, a vehicle orientation sensor, a vehicle position sensor, a vehicle location sensor, a suspension sensor, a brake sensor, a throttle position sensor, a wheel speed sensor, and a gear selection sensor. As described further below, the vehicle sensor data is used to determine whether the vehicle720is in a hazardous condition.

The occupant monitoring sensor760is any suitable type of sensor that is capable of collecting or generating occupant sensor data associated with one or more users of the vehicle720(e.g., any occupants (drivers/riders/passengers) in the vehicle720) and transmitting the occupant sensor data to the vehicle alert system730. For example, the occupant monitoring sensor760may include an occupant position sensor, a seat sensor, a seat belt sensor, or any device that can detect a safety status of the user during the ride. The occupant sensor data may indicate a number of occupants in the vehicle720, a position or movement of each occupant during the ride, whether the occupant is wearing a seat belt, and/or a seat belt pressure on each occupant during the ride. As described further below, the occupant sensor data may be used to determine whether the vehicle720is in a hazardous condition. The vehicle hazardous condition includes a vehicle accident, a vehicle rollover, a vehicle fall, and/or any other event that poses a potentially hazardous condition for one or more occupants in the vehicle720.

The computing device780may include any existing or future devices capable of collecting, receiving, storing, transmitting, and/or displaying data to and from the user. For example, the computing device may be, but not limited to, a computer, a notebook, a laptop, a mobile device, a smartphone, a tablet, a smart watch, smart glasses, a wearable smart device, or any other suitable computing device that is capable of communicating with the server(s)790, the vehicle alert system730, and/or the occupant monitoring sensor(s)770.

The external occupant monitoring sensor770is any suitable type of device that is capable of collecting or generating external occupant sensor data associated with one or more users (e.g., a driver/rider/passenger) of the vehicle720and transmitting the external occupant sensor data to the vehicle alert system730. In the illustrative embodiment, the external occupant monitoring sensor770may be communicatively coupled to the vehicle720wirelessly (e.g., via Bluetooth, WiFi, or a cellular network) or via a wire. The external occupant monitoring sensor770may be any device that is adapted to be worn by or attached to the user when riding the recreational vehicle720, such as for safety and/or communication. For example, the external occupant monitoring sensor770may be a helmet, a headset, a smart watch, a smart device, or any wearable or attachable device that the user may wear during the ride.

In use, the external occupant monitoring sensor770is configured to collect or generate external occupant sensor data associated with the user of the vehicle720and periodically or continually transmit the external occupant sensor data to the vehicle alert system730throughout the ride. In the illustrative embodiment, the vehicle alert system730is configured to analyze the external occupant sensor data to determine a status of the user. The status may indicate whether the user is involved in an accident, conscious, or otherwise in a hazardous condition. For example, the external occupant sensor data may be position sensor data, which may be used to determine a direction and/or orientation of the head of the user. If the vehicle alert system730determines that the head of the user is at a potentially hazardous position, the vehicle alert system730may determine that the vehicle is in hazardous condition and activate a distress mode to trigger one or more safety features or response, which is described further below. As discussed above, the vehicle hazardous condition includes any event that poses a potentially hazardous condition for one or more occupants in the vehicle720. It should be appreciated that, in some embodiments, the external occupant monitoring sensor770may perform the analysis of the collected sensor data to determine the status of the user and transmit the status to the vehicle alert system730.

The network710is any suitable type of computer network that functionally couples the vehicle alert system730of the vehicle720with at least one external occupant monitoring sensor770, at least one computing device780, and/or at least one server790. The network710may include a proprietary network, a secure public internet, a virtual private network and/or one or more other types of networks, such as dedicated access lines, plain ordinary telephone lines, satellite links, cellular data networks, or combinations thereof. In embodiments where the network710comprises the Internet, data communications may take place over the network710via an Internet communication protocol.

The network710may be, or include, any number of different types of communication networks such as, for example, a bus network, a short messaging service (SMS), a local area network (LAN), a wireless LAN (WLAN), a wide area network (WAN), a personal area network (PAN), the Internet, a P2P network, custom-designed communication or messaging protocols, and/or the like. The network710may include a combination of multiple networks. It should be appreciated that this diagram is merely an example, which should not unduly limit the scope of the claims.

Referring now toFIGS.8and9, a computer-implemented method800for detecting a vehicle hazardous condition is shown. In the illustrative embodiment, the method800is performed by a vehicle alert system (e.g.,730) of a vehicle (e.g.,720). In block802, the vehicle alert system730determines whether the vehicle720is in a potentially hazardous condition. In the illustrative embodiment, the vehicle alert system730determines a vehicle rollover based on orientation information (e.g., gyroscope data and acceleration data of the vehicle720) of the vehicle720, as indicated in block804. To do so, in block806, the vehicle alert system730may determine a rate of change in the vehicle orientation based on the orientation information and determine if the rate of change in the orientation of the vehicle720exceeds a rollover threshold value. For example, the vehicle alert system730may determine that the rate of change in the vehicle orientation exceeds the rollover threshold value if the vehicle720is rolling down a hill. The rollover threshold value may be selected anywhere between 100 degrees per second and 150 degrees per second.

Additionally, once the vehicle alert system730determines that the rate of change in the orientation of the vehicle720exceeds the rollover threshold value (e.g., 100°/s), the vehicle alert system730may start a timer to determine whether the rate of change in the orientation of the vehicle720continues to exceed the rollover threshold value for longer than a predetermined time period, as indicated in block808. For example, the vehicle alert system730may determine that the vehicle720is in a hazardous condition if the rate of change in the orientation of the vehicle720remains over 100 degrees per second for longer than 0.75 second.

In some embodiments, different rollover threshold values may be used to identify whether the vehicle720has rolled over sideways or pitched forward. For example, the vehicle alert system730may determine that the vehicle720has rolled over sideways based on the gyroscope data that measures the rate of rotation around the roll axis of the vehicle720. Additionally, the vehicle alert system730may determine that the vehicle720has pitched forward based on the gyroscope data that measures the rate of rotation around the pitch axis of the vehicle720. It should be appreciated that different rollover threshold values may be used to determine whether the vehicle720has rolled over sideways or pitched forward. Similarly, the vehicle alert system730may differentiate the vehicle being pitched forward from a short jump behavior by adjusting a rollover threshold value.

In some embodiments, the vehicle alert system730may further consider historical lateral acceleration data of the vehicle720when detecting the vehicle hazardous condition based on the rate of change in the orientation of the vehicle720. By doing to, the vehicle alert system730may be able to distinguish the vehicle rollovers from manual vehicle rotations. For example, the vehicle720may be rotated in an angle about the roll axis and/or pitch axis of the vehicle720during a vehicle service and repair. In such example, the vehicle alert system730may determine that the vehicle720is not in a hazardous condition even if the rate of change in the orientation of the vehicle720exceeds the rollover threshold if the historical lateral acceleration data of the vehicle720indicates that the vehicle720had no lateral movement immediately prior to the vehicle rollover is detected.

Additionally, or alternatively, the vehicle alert system730may detect a vehicle hazardous condition based on a z-axis acceleration value, as indicated in block810. The z-axis acceleration value of the vehicle720indicates a vehicle acceleration along a z-axis or yaw axis. To do so, in block812, the vehicle alert system730may determine if a z-axis acceleration value of the vehicle720exceeds a z-axis acceleration threshold value. Additionally, once the vehicle alert system730determines that the z-axis acceleration value of the vehicle720exceeds the z-axis acceleration threshold value, the vehicle alert system730may start a timer to determine whether the z-axis acceleration value continues to exceed the z-axis acceleration threshold value for longer than a predetermined time period, as indicated in block814.

For example, if the z-axis acceleration value of the vehicle720is between −1 to 0 g, indicating that the vehicle720is falling vertically downward, for longer than 10 seconds, the vehicle alert system730may determine that the vehicle720is in a hazardous condition (e.g., the vehicle720fell and has crashed). Likewise, if the z-axis acceleration value of the vehicle720is below 0.5 g for longer than 5 seconds, the vehicle alert system730determines that the vehicle720is in a hazardous condition. However, it should be appreciated that the threshold time period may be anywhere between 5 to 15 seconds, which allows the vehicle alert system730to distinguish the vehicle hazardous condition from a jump, which may last approximately around 3 seconds.

In some embodiments, the vehicle alert system730may further consider the historical lateral acceleration data of the vehicle720when detecting the vehicle hazardous condition based on the z-axis acceleration data. By doing to, the vehicle alert system730may be able to distinguish the vehicle free fall from manual vehicle movement along the z-axis. For example, the vehicle720may be raised or lowered about the z-axis or yew axis of the vehicle720during a vehicle service and repair. In such example, the vehicle alert system730may determine that the vehicle720is not in a hazardous condition even if the z-acceleration value of the vehicle720exceeds the z-axis acceleration threshold if the historical lateral acceleration data of the vehicle720indicates that the vehicle720had no lateral movement immediately prior to the vehicle free fall is detected.

Additionally, or alternatively, as indicated in block816, the vehicle alert system730may detect a vehicle hazardous condition based on a lateral acceleration value. For example, the vehicle alert system730may monitor the lateral acceleration value of the vehicle720throughout the ride and continually or periodically determine a change in the lateral acceleration value of the vehicle720. A sudden decrease in the lateral acceleration value may indicate that the vehicle720is in a hazardous condition.

In some embodiments, the vehicle720may include a three-axis accelerometer to provide an indicating of forces on the vehicle720during operation. Additional sensors may include a brake sensor, a throttle position sensor, a wheel speed sensor, and a gear selection sensor. In such embodiments, each of these sensors may have an output signal coupled to the vehicle alert system730. This may allow the vehicle alert system730to detect whether the vehicle720is upside down.

Additionally, or alternatively, the vehicle alert system730may detect a vehicle hazardous condition based on vehicle occupant sensor data collected by one or more occupant monitoring sensors (e.g.,760,770), as indicated in block818. As shown inFIG.7, the vehicle alert system730is communicatively coupled to the occupant monitoring sensor(s)760of the vehicle720and the external occupant monitoring sensor(s)770.

In the illustrative embodiment, the vehicle alert system730may receive a first set of vehicle occupant sensor data from the occupant monitoring sensors760of the vehicle720to determine a safety status of each of the occupants of the vehicle720. For example, the first set of vehicle occupant sensor data may include a seat pressure on each seat and/or a seat belt pressure on each occupant during the ride. In the illustrative embodiment, the vehicle alert system730may continually or periodically determine a number of occupants and a position of each occupant based on the seat pressure. For example, a sudden change in the seat pressure of at least one of the seats of the vehicle may indicate that the vehicle720is in a hazardous condition. Additionally, or alternatively, the vehicle alert system730may continually or periodically determine the changes in seat belt pressure on each occupant based on the seat belt pressure during the ride. For example, a sudden change in the seat belt pressure of at least one seat belt of the vehicle720may indicate that the vehicle720is in a hazardous condition.

Additionally, or alternatively, the vehicle alert system730may receive a second set of vehicle occupant sensor data from the external occupant monitoring sensors770and determine a safety status of each of the occupants of the vehicle720. As described above, the external occupant monitoring sensor770may be embodied as a helmet, a headset, a smart watch, a smart device, or any wearable or attachable device that the user may wear during the ride. For example, the second set of vehicle occupant sensor data may include position and orientation data, heart rate data, temperature data, and/or oxygen level data of the occupant. In the illustrative embodiment, the vehicle alert system730may continually or periodically determine changes in the head position and orientation, the heart rate, the temperature, and/or the oxygen level of the respective occupant during the ride based on the second set of vehicle occupant sensor data. If the second set of vehicle occupant sensor data indicates a sudden change in the position and/or orientation of the head of the occupant, the vehicle alert system730may determine that the vehicle720is in a hazardous condition. Additionally, or alternatively, if the second set of vehicle occupant sensor data indicates that the heart rate, the temperature, and/or the oxygen level of the respective occupant is outside of a respective predefined ideal range, the vehicle alert system730may determine that the vehicle720is in a hazardous condition.

Subsequently, if the vehicle alert system730determines that the vehicle720is not in a hazardous condition in block820, the method800loops back to block802to continue detecting a vehicle hazardous condition. If, however, the vehicle alert system730determines that the vehicle720is in a hazardous condition, the method800advances to block822, as shown inFIG.9.

In some embodiments, the vehicle alert system730may determine a severity level of the vehicle hazardous condition, as indicated in block822. As indicated in block824, the severity level of the vehicle hazardous condition may be determined based on the vehicle rollover rate. As discussed in block804, the vehicle rollover may be determined based on the rate of change in the orientation of the vehicle720. For example, if the vehicle rollover rate is over 100 degrees per second, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is low. If the vehicle rollover rate is over 120 degrees per second, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium. If the vehicle rollover rate is over 150 degrees per second, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high.

Additionally, or alternatively, in some embodiments, the vehicle alert system730may monitor and determine a rate of change in the gyroscope data over a predetermined time period once the vehicle rollover is detected. In other words, the vehicle alert system730determines how fast the orientation of the vehicle is changing after the vehicle rollover is detected. Additionally, or alternatively, the vehicle alert system730may monitor and determine how long the gyroscope data is changing after the vehicle rollover is detected. In other words, the vehicle alert system730determines how long the orientation of the vehicle continues to change after the vehicle rollover is detected. The vehicle alert system730may determine the severity level of the vehicle hazardous condition based on how fast and/or how long the orientation of the vehicle is changing.

Additionally, or alternatively, the vehicle alert system730may determine the severity of the vehicle hazardous condition based on the z-axis acceleration value, as indicated in block826. For example, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high if the z-axis acceleration value remains between −1 and 0 g for a first predetermined time period (e.g., longer than 10 seconds). Additionally, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium if the z-axis acceleration value remains between −1 and 0 g for a second predetermined time period (e.g., between 8 and 10 seconds). Lastly, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium if the z-axis acceleration value remains between −1 and 0 g for a third predetermined time period (e.g., between 5 and 8 seconds).

In another example, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high if the z-axis acceleration value is below 0.5 g for a first predetermined time period (e.g., longer than 10 seconds). Additionally, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium if the z-axis acceleration value is below 0.5 g for a second predetermined time period (e.g., between 8 and 10 seconds). Lastly, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium if the z-axis acceleration value is below 0.5 g for a third predetermined time period (e.g., between 5 and 8 seconds).

Additionally, or alternatively, the vehicle alert system730may determine the severity of the vehicle hazardous condition based on a rate of change in the lateral acceleration, as indicated in block828. As discussed above, the vehicle alert system730may monitor the lateral acceleration value of the vehicle720throughout the ride to continually or periodically determine a change in the lateral acceleration value of the vehicle720. A sudden decrease in the lateral acceleration may indicate that the vehicle720is in a hazardous condition. The vehicle alert system730may further determine the severity of the hazardous condition by comparing the rate of change in the lateral acceleration value over a predetermined time period to different threshold values. If the rate of change in the lateral acceleration value exceeds a first threshold, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is low. If the rate of change in the lateral acceleration value exceeds a second threshold, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is medium. Lastly, if the rate of change in the lateral acceleration value exceeds a third threshold, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high.

Additionally, or alternatively, the vehicle alert system730may determine the severity level of the vehicle hazardous condition based on the vehicle occupant sensor data (e.g., from the occupant monitoring sensor(s)760of the vehicle720and/or the external occupant monitoring sensor(s)770), as indicated in block830. As discussed above, the vehicle occupant sensor data may include the heart rate data, the temperature data, and/or the oxygen level data of the occupant of the vehicle720. In such embodiments, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high if the heart rate falls below a predefined threshold value and/or the rate of change in the heart rate drops or increases dramatically beyond the normal range. Additionally, or alternatively, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high if the temperature of the occupant is outside of the normal range and/or the rate of change in the temperature drops or increases beyond the normal range. Additionally, or alternatively, the vehicle alert system730may determine that the severity level of the vehicle hazardous condition is high if the oxygen level of the occupant is outside of the normal range and/or the rate of change in the oxygen level drops beyond the normal range.

Subsequently, in response to detecting the vehicle hazardous condition, the vehicle alert system730activates a distress mode of the vehicle720, as indicated in block832. To do so, in block834, the vehicle alert system730may transmit a distress signal to a remote device to contact an emergency contact (e.g., through a mobile device). In some embodiments, the vehicle alert system730may determine the emergency contact based on the severity level of the vehicle hazardous condition, as indicated in block836. It should be appreciated that the emergency contact for a different severity level may be customized by the user. For example, if the vehicle alert system730determines that the severity level of the vehicle hazardous condition is low, the vehicle alert system730may contact the vendor service (e.g., Polaris Service). If the vehicle alert system730determines that the severity level is medium, the vehicle alert system730may contact the “friends and family” indicated by the user. For example, vehicle alert systems730may contact other riders in a group that the user belongs to, such as the groups discussed in U.S. patent application Ser. No. 16/811,865, titled RECREATIONAL VEHICLE GROUP MANAGEMENT SYSTEM, the entire disclosure of which is expressly incorporated by reference herein. Lastly, if the vehicle alert system730determines that the severity level is high, the vehicle alert system730may contact the emergency service (e.g.,911).

Additionally, or alternatively, in block838, the vehicle alert system730may enable a rider ejection to eject the occupant(s) from the vehicle seat(s) in response to detecting the vehicle hazardous condition. For example, the vehicle alert system730may propel the seat(s) out of the vehicle720to rescue the occupant(s) of the seat(s) of the vehicle720if the vehicle alert system730determines that the vehicle hazardous condition is severe. In some embodiments, the ejection seat may deploy a parachute.

Additionally, or alternatively, once the vehicle hazardous condition is detected, the vehicle alert system730may enable a concussion detection to determine if one or more occupants of the vehicle720is conscious, as indicated in block840. For example, the vehicle alert system730may determine whether the user is conscious based on the vehicle occupant sensor data (e.g., the position, orientation, or movement of the head of the occupant, the heart rate, the temperature, and/or the oxygen level of the occupant).

Additionally, or alternatively, in block842, the vehicle alert system730may enable a SOS warning signal in response to detecting the vehicle hazardous condition. In some embodiments, the SOS warning signal may include visual SOS warning light that may be projected via the vehicle on boards lights (e.g., headlights, tail lights, and/or cabin lights). For example, the SOS warning light may have a unique light pattern as shown inFIG.10, which can be easily perceived by other people (e.g., riders of other vehicles) as a SOS signal. Additionally, or alternatively, in some embodiments, the vehicle alert system730may include audible SOS warning sound, which can be easily recognized by people other people (e.g., riders of other vehicles) as a SOS signal.

Additionally, or alternatively, in some embodiments, the vehicle alert system730may transmit a SOS warning signal to other vehicles that are in vicinity of the vehicle720notifying other riders that the vehicle720is in a hazardous condition and needs help. In such embodiments, an SOS icon indicator may be displayed on a display screen of the other vehicles in response to receiving the SOS warning signal. An exemplary SOS icon indicator includes a flashing icon and/or changing a color of an icon, such as from blue to red.

Additionally, or alternatively, in block844, the vehicle alert system730may enable a power saving mode in response to detecting the vehicle hazardous condition to keep the accessory power on as long as possible. For example, the accessory power may be needed to keep the vehicle alert system730running to continue transmitting the SOS warning signal.

Additionally, or alternatively, in response to detecting the vehicle hazardous condition, the vehicle alert system730may amplify a power level of a communication system of the vehicle720to increase the communication range of the vehicle alert system730, as indicated in block846. For example, the SOS warning signal may be broadcasted at a higher power compared to the regular vehicle-to-vehicle radio communications. The increase in the communication range allows the vehicle alert system730to communicate with a receiver (e.g., other vehicle) that is located at a further distance. In some embodiments, the SOS warning signal may be broadcasted using another frequency channel with amplified power that is different from the regular vehicle-to-vehicle radio communication channel.

Additionally, or alternatively, in block848, the vehicle alert system730may turn off the vehicle engine in response to detecting the vehicle hazardous condition. In some embodiments, the vehicle alert system730may determine the oil pressure when the vehicle hazardous condition is detected. If the vehicle alert system730determines that the oil pressure is outside of the ideal range (e.g., 25-65 PSI), the vehicle alert system730may transmit a signal to turn off the vehicle engine to protect it from being damaged. In some embodiments, the vehicle alert system730may automatically turn off the engine if the vehicle alert system730determines that the vehicle hazardous condition is severe. Additionally, or alternatively, in some embodiments, the vehicle may wirelessly receive command (e.g., via the TCU) to turn off the engine through a mobile device and/or a dongle (e.g., the dongle170).

As described above, the TCU is capable of waking up periodically while the vehicle is not running to communicate with other vehicles, a server (e.g., the cloud180), and/or remote devices (e.g., remote devices182). In some embodiments, the TCU may remain turned on while the rest of the vehicle is off. This allows the vehicle to continue to send a SOS message through a controller area network (CAN).

It should be appreciated that, in some embodiments, the user (e.g., an occupant, rider, driver, or passenger) of the vehicle720may manually disable the distress mode. It should also be appreciated that, in some embodiments, the user may customize which SOS features of the vehicle702to activate or enable when the vehicle hazardous condition is detected.

In some embodiments, the vehicle alert system730may choose to activate certain features of the distress mode of the vehicle720based on the type and/or the severity level of the vehicle hazardous condition. Additionally, or alternatively, in some embodiments, in response to determining that the vehicle is in a hazardous condition, the vehicle alert system730may cause one or more features of the distress mode of the vehicle720to be performed by a mobile device of the user and/or one or more wearable devices (e.g., the external occupant monitoring sensor770) of the user. As described above, the external occupant monitoring sensor770may be embodied as a helmet, a headset, a smart watch, a smart device, or any wearable or attachable device that the user may wear during the ride.

Additionally, or alternatively, in some embodiments, in response to the distress mode being activated, the vehicle alert system730may track the location of the user if the user exits the vehicle and may transmit an updated location of the user to an emergency contact (e.g., the vendor service, the emergency contact indicated by the user, other riders in the group that the user belongs to, or the emergency service) of the user. For example, the vehicle alert system730may determine that the user is moving away from the vehicle and track the location of the user based on a location of the mobile device of the user and/or a location of one or more wearable devices (e.g., the external occupant monitoring sensor770) of the user. In some embodiments, if the user exits the vehicle, the user may be tracked by one or more other vehicles in a group that the user belongs to and/or in proximity that have been alerted to the distress. In such embodiments, the location of the user may be displayed on a display of the other vehicle and/or a mobile device of a driver associated with the other vehicle.

Additionally, or alternatively, in some embodiments, when the vehicle alert system730determines that the user exited the vehicle after the distress mode is activated, the vehicle alert system730may relay communications to the mobile device of the user and/or one or more wearable devices (e.g., the external occupant monitoring sensor770) of the user. For example, if the vehicle alert system730determines that the user is moving away from the vehicle after the distress mode is activated, the vehicle alert system730may relay future communication with the emergency contact to the user's mobile device and/or the one or more wearable devices of the user.

The above specification, examples and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention resides in the claims hereinafter appended.