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Title:
COMMUNITY TRANSPORT SAFETY SYSTEM AND PROCEDURE FOR USE
Document Type and Number:
WIPO Patent Application WO/2020/031021
Kind Code:
A2
Abstract:
The subject of the invention is a community transport safety system that includes at least one safety device (1), transceiver unit (2), antenna (3), control unit (4), battery (7), accelerometer (10), and panic button (12); the transceiver unit (2) is included in the safety device (1); the antenna (3), the control unit (4), the battery (7), the accelerometer (10), and the panic button (12) is connected to the transceiver unit (2); the panic button (12) is also connected to the control unit (4). It is characterized in that the safety device (1) is also fitted with a gyroscope (9), a magnetometer (11), a sound signal unit (13) connected to a control unit (4), and a lighting unit (14) connected to the control unit (4), and the gyroscope (9) is connected to the control unit (4), and the accelerometer (10) is connected to the gyroscope (9) and the magnetometer (11). The subject of the invention also includes the procedure for using the system.

Inventors:
SÁSVÁRI CSABA (HU)
Application Number:
PCT/IB2019/056479
Publication Date:
February 13, 2020
Filing Date:
July 30, 2019
Export Citation:
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Assignee:
SASVARI CSABA (HU)
International Classes:
G08B25/01
Foreign References:
EP2940672A12015-11-04
EP1200480A12002-05-02
US5862503A1999-01-19
EP2679457A12014-01-01
Attorney, Agent or Firm:
PINTZ, Gyorgy (HU)
Download PDF:
Claims:
CLAIMS

1. A community transport safety system that includes at least one safety device (1), transceiver unit (2), antenna (3), control unit (4), battery (7), accelerometer (10), and panic button (12); the transceiver unit (2) is included in the safety device (1); the antenna (3), the control unit (4), the battery (7), the accelerometer (10), and the panic button (12) is connected to the transceiver unit (2); the panic button (12) is also connected to the control unit (4); characterized in that the safety device (1) is also fitted with a gyroscope (9), a magnetometer (11), a sound signal unit (13) connected to a control unit (4), and a lighting unit (14) connected to the control unit (4); and the gyroscope (9) is connected to the control unit (4), and the accelerometer (10) is connected to the gyroscope (9) and the magnetometer (11).

2. The system according to claim 1, characterized in that it includes at least two safety devices (1) that are in wireless connection with each other.

3. The system according to claim 1 or 2, characterized in that a signal device (19) is assigned to multiple safety devices (1), and the signal device (19) is in wireless connection with all safety devices (1) located within the action radius (18) of the signal device (19).

4. Any of the systems according to claims 1 to 3, characterized in that the safety device (1) is built into a vehicle (15) and/or onto a vehicle (15) and/or into a protective gear and/or onto a protective gear.

5. Any of the systems according to claims 1 to 4, characterized in that an airbag sensor (16) connected to the control unit (4) and/or an emergency signal switch (17) connected to the control unit (4) and/or a special light signal switch (20) connected to the control unit (4) is assigned to the safety device (1).

6. Any of the systems according to claims 1 to 5, characterized in that the safety device (1) is fitted with a memory unit (5) and/or a regulator (6) and/or a temperature sensor (8), and the memory unit (5) is connected to the control unit (4), and the regulator (6) and the temperature sensor (8) is connected to the control unit (4) and the battery (7).

7. Procedure for using the system according to claim 1, characterized in that, when signalling is necessary, the control unit (4) is notified using the panic button (12) and/or the gyroscope (9) and/or the accelerometer (10) and/or the magnetometer (11) of the safety device (1), and then the control unit (4) sends a signal to the transceiver unit (2), the sound signal unit (13), and the lighting unit (14).

8. The procedure according to claim 7, characterized in that the system is equipped with at least two safety devices (1), so that one of the safety devices (1) sends a signal to the other safety device (1) within the action radius (18) of the safety device (1) through the transceiver unit (2) when instructed by the control unit (4), and the other safety device (1) receives the signal through the transceiver unit (2), and both the safety devices (1) sending and receiving the signal produce a sound signal through the sound signal unit (13) and a light signal through the lighting unit (14).

9. The procedure according to claim 7 or 8, characterized in that the system is equipped with at least one signal device (19), and the signal device (19) sends signals to all safety devices (1) within the action radius (18) of the signal device (19).

10. Any of the procedures according to claims 7 to 9, characterized in that a connection is established between a safety device (1) and a safety device (1) and/or signal device (19) using radio frequencies.

11. Any of the procedures according to claims 7 to 10, characterized in that the action radius (18) of the safety device (1) and/or signal device (19) is adjusted to speed, so that larger action radius (18) is used for faster vehicles (15), and smaller action radius (18) is used for slower vehicles (15).

Description:
Community transport safety system and procedure for use

The subject of the invention is a community transport safety system that includes at least one safety device, where the safety device is fitted with a transceiver unit, an antenna connected to the transceiver unit, a control unit, a battery, an accelerometer, and a panic button connected to the control unit. The subject of the invention also includes the procedure for using the system.

As advancement in technology becomes more and more apparent in transport, it increasingly demands collective collaboration from participants in the transport process. A large number of accidents occurs because participants in the flow of transport fail to exercise adequate care and diligence; preventing and/or reducing the number of road accidents attributable to such reasons is in our common interest. Prevention is important for every person, including pedestrians and other persons travelling by vehicles, aircrafts, vessels, track-based vehicles or any other means of transport. Many persons are seeking solutions to improve transport safety, and the state of the art includes the following solutions.

European patent document No EP2940672 Al describes an intra-vehicle radio-communication system that facilitates the efficient transmission of information, detected emergency situations, and emergency signals detected, possibly automatically, by in-transport vehicles and persons toward other nearby actors and even the authorities possibly. The described information transmission protocol presents the adaptive functioning of data storage and data transmission speed characteristics. Also, as shown on Figure 3, the invention uses phone broadcasting nodes, which are not required by our present invention.

Patent description No P 1200480 describes a solution aimed at reducing the number of accidents at railway crossings. According to that invention, a rail-mounted axis counting unit is installed at the railway crossing, so that its signal is verified and used at the train traffic centre to inform vehicle drivers about the approaching train using TMC (Traffic Message Channel). A disadvantage of the invention is that it may not be installed in a railway crossing unless it is fitted with an electronic signalling system. This means that safety may not be improved this way at crossings without a signalling system. Another fact is that some people tend to ignore railway traffic lights. A long and monotonous drive may make drivers less receptive toward various signs and signals, and it may make drivers less capable of responding to events. Another advantage of the above patented solution is that communication and cooperation with the train traffic centre depends on the equipment installed on the vehicles in traffic and on the use of the TMC system. On the contrary, the signalling system used by this invention signals the actual arrival of trains, and it is independent from any railway traffic light, centre, radio, or TMC system. The on-board train system signals even if an on-road actor approaches the railway crossing on a dirt road. Naturally, the various speeds of trains are taken into consideration, as trains may travel at different speeds on an open track or in an urban area. Trams, suburban trains, and underground trains may travel at different speeds as well. The warning system of our present solution may be used independently from the equipment available at the given vehicle.

US patent description No US5862503 describes a deceleration meter that monitors changes in hydraulic pressure (similarly to ABS) and is capable of interfering accordingly. It may be used in vehicles that have axes and wheels. However, our present invention does not require any axis or wheel to be connected directly. According to the US invention, other vehicles are in contact with each other; this is also supported by the fact that the word“communicate” is used in the description only once, and even than it is used as reference to the communication between the break and the engine.

European patent description No EP2679457A1 specifically mentions a braking system. Our present invention describes a signalling system, not a braking system. In some situations, an accident may be prevented more efficiently by accelerating the vehicle concerned. This means that the solution described in the European patent document applies to one’s own vehicle only, as, unlike our present invention, it does not involve any communication with other vehicles / in-traffic participants.

Solutions are known that use both WWAN and WLAN communication interfaces simultaneously, where WLAN connections are also capable of communicating in a multi-hop configuration. The document provides an overview of the aspects of developing a Prediction Based Routing protocol intended for moving vehicles in packet-switched communication.

New vehicles are often equipped with on-board assistance calling units, which transmit information on an accident, such as GPS coordinates, time of accident, number of passengers, and vehicle ID, through a mobile phone connected via Bluetooth or a separate device with its own SIM card. If the vehicle detects a collision, the airbags are usually deployed, and an emergency message it sent by the system to a pre-set assistance calling number. The system may also be activated manually by an injured person by pressing a single button, thereby facilitating and speeding up the process of requesting assistance. A disadvantage of this solution is that the driver cannot press the emergency button if he or she is unconscious or unable to move, while it would be advantageous to reduce the probability of subsequent accidents by preventing the following vehicle from having another accident by, for example, using an emergency point warning the accident site. Another disadvantage is that mobile network coverage and availability is affected by certain limitations.

Passive safety systems and devices (that work independently from passengers) provide protection when an accident occurs, and they may help avoid or limit the extent of injuries as much as possible. When designing a vehicle, efforts must be made to ensure that personal injuries remain as limited as possible, should an accident occur where the driver and passengers of the vehicle are only passively involved. Such systems include, for example, energy absorption fenders and chassis components, safety seats with headrest, embedded door handles and locks, steering column that moves when hit, airbag (pillow) that inflates when hit etc. Active protective systems (that require passenger interaction) include devices, tools, technical solutions, and rules of behaviour that help avoid accidents and/or damages to the vehicle. Vehicles must be designed to reduce the likelihood of accidents, assist drivers in solving critical situations, and use technical solutions that work according to the drivers’ intentions. The active safety of a vehicle means the totality of such capabilities. Such components also have a role in avoiding accidents. Active safety measures include, for example, devices that increase usability and stability, servo brakes, brake power regulators, multi-plate braking systems, heating and cooling the passenger compartment, advanced lighting and signalling devices, anti -lock braking system (ABS), anti-slip regulation (ASR), electronic stability program (ESP), active headrest etc. However, passive and active protective measures are only triggered automatically when an emergency situation actually occurs. The extended accident prevention capabilities of such systems seem doubtful, as they typically serve to protect the persons affected in a given situation. They do not provide information concerning the event. Another disadvantage is that the available functions depend on the equipment installed in the vehicle typically during manufacturing.

There are numerous solutions that indicate sources of danger on roads, including in particular various signs, posts, and light signalling devices. An advantage of such solutions is that they are detected only visually, or possible with the assistance of light signals. It is not by chance that weary and exhausted drivers tend to hit obstacles even when they are indicated by signs, or run into open manholes, damaged roadside bars, or other indicated obstacles. For this reason, a new solution is needed to indicate sources of danger on the road, which can be installed quickly and easily, and which is capable of warning approaching travellers immediately and from as long a distance as possible. The known solutions tend to seek to improve the safety of certain specific areas, while none of those systems seem to operate in a collective manner so that it would cover a large area and offer comprehensive protection. Generally, the main task is to improve all areas collectively and to achieve the improvement of traffic safety. Also, to extend and make safety available during the daily life of all persons.

The purpose of the invention is to eliminate the shortfalls of known solutions and to implement a system and a procedure where the devices connected to the system are capable of producing emergency signals that can be detected by nearby travellers (vehicles, various means of transport and/or pedestrians), thereby avoiding accidents and helping those in distress to warn other drivers. The purpose of the invention is also to push on-road travellers beyond their comfort zone and to provide an emergency signal to nearby travellers that can be received without human interaction and regardless to the equipment (e.g. airbag) installed on such vehicles. Another purpose is to implement a stand-alone safety system that can be installed in vehicles or various helmets, even after purchase. Another purpose is to supplement the system with signal devices that can send warning signals concerning road obstacles, railroad crossings, and other dangerous areas or sources of danger to approaching safety devices.

The inventive step is based on the recognition that an invention, which is more advantageous than the previous ones, may be created by implementing the system according to claim 1. This recognition also makes it possible to have the devices connected to the system transmit emergency signals, as light and sound signals, independently and without human interaction to persons and travellers close to the accident site.

In line with the desired purpose, the most general implementation form of the solution according to the invention may be realized according to claim 1. The most general form of the application procedure is described in claim 7. The various implementation forms are described in the dependent claims.

Generally, the subject of the invention is a community transport safety system that includes at least one safety device, where the safety device is fitted with a transceiver unit, an antenna connected to the transceiver unit, a control unit, a battery, an accelerometer, and a panic button connected to the control unit. A distinctive feature of the invention is that the safety device is also fitted with a gyroscope, a magnetometer, a sound signal unit connected to a control unit, and a lighting unit connected to the control unit, and the gyroscope is connected to the control unit, and the accelerometer is connected to the gyroscope and the magnetometer. In another implementation form, it includes at least two safety devices that are in wireless connection with each other.

In another implementation form, a signal device is assigned to multiple safety devices, and the signal device is in wireless connection with all safety devices located within the action radius of the signal device.

In another implementation form, the safety device built into or onto a vehicle and/or protective gear.

In another implementation form, an airbag sensor connected to the control unit and/or an emergency signal switch connected to the control unit and/or a special light signal switch connected to the control unit is assigned to the safety device.

In another implementation form, the safety device is fitted with a memory unit and/or a regulator and/or a temperature sensor, and the memory unit is connected to the control unit, and the regulator and the temperature sensor is connected to the control unit and the battery.

A distinctive feature of the general use of the invention is that, when signalling is necessary, the control unit is notified using the panic button and/or the gyroscope and/or the accelerometer and/or the magnetometer of the safety device, and then the control unit sends a signal to the transceiver unit, the sound signal unit, and the lighting unit.

Another distinctive feature of the procedure may be that the system is equipped with at least two safety devices, so that one of the safety devices sends a signal to the other safety device within the action radius of the safety device through the transceiver unit when instructed by the control unit, and the other safety device receives the signal through the transceiver unit, and both the safety devices sending and receiving the signal produce a sound signal through the sound signal unit and a light signal through the lighting unit.

Another distinctive feature of the procedure may be that the system is equipped with at least one signal device, and the signal device sends signals to all safety devices within the action radius of the signal device.

Another distinctive feature of the procedure may be that a connection is established between a safety device and a safety device and/or signal device using radio frequencies.

Another distinctive feature of the procedure may be that the action radius of the safety device and/or signal device is adjusted to speed, so that larger action radius is used for faster vehicles, and smaller action radius is used for slower vehicles.

The invention is presented in more detail using a drawing of a possible implementation form. On the attached drawings, Figure 1 shows the connection layout of the system,

Figure 2 shows the connection layout of the safety device,

Figure 3 shows a spatial drawing of the functioning and signalling safety device,

Figure 4 shows a spatial drawing of the signal device and the approaching safety device, Figure 5 shows a spatial drawing of the system consisting of signal devices and safety devices,

Figure 6 shows a spatial drawing of vehicles fitted with safety devices,

Figure 7 shows a spatial drawing of pedestrians and road vehicles moving in an urban environment, and

Figure 8 shows a roadblock situation.

Figure 1 shows the schematic connection layout of the system. In this implementation form, the system consists of eight safety devices 1 and one signal device 19, so that two of the safety devices 1 are installed in vehicles 15. The safety devices 1 may be used by pedestrians, fitted in vehicles or means of transport, or fitted in a helmet. A helmet may be a crash-helmet used for sports or a labour safety helmet. The figure also shows the action radius 18 around the vehicles 15 and the signal device 19, which indicate the radius of the active and signalling safety devices 1 and signal devices 19. The signal does not reach any safety device 1 beyond the action radius 18, meaning that those are switched on but inactive, waiting for a signal in standby mode. The safety device 1 may even be a mobile phone or an application installed on a mobile phone.

Figure 2 shows the structure of the safety device 1 and the theoretical connection layout of its components. The safety device 1 sends and receives signals and generates radio signals through the antenna 3 using the built-in transceiver unit 2. The antenna 3 is suitable for bidirectional communication, typically it uses radio signals to communicate with other safety devices 1 through their antenna 3 or a signal device. The figure shows that the transceiver unit 2 is connected to the control unit 4, which is an operating and processing unit, a processor, that implements the functions of the safety device 1. The memory unit 5, regulator 6, temperature sensor 8, gyroscope 9, panic button 12, sound signal unit 13, lighting unit 14, airbag sensor 16, and emergency signal switch 17 is connected to the control unit 4. The memory unit 5 stores numeric data, events, and sensor data provided by the safety device 1 and the signal devices. When instructed by the control unit 4, the sound signal unit 13 and the lighting unit 14 send signals that warn about a danger and break monotony. The sound signal unit 13 emits sound signals that are different from the ambient noises; if built into a vehicle, the warning may be noticed by reducing the volume / muting the musical sound devices built into the vehicle simultaneously, or even without doing so. A battery 7 is connected to the regulator 6 shown on Figure 2 for supplying power. The battery 7 is suitably a battery, and it emits a light signal when running low. An accelerometer 10 is connected to the gyroscope 9, and it provides data for the gyroscope 9 continuously. Suitably, the gyroscope 9 is a known gyroscope with three axes; it makes the speed of the vehicle predictable, thereby allowing for the calculation of the emergency signal action radius. Using a gyroscope 9 makes it unnecessary to use, among others, GPS, satellites, mobile systems, dispatchers, or vehicle electronics. The gyroscope 9 is capable of initiating an emergency signal after unexpected and extreme acceleration or deceleration within a short period, thereby informing the environment about any injury. The accelerometer 10 is accompanied by another component, a magnetometer 11, which is in continuous data communication with the gyroscope 9 and the accelerometer 10. A temperature sensor 8 is connected to the battery 7, and it measures and monitors and temperature of the battery 7 and the environment. The temperature sensor 8, the gyroscope 9, and the accelerometer 10 provide data continuously, and they alarm the control unit 4 without delay when any inacceptable data is recorded, e.g. unexpected deceleration, accident, tipping over, entering a ditch etc. When receiving such an alarm, the safety device 1 can send a signal automatically to other safety devices 1 within its action radius; the signalling process may also be started by pressing the panic button 12, but it will not be completed unless confirmation is provided to the control unit 4 by sensor signals suggesting an accident. Where a safety device 1 is built into a vehicle, it may also optionally be connected to the built-in display of the vehicle, the airbag sensor 16, the emergency signal switch 17, the special light signal switch 20, the onboard computer 21, and the battery belonging to the standard electric system of the vehicle. The onboard computer 21 may also be the built-in display of the vehicle. The airbag sensor 16 activates the sound signal unit 13 and the lighting unit 14 through the control unit 4 automatically when the airbag is deployed, and the safety device 1 may start signalling through the control unit 4 if it detects an accident through the airbag sensor 16. The emergency signal switch 17 is connected to the built- in emergency warning light system of the vehicle, so that it can turn on the warning lights and transmit an emergency signal if the vehicle breaks down and/or an accident occurs.

Figure 3 shows a spatial drawing of the functioning and signalling safety device 1. From among the safety devices 1 shown on this figure, one is located in a vehicle 15, and another one is mounted onto a helmet or bicycle. While in active operation, the safety device 1 emits signals within its action radius 18, so that the safety device 1 located in the vehicle 15 within its action radius 18 receives the signal from the other safety device 1, so that the driver receives information on the nearby hazards. The driver also receives light and sound warnings, so that he can prepare for the approaching danger. The safety device 1 begins sending signals within its action radius 18, if the safety device 1 detects any danger through a built-in sensor (e.g. unexpected deceleration, change in direction, turning over), or if the panic button, which is not indicated on this figure, is activated. In such a situation, the safety device 1 is activated and sends signals to other safety devices 1 within its vicinity, so that the other devices begin to emit sound and light signals. Active operation also means when a safety device 1 emits or detects signals from another safety device 1. One must stay within the action radius 18 of a signalling safety device 1 to receive its signal. During inactive operation, a safety device 1 does not emit or receive any signal to or from its vicinity, but it is always ready to receive such a signal.

Figure 4 shows a signal device 19 and safety devices 1 mounted onto approaching cyclists or bicycles. In this example, the safety devices 1 may also be located in helmets or vehicles 15. The signal device 19 emits a signal within the action radius 18. Safety devices 1 that are within the action radius 18 become active and are notified about the existence of the signal device 19, so that the cyclists can avoid crashing into the obstacle. Any dangerous area, such as a gap, roadwork station, or railway crossing, may be equipped with a signal device 19. However, safety devices 1 beyond the action radius 18 remain in inactive operation, meaning that they do not receive signals from the signal device 19 until they enter the action radius 18. The active and inactive modes of operation of a safety device 1 depends on whether it is located within or outside the action radius 18. The safety device 1 itself is in operation continuously, regardless to whether it is located within or outside the action radius 18. The action radius 18 may be set so that it sends signals to approaching safety devices 1 only, but it does not send signals to devices that are moving away, and it may take into account the direction of movement as well.

Figure 5 shows a spatial drawing of a system consisting of signal devices 19 and safety devices 1. The signal devices 19 shown on Figure 5 (in this example, marks indicating the edge of a gap or track) emit signals within the action radius 18. The active safety devices 1 within the action radius 18 detect the signal device 19 and become informed of its presence. However, safety devices 1 that do not receive signals from the signal device 19 remain in inactive operation. The safety devices 1 may also detect signals emitted by other safety devices 1, if a safety device 1 is emitting signals within their action radius 18. In this example, the safety devices 1 are built into helmets and protect sportsmen. It is important that the size of the action radius 18 is not fixed, and it may change according to the speed of vehicles, pedestrians, sportsmen, or workers, i.e. the person/device transporting the safety device. The action radius 18 may also be pre-set during manufacturing, pursuant to the use or application of the system.

Figure 6 shows gives an example that a safety device 1 may emit signals even without an emergency, for example when the vehicle 15 is a train and it emits signals to other vehicles 15 while traveling its normal course, so that others may move with increased safety while approaching the rails or if the railway gates are broken. In such a situation, the action radius 18 increases as the train moves faster and faster, meaning that the source of danger, i.e. the approaching train, may be detected by other vehicles 15 with safety devices 1 from a greater distance. The figure shows that older and slower trains have a smaller action radius 18 than more modern and high-speed trains. Using the system may also be of great importance in situations where a railroad crossing is (yet) to be constructed, and a gate or light signal has not been installed.

Figure 7 shows an urban area, so that a versatile use of the safety device 1 may be observed. The safety devices 1 may warn pedestrians about the dangers posed by vehicles 15 (e.g. tram and bus on the drawing) in transport. Mounting a safety device 1 on school buses is of utmost importance. The figure shows the action radius 18 of the safety device 1 located on the moving tram. In the situation shown, at the crossing of a public road and a pedestrian street, the safety device 1 located on the tram operates in an active and continuous, i.e. signalling mode. As other vehicles 15 (e.g. school bus) or pedestrians moving around and equipped with a safety device 1 enter into its action radius 18, they receive a signal, so that they may prepare for the danger posed by the approaching means of transport (a tram on the drawing). Typically, pedestrians do not emit any signal, they usually operate in an inactive, i.e. receiving mode. They switch to active mode normally if an injury or accident occurs (the accelerometer 10, which is not shown on this drawing, serves this purpose).

Figure 8 shows a situation that occurs during roadworks, where an excavator may be equipped with a safety device 1. This way, vehicles 15 entering the action radius 18 of the excavator can be informed that deceleration is required due to the narrowing of the road. It is shown that the signal device 19 may even be a possibly temporary road sign or deviation sign. Another kind of signal device 19 shown on the drawing is a post indicating the height of a tunnel or bridge, and its action radius 18 is also indicated. This way, our invention may provide a solution for issuing warnings about dangerous heights, and no known solution can do the same. In such a situation, the action radius 18 is set so that the warning is given before reaching the bridge or tunnel, so that a possible oversized vehicle can turn around in time. The signal device 19 only sends signals, while a safety device 1 is capable of both sending and receiving signals. In the situation shown on the drawing, the safety device 1 of the excavator sends signals, while the safety devices 1 of the approaching cars receive the signals.

In the course of using the invention and according to the desired outcome, safety devices 1 are mounted on vehicles 15 and/or helmets, and possibly pedestrians and sportsmen carry their safety devices 1. Signal devices 19 are placed at dangerous areas, marks, transmission towers, high-voltage cables, railroad crossings, roadblocks, or any other section, which are also capable of sending signals. The traffic safety system includes at least one safety device 1, but it normally includes more than one pieces, as well as any number of signal devices 19, which are in wireless connection with each other. Communication is affected using radio signals normally. Safety devices 1 and signal devices 19 are capable of sending signals to other safety devices 1 within the system. Signals are received by safety devices 1 that are located within the action radius 18. Safety devices 1 beyond the action radius 18 are operating in inactive standby mode. If a safety device 1 within the action radius 18 receives a signal, it emits sound and light signals through the sound signal unit 13 and the lighting unit 14, thereby warning the user of the safety device 1, who may be, as noted above, a driver, sportsman, pedestrian, worker, passenger etc. The safety device 1 emitting the signal also emits sound and light signals using its own sound signal unit 13 and lighting unit 14, thereby making it clear that it is emitting a signal. In exceptional situations, the emission of a signal may also begin by turning on an emergency warning light or special light signal. A safety device 1 may begin to emit signals in two ways; first, in response to the panic button 12 being pressed, or second, automatically in response to signals received from built-in or other sensors. The built-in gyroscope 9, accelerometer 10, and magnetometer 11 of the safety device 1 detect direction, speed, and acceleration continuously, and they detect any abnormal speed or direction of movement. If an abnormal or extreme value is measured (e.g. unexpected deceleration, stop, turning over etc.), the signal the control unit 4 immediately, and it contacts the sound signal unit 13 and the lighting unit 14, as well as other nearby safety devices 1 through the transceiver unit 2, so that they begin to emit sound and light signals. When the panic button 12 is pressed, it also alerts the control unit 4. Safety devices 1 approaching a signal device 19 also emit sound and light signals. It is also important to detect vehicles that move at high or low speed. The paths of track-based vehicles also tend to cross the path of others moving on road, by foot, or in a pedestrian street on multiple occasions. Increasing or reducing the size of the action radius 18 may facilitate detecting the danger and taking the necessary action, i.e. slow down, stop, or avoid as necessary, in due time. This means that the action radius 18 may be scaled according to speed. A vehicle 15 moving at high speed is capable of detecting a safety device 1 or signal device 19 earlier and from a greater distance.

The system described above has numerous advantages. An advantage of the device forming part of the system is that it informs travellers in advance about recorded accident sites and various sources of danger, meaning that it increases safety. It may be used by those travelling on road, as well as other a track-based vehicles, vessels, aircrafts, sportsmen, or even pedestrians. An advantage is that an emergency signal may be triggered by pressing the panic button or during automatic operation, meaning that the device emits signals even after a major accident, when the injured person is unable to press the panic button. In such a situation, the various built-in sensors of the safety device detect the changed circumstances. For example, the accelerometer monitors and detects unexpected acceleration and deceleration, and it autonomously activates the emergency signalling capability of the device. An important advantage is that the invention is capable of raising collective awareness and increasing attention in all travellers participating in traffic. As for aircrafts, it may provide cheap but efficient early emergency warning, for example, for gliders, hot-air balloons, hang-gliders, and paragliders. Any item or object may be marked, if it might pose a danger to flying object in the vicinity of a busy air corridor. Such sources of danger might include, for example, electric cables, chimneys, rocks, antennae, or any other protruding object of extreme height that might get in the path of flying objects. For vessels, it might be an advantage that the invention can give early warnings of sources of danger that are several kilometres away, even if visibility is poor (e.g. fog). Such sources of danger might include, for example, floating obstacles, piers, ports, mining or research equipment, marks, shelfs, atolls, reefs etc. Another advantage is that using the invention may reduce the number of accidents and damaging events that are attributable to negligence or not paying adequate attention. The invention may make pedestrians listening to music pay more attention to their close environments, for example it might stop the music for one or two seconds when a tram is approaching. In addition to the driver and passengers of given vehicles, the invention may also protect indirectly affected persons who might not be present at an accident site, but whose health or financial situation may be affected by the accident. The system may also improve the safety of unforeseeable road sections and railway crossings, warn about vehicles that block traffic because of a flat tyre, and warn about the possible increase of braking distance. An advantage is that its operation is automatic and independent from human interaction, and another advantage is that it is independent from the technical equipment available on a vehicle or other means of transport. It may also be installed on any vehicle after manufacturing, regardless to the technical structure, condition, or age of the vehicle concerned. It might be extremely advantageous for school buses. It may be easily installed during the manufacturing and/or purchase of a new vehicle; in such a situation, only pieces of software need to be installed, and the vehicle’s built-in display issues and provides the emergency signal. Another advantage is its independence (it does not depend on the functions of any other system), adaptability (track-based and other means of transport, pedestrian protection etc.), and usability in personal protective gear (crash-helmet, labour safety helmet, safety belt, protective clothing etc.). Integration in crash-helmets, bicycle helmets, and labour safety helmets may constitute a considerable advancement in the active broadcasting of emergency signals in case of an accident. For example, a railway worker is exposed to considerable noise at work, and he is unlikely not notice an approaching train; however, a device integrated in a helmet may warn the wearer through light and sound signals about the approaching danger. An economic advantage is the price of the device, which is suitably capped at the cost of filling up the tank of a normal personal vehicle to half, so that our invention may reach a wide range of users. Another advantage is that a device or even an entire system does not require any GPS system, mobile phone network, personal onboard computer, Internet connection, or central dispatcher, as such may not be available in all means of transport, and not all vehicles may be fitted to use/handle such functions. The absence of a dispatcher service also guarantees immediate functioning.

The field of application of the invention is transport and road safety in particular.

In addition to the above examples, the invention can be implemented in other forms and with other manufacturing processes within the scope of protection.