BACKGROUND OF THE INVENTION

The present invention has the object of providing a structure for personal protection, driving assistance and signalling, particularly for motor applications.

The present invention relates in particular to a helmet equipped with elec tronic auxiliary equipment having various functions.

The protection structure is particularly designed for use on a motorcycle but may also advantageously be used in other areas, both sporting and profes sional.

There are well-known protective helmets with various functions.

For example, WO2017/153708 describes a device for use with a cyclist's helmet. The device includes a portable electronic processing device, one or more sensors, a wearable accessory having one or more electrically operated func tions, a software application installed on the electronic processing device and wireless means for wireless signal transfer between the portable electronic pro cessing device and the accessory worn by the cyclist; the software application configures the electronic processing device to process the sensor data received from the sensors and generate and transmit control signals in wireless mode to the accessory for controlling electrically operated functions.

US10086894B2 describes a system for creating signal lights for vehicles, in particular brake lights for a bicycle or motorcycle. The system may include at least one warning light, a gyroscopic sensor, an accelerometer, a power supply and a signal processing unit that receives input from the gyroscopic sensor and the accelerometer and activates a warning light based on sensor inputs. Various algorithmic functions and other features can also be included in the system to make detection more effective and make the system usable for a variety of dif ferent vehicle applications.

None of the above-mentioned devices in the known art describes a device fitted with a "driving assistant" according to the meaning of the present invention.

SUMMARY OF THE INVENTION

The object of the present invention is to provide a road helmet with posi tion lights and turning, stopping and emergency signals.

The manner in which the indicators are arranged is of the approved type, with orange portions at the sides and red in the middle.

The technology uses LEDs with fades and frames that, when appropriate ly timed, allow depth effects.

This enables not only braking but also acceleration and deceleration to be signaled.

The structure includes electronic devices that, together with a smartphone and software, make it possible for signals to be given on the road independently, without action by the driver.

The structure which is the object of the present invention is advantageous ly equipped with a driving assistant.

In the context of these functions, an important object of the invention is to provide a structure that, because of its special construction characteristics, is able to ensure the greatest reliability and safety in use.

This and other objects, which will be more apparent below, are fulfilled through a structure for personal protection, driving assistance and signalling, characterized in that it comprises at least: a personal protection device incorpo rating road signals for vehicles in traffic, sensors comprising at least one accel erometer, and a control unit; a smartphone with a dedicated application; one or more user devices; one or more vehicle devices; a wireless transmitter; a driving assistant; said user devices comprising at least one gyroscope and being config ured to be worn by a user; said vehicle devices including a gyroscope and means of attachment to a vehicle; said wireless transmitter being connected to the vehicle control unit and transmitting via short-range radio frequency; when driving, said structure indicates braking, acceleration and deceleration of the ve- hide; wherein said strudure independently adivates said signals while driving, without action by the driver.

BRIEF DESCRIPTION OF THE DRAWINGS

Further characteristics and advantages of the present invention will be more apparent from an examination of the following detailed description of a pre ferred, though not exclusive, embodiment of the invention, illustrated by way of non-limiting example in the attached drawings, in which:

Figure 1 illustrates the components of the personal protection structure, particularly for motor application, according to the present invention;

Figure 2 is a schematic view of the components of the personal protection structure;

Figure 3 is a schematic view of the front portion of the helmet;

Figure 4 is a schematic view of the rear portion of the helmet;

Figure 5 schematically illustrates the electronic components of the struc ture;

Figure 6 is a schematic front view of the helmet showing the shape of the padding;

Figure 7 schematically illustrates the display;

Figure 8 schematically illustrates an embodiment of the structure in a re duced configuration;

Figure 9 schematically illustrates an embodiment of the structure in a jacket configuration.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

With particular reference to the numerical symbols in the above figures, the personal protection structure according to the invention, indicated globally by the reference number 1 , comprises:

- a helmet 2 comprising front/rear signalling devices, electronic devices and related software;

- a smartphone 3 with a dedicated application;

- one or more user devices 4;

- one or more vehicle devices 5;

- a wireless transmitter 6;

- a battery charger cable 7;

- a battery charger base 8.

The smartphone application adjusts the sensors, configures settings, and customizes the behavior of the driving assistant, as described in detail below.

The user devices comprise at least one gyroscope and have a clip for at tachment to clothing.

The vehicle devices comprise a gyroscope and attachment means, such as a magnet, to attach them to the tank and/or frame of the motorcycle.

The wireless transmitter connects to the vehicle control unit via a CANbus, LIN, etc. interface and transmits via Wi-Fi, Bluetooth, etc.

The front part of helmet 2 has LED standard signals 9, advantageously consisting of a reduced version of the rear signals, comprising a red central block and two orange side blocks. The dimensions of these signals are proportionate so as not to disturb the view of those driving in the opposite direction.

The front of helmet 2 also comprises a white LED 10, with a flash function for cameras and high beam for emergencies, and a display 11 , to be applied to the inner visor of the helmet, in such a position as to be functional and not an noying. Its operation will be described in detail below.

The helmet also includes loudspeakers 12, inserted in the padding, which enable listening to music from the smartphone, communication with the helmet of a passenger or a traveler nearby, and detecting the driving assistant signals.

The helmet also comprises a microphone 13, a sun visor 14, a normal vi sor 15, a camera 16, a vision sensor 17, a breath analyzer and function buttons.

The vision sensor 17 comprises an infrared LED that allows night vision and the processing of detected images.

The back of helmet 2 includes a central red LED 18, a left orange LED 19, a right orange LED 20, a photovoltaic panel or fabric 21 , a battery charger con nector 22, a white LED 23 and an external microphone.

The white LED 23 has a flashing function for cameras and a high beam function for emergencies.

The back of helmet 2 also comprises a camera 24 and a vision sensor 25 comprising an infrared LED allowing night vision and the processing of detected images.

Advantageously the helmet incorporates a type of signals approved for vehicles on the road.

The signals are surrounded by frames which by illuminating in sequence and fading can create transition effects simulating getting closer or farther apart.

Thanks to an accelerometer, the structure enables both braking and ac celeration to be signalled.

Figure 5 schematically illustrates the electronic components of the struc ture, which include:

- a micro-controller 26, for processing data detected by sensors and acti vating instruments;

- a sonar (and/or radar) 27, for detecting objects in the surroundings; this device is optional;

- triaxial gyroscopes 28, suitably positioned inside the helmet 2, in the us er devices 4 and in the vehicle devices 5;

- triaxial accelerometers 29, arranged in the helmet 2 and in the vehicle devices 5, which enable the intensity of acceleration and deceleration/braking to be measured;

- impact sensors 30, for detecting impacts on the helmet 2;

- a GPS device 31 , to communicate the position of the helmet in case of theft or loss;

- a wireless connection 32;

- batteries 33;

- tilt sensors 34, used to adjust the values of accelerometers 29 when as cending/descending and/or cornering; - a sound card 35;

- a CANbus/LIN receiver 36, for network bus area controllers or similar, which allows connection to compatible vehicle control units and communication with the structure 1.

Figure 6 schematically shows a configuration of helmet padding 2 with a possible airbag device 37, equipped with an airbag inflation button 38 and an airbag deflation button or valve 39.

The possible presence of an airbag between the protective shell and the soft padding allows the padding to be closer to the face, making the helmet fit better and offering a layer of protection that gradually deflates by absorbing any impact, or by pressing the deflation valve.

It is important that the padding fits the head closely because this helps to detect movements correctly. For a close fit with the shell it is possible to insert thick elastic bands stretched between the shell and the padding through the air bag, through appropriate holes.

Figure 7 illustrates an embodiment of display 11 , comprising a thin flexible two-color display or a rigid three-color display mounted on the inner visor.

The display is conveniently positioned so that it can be seen without ob structing the view or distract it from the road.

For this purpose, flashes (indicated by a lightning sign) are limited to a minimum.

The following sound impulses are indicated: single and fast repetition for emergencies (4-way flashers), double low-frequency repetition for suggested di rections.

The display comprises three parts, two side turn blocks and one in the center, which together will provide the following information:

- speed, expressed in kilometers per hour or the measurement unit set during configuration;

- acceleration/deceleration/braking, represented by a bar growing from left to right depending on the intensity detected;

- active turn signal, represented with a full block; this is also signalled with a double audio beat (bass beat, above the audio sound while playing); the beat remains in operation until the turn signal is turned off;

- suggested direction, represented by the outline of a block, which is also suggested by a single double audio pulse; the suggestion impulse is repeated only twice at a distance, after which it is considered ignored, thus denied;

- distance from the suggested turn, expressed in meters or as per user configuration;

- driving mode: automatic, semi-automatic, manual; with options (motor way, traffic);

- weather information;

- battery level;

- current time;

- time of arrival;

- rear collision: a signal, with two solid blocks flashing on the sides (4-way flashers), that a vehicle behind has invaded the safety distance and that danger is likely; possible suggestion of which way to move to avoid collision;

- frontal collision: a signal, with a full screen solid block, that the front safe ty distance has been overrun; possible suggestion of which way to move to avoid collision;

- collision distance, expressed in meters or as per user configuration.

The protection structure according to the present disclosure operates as follows.

The structure includes a hardware part comprising the helmet, all the sen sors, the devices and the smartphone.

All the above-mentioned components are interconnected through the wire less chipset.

Vehicles whose control units comply with the CAN/LIN standard (protocols in force since the 90’s) allow new components to be added to their electrical cir cuit. In this way a wireless transmitter can be associated with the vehicle's con trol unit and communicate on its circuit.

The signals of helmet 2 and the vehicle signals can thus be synchronized and activated by either the vehicle levers or the driving assistant and its driving modes.

In warships the use of several gyroscopes allows the tide to be removed when aiming the guns; the same principle is used in the structure according to the present invention in order to monitor how the vehicle and rider's body are tilt ed.

The devices are attached to the rider's jacket and/or trousers as if they were pagers.

The same devices are attached to the tank and/or under the vehicle chas sis using a magnet.

These devices contain sensors (gyroscope, accelerometer, inclinometer) allowing to effectively manage roll, pitch and tilt of the vehicle-rider combination.

These readings enable the driving assistant to understand how the rider is moving along the road and thus manage the signals on the helmet.

Configuration features are mainly installed on the smartphone to calibrate the sensitivity of the sensors and the behavior of the driving assistant.

In addition, road maps and functions are used to find out if there are any turns in the vicinity of certain coordinates.

Advantage may be taken of the helmet GPS as much as possible to avoid discharging the smartphone battery.

The sonar, which may be mounted on the helmet, enables the structure to see even more effectively, thus giving the rider all the information necessary to manage the safety distance and avoid accidents that were hitherto unpredictable.

The sonar view of each helmet can be shared with nearby helmets so that everyone has an even better view of the road and possible collisions.

The driving assistant is the software that interacts with the rider.

It resides mainly in the helmet because this has more room for the batter ies, and risk of discharging the smartphone is thus avoided.

Through the structure sensor readings and the road maps the driving as sistant gradually evaluates the possibility that the driver is about to turn and turns on or suggests the turn signals. In this way the turn signal is not turned on unnecessarily when taking a simple bend (without turning).

The driving assistant automatically turns off the turn signals when the gy roscopes return into position.

The driver communicates with the driving assistant via voice commands and is informed by impulses or voice feedback in the loudspeakers and/or with the display.

The helmet mounts LED indicator lights in compliance with the approved standard, with orange portions at the sides and a red portion in the middle. In addition, it has two frames around the central block and one around each direc tional block.

The LEDs operate with transitions and fades that allow depth effects when appropriately timed. These effects also allow acceleration and deceleration to be signalled.

The structure can produce the following types of signals.

Position: the structure is an important addition to road signals when in mo tion, does not require approval and enables motorists to see motorcyclists from a greater distance, even if other cars are in front of them.

Acceleration/deceleration: through the presence of the frames and the ac- celerometer the structure can signal that the vehicle is accelerating/decelerating by illuminating the front and/or rear center block frames from the outermost to the innermost, and vice versa, without illuminating the center; the effect is repeated a number of times, after which it returns to the position indicators.

Stop: by measuring deceleration speed once a certain threshold of sensi- tivity is exceeded, the structure can understand that braking is in progress; the central block of the front and/or rear lights is then switched on; in addition, the frames can light up from the innermost to the outermost. The central red block remains lit; the effect on the frames is repeated a number of times until they are all lit; the stop signal remains active until the accelerometer detects a decrease in braking and switches to deceleration or acceleration signals, or returns to posi tion indicators. The motorcycle brake with the transmitter on the control unit can be used for stop signals.

Emergency: the structure activates both turn signals, left and right, at both the front and the back of the helmet; the frame and the central block flash faster as the impact distance is gradually reduced; this signal also activates the display and pulses in the loudspeakers that warn the driver of the detected danger; if possible, a direction suggestion is also activated to avoid collision; to turn off this signal, it is sufficient to shake the head slightly.

Direction: the direction signals can be activated at both the front and the back of the helmet using both frames and transitions for the purpose; turn signals always appear on the display and in the loudspeakers with double beats (audio pulses), at regular intervals.

Overtake/return: is achieved through left/right direction signals together with acceleration/deceleration signals.

The driving assistant always turns off the turn signals when the gyro scopes return into position after a turn.

The driver can always turn off the turn signals manually by indicating "No" with his/her head, as if to shake them off.

The driving assistant assists the driver with three types of driving:

Automatic driving: the driving assistant knows where the rider wants to go, manages the turn signals and shows the driver the way; in automatic drive mode, the driving assistant asks the rider to specify the destination (address or favorite), then follows him/her on the route with the GPS, suggests the turns to take, au tomatically switches the turn signals on/off, well in advance, without ever engag ing the rider.

Semi-automatic driving: the driving assistant monitors the rider's driving on the map and turns on or suggests the turn signals; when it does not know the destination, the driving assistant follows the rider by gradually evaluating decel eration, tilt, and by detecting turns on the map with the GPS; when a turn seems likely, the driving assistant uses the front vision sensor to check for vehicles or people in front of it; if the road is clear, the driving assistant turns on the turn sig nal directly; if not, and in cases where engagement is uncertain, the driving as- sistant suggests the turn signal with two low beats in the loudspeaker on the turn side; the suggested turn signal can flash only the frame of the signal for a few moments, in order to anticipate to others the possible turn signal; the suggestion is confirmed by the rider with a simple "yes", expressed with the head or by voice, or denied simply by ignoring it.

Manual driving: the rider turns on the turn signals; manual driving mode is always active and overrides the other modes and can be used in the following ways:

- manual command: for compatible vehicles the signals turned on on the motorcycle can be replicated on the helmet;

- sound command: expressed with one whistle for the left turn, two whis tles for the right turn; settable;

- verbal command: used in the riders own language with the expressions "right", "left";

- motion command: expressed with slight movements of the head towards the turning direction, on the axis of rotation most comfortable for the rider;

- recorded command: the user can customize by using the microphone the sounds or words that will be used to turn on the turn signals.

Through map monitoring the following options are also available; these are activated in addition to the driving mode used:

Motorway: when traveling on a motorway, the gyroscopes must work to gether with the vision sensor, which is responsible for seeing the lane markings and recognizing the silhouettes of other vehicles; when the gyroscopes tilt and when close to a lane change, the driving assistant automatically switches the turn signals on and off; motorway driving can activate the front and/or rear safety distance checks.

Traffic: no problem in traffic with automatic driving, the driving assistant knows where it is going and therefore where the rider will turn; with semi automatic driving, however, it is essential to monitor deceleration and braking and traffic disturbs these checks; the driving assistant can recognize the pres ence of traffic thanks to the sat-nav and the braking controls and, if there are many turns on the map, may disengage semi-automatic driving in favor of manu al driving, asking the rider to specify when he/she will turn and thus avoiding dis turbing him/her with too many suggestions; after the traffic has passed, the driv ing assistant will re-engage semi-automatic driving by itself; driving in traffic may activate the front and/or rear safety distance checks.

Driving memory (optional): each time the driving assistant inserts a turn signal correctly, it stores the data from the sensors detected near that turn; in this way it can add a check on the route to semi-automatic driving to see if the rider is setting the motorcycle as he/she usually does for turning in that way; by classify- ing bends according to their shape and learning the paths that the user sets for each type, the driving assistant can increase its ability to handle turn signals even in places not reached before; to classify bends, path data are collected and used to build a map enriched with the tilt and braking data needed to ride through them; this map will be shared by all users of the structure.

With the breath analyzer it is possible to perform an alcohol test on the rider. With the transmitter for the vehicle control unit, if the test is positive to al cohol, it is possible to prevent the vehicle from starting.

With the active external microphone it is possible to listen to music through the helmet loudspeakers. If a horn sound outside or a recognized noise is heard, the system lowers the volume of the music and alerts the rider to what is happening.

These monitoring actions can be triggered under particular conditions, for example when braking, or they can remain active all the time.

The driving assistant can monitor the riders speed and warn the rider on the display when he/she exceeds the limit indicated on the route.

Using the accelerometer, the driving assistant can understand when brak ing is intense enough to activate the emergency warning signals both outside and inside the helmet. The brake control can activate the rear safety distance check.

With powerful motorcycles in particular, one millimeter too much throttle is enough to risk going out of corners. Through the gyroscopes and knowledge of the route layout the driving as sistant can analyze paths, calculate fall thresholds and prevent accidents. If, for example, the motorcycle is tilting and/or accelerating too far along a certain bend, the driving assistant can generate warning or even emergency signals be- fore the fall threshold.

When the safety distance check is active, the driving assistant uses the front/rear vision sensor and/or sonar/radar (if fitted) to monitor the safety distance around it. The checks are based on the time and size of the first silhouette pho tographed at the front and/or at the back. When a certain threshold is exceeded, the driving assistant activates the emergency signals and warns the user of the front/rear danger via the display and loudspeakers. In addition, the system may also turn on the stop signs, simulating a braking to cause the vehicle that has in vaded the safety distance to move away.

The safety distance can adjust to speed and traffic. The driving assistant also suggests which way to move to avoid a collision. In addition, the camera will shoot/film in order to provide evidence of an accident. The camera software in cludes a license plate detection system.

Using the gyroscopes, the driving assistant can understand if a fall is hap pening and activate the emergency signals and the automatic systems set during configuration (video recording, emergency calls, license plate recognition, etc.).

The impact sensors on the helmet are capable of detecting blows to the head.

In the event of an accident, the driving assistant can then initiate emer gency calls to the numbers indicated in the configuration. The configuration will ask the user to enter his/her weight, height, age, etc., to be communicated to the services together with his/her location.

The private and protected communication network that the structure cre ates between itself, the smartphone and its accessories with the gyroscopes is designed to be also accessible by other participants: the passenger and other users of the structure.

The structure can detect the proximity of a fellow structure right behind it- self and ask whether to put it in passenger mode. This causes the riders helmet to detect driving movements, but signals are only activated on the passenger helmet. This mode also provides Intercom, music synchronization features, etc.

The structure can detect the presence of other users with a like structure nearby by checking the maps and signalling its position to others. Once they are identified, communication can be initiated with other helmets. Likewise, it is pos sible for helmets in the vicinity to exchange their infrared/sonar views with each other, so that they all have increased view and information.

For motorcycles with CAN/LIN control units there is a transmitter to be connected to the control unit. In this way the driving assistant can know when the user brakes or turns on the turn signals on the motorcycle and activate them simultaneously on the helmet, without using the sensors on the helmet.

Conversely, the driving assistant can also turn on the turn signals on the motorcycle using the sensors, without engaging the rider.

It may also become obligatory to wear and fasten the helmet correctly for the vehicle to start, etc.

The structure according to the present invention can also be used with compatible cars.

For cars with CAN/LIN control units it is possible to install only the trans- mitter of the structure to be used together with the smartphone. In this way the driving assistant is also available on the car with its features based on central processing unit data (steering and brake mainly) instead of gyroscopes. In prac tice, with this transmitter it is the mobile phone that switches the turn signals on the car on and off, based on the route and the way the driver drives.

The structure according to the present invention has advantageous appli cations also from the insurance point of view.

The app on the smartphone can collect statistics on the way the driver drives and act as a black box. This information may be transmitted to insurance companies for the management of personalized insurance policies.

The smartphone application (also used in cars) can send the position, speed and destination of vehicles on the road to the traffic lights computer sys- tern.

With this data, hitherto unused, the traffic light system can run routing al gorithms so as to create and maintain so-called "green waves" (green traffic lights along the route).

Knowing everyone's position and destination, the traffic light system can show each vehicle the turns to take and the speed to keep, so that everyone can get to their destination through the most efficient route, with the largest number of green lights. This system improves traffic flow, prevents traffic jams and re duces fuel consumption and polluting emissions. If the suggested speed is re spected, accidents will also decrease.

The camera located on the front and/or back of the helmet allows the user to take shots and/or film as required, for example on bends, via voice command. The infrared sensor also makes night shooting possible.

The visor-mounted display shows acceleration and braking on a moving bar, there is route and weather information, and everything needed to feel on the track.

When completely darkened, what the front camera sees is projected on this type of visor. In addition, speed information, destination and other useful in formation for the rider can be displayed. What the rear camera sees can be dis played in a properly positioned box at the bottom. This box may remain hidden until a rider's command is received or the rear safety distance is overrun.

The integrated loudspeakers, microphone and smartphone connection make it possible to listen to music, use the intercom function with the passenger or friends nearby, and make phone calls via direct commands. It is also possible to access all the features of the smartphone that respond to voice commands (Apple ^® Siri ^® , etc.).

Integration with the smartphone and the presence of electronics makes it possible to create a social network, through the smartphone application of the structure, with expandable features, such as:

- finding friends: with maps and GPS sensor it is always possible to know where friends who are wearing a similar structure are; this function can be useful for example to avoid getting lost at rallies or along a route, possibly planned for a group;

- making oneself known: the smartphone application of the structure makes it possible to have a personal profile with personal data, data on the vehi cle and helmet to compare with others; this makes it possible to be visible and traceable by other users;

- making new friends: once another structure has been found on the map it can be contacted to become friends, maybe joining an already organized trip, or organizing one’s own and inviting others to take part;

- look at me: the structure enables access to the camera of another struc ture with the smartphone to guide the rider along a certain route or simply to see his/her way of driving;

- take me to a friend: automatic guidance can be activated by telling the driving assistant directly the name of a friend; in this way the driving assistant will provide all the driving tips needed to get to the friend's location;

- group excursions: group travel routes can be organized, with stage plan ning, measurement of journey times, etc.;

- group playlist: during a route or excursion, music can be synchronized with the passenger or with the whole group on the road;

- group intercom: it is possible to open a communication channel in which several users participate;

- on-board log: snapshots, videos and/or route information such as aver age speed, maximum speed, travel time of each stage, etc., can be published on social networks;

- on track: to calculate the travel time of a certain route, for example on a track, and compare it with that of friends, drawing up a ranking.

According to a further aspect of the invention, the protection structure may be used for skiing and snowboarding.

A wearable sensor with gyroscopes, accelerometers and inclinometers at tached to each boot will make it possible to determine if a sportsman is taking a curve and in which direction. In this way it is possible to activate the signals on a version of the struc ture designed for winter sports. The positioning of a sensor for each foot also makes it possible to detect falls and also to understand the severity for the joints, implementing the necessary emergency and signalling measures (position, per sonal details, situation, etc.).

The sensors will be programmed to intercept the movements necessary to make a curve, on both ski and snowboard separately.

According to a further aspect of the invention, the structure can be imple mented in a reduced version of its components and features, positioned inside a signalling patch with adhesive to be applied to the back of any helmet.

The reduced version of the structure, schematically illustrated in figure 8 and identified as a whole by the reference number 101 , comprises:

- any smartphone 103, with a related dedicated application;

- wearable user devices 104, with gyroscopes, etc.;

- vehicle devices 105, with gyroscopes, etc., for attachment to a vehicle;

- a wireless transmitter 106, with CAN/LIN adapter for connection to the vehicle control unit;

- any headsets 111 , whether wireless or not, with microphone and con nected to the smartphone;

- signalling/detection equipment 118, including wireless controller, GPS, accelerometer, gyroscope, tilt sensors, battery and signals of the same type as the full version described above.

The following functions can be implemented with this version of the struc ture and the corresponding assistant:

- signalling: all functions;

- driving mode: all except the motorway;

- checks: all except safe distance and collisions;

- connectivity: all;

- entertainment: everything but HD and infrared cameras;

- social networking: anything but "look at me".

Figure 9 illustrates a structure according to a further aspect of the inven- tion which constitutes a reduced version of its components and features and is positioned on the back of a vest 200 for a motorcyclist. This version of the struc ture, referred to as a whole by reference number 201 , comprises:

- any smartphone 203, with a related dedicated application;

- wearable user devices 204, with gyroscopes, etc.;

- vehicle devices 205, with gyroscopes, etc., for attachment to the vehicle;

- a wireless transmitter 206, with CAN/LIN adapter for connection to the vehicle control unit;

- any headsets 211 , whether wireless or not, with microphone and con nected to the smartphone;

- signalling/detection equipment 218, including wireless controller, GPS, accelerometer, gyroscope, tilt sensors, battery and signals of the same type as the full version described above.

The following functions can be implemented with this version of the struc ture and the corresponding assistant:

- signalling: all functions;

- driving mode: all except the motorway;

- checks: all except safe distance and collisions;

- connectivity: all;

- entertainment: everything but HD and infrared cameras;

- social networking: anything but "look at me".

It has been found in practice that the invention accomplishes the intended aim and objects.

In fact, a personal protection structure has been provided including a hel met which, thanks to its sensors and connection with a smartphone, is able to automatically switch on turn signals, monitoring route, deceleration or braking, as well as vehicle and rider tilt.

Naturally the materials used, as well as the dimensions, may be any ac cording to requirements.