BR102015021597A2 - method and device for aiding precision maneuvers for motor vehicles - Google Patents

Abstract

Abstract Patent Method and Device for Assistance in Precision Maneuvering for Automotive Vehicles is a method and device for assisting in precision maneuvering for motor vehicles primarily intended for use in popular and used vehicles. The device consists basically of a controller with a human-machine interface and connected to a set of vehicle positioning sensors. The device applies a method that consists of recording and reproducing the steps necessary to perform a given maneuver, where the driver informs It tells the system which commands to use in each step, and indicates the parameter that governs the start and end of each step. The method is designed so that it can be implemented by a device that uses as sensors only a pair of accelerometers attached to a wheel of a vehicle. 1/1

Description

METHOD AND DEVICE FOR AID IN PRECISION MANUAL FOR AUTOMOTIVE VEHICLES

Field of the Invention The present invention is in the field of inventions related to maneuver assist devices for motor vehicles.

Description of the state of the art The state of the art provides a wide range of solutions related to the problem of assisting drivers in precision maneuvering (especially goalposts). In this universe are found automatic, semi-automatic systems and solutions that provide instructions to assist the driver in precision maneuvers.

[0003] As an example we have the patent EP2380800A1 which uses cameras, obstacle distance sensors, displacement sensors and actuators in the steering system to make beacons to create automatic and semi-automatic assistants.

[0004] US20040204807 discloses a device provided with a camera at the rear of the vehicle, bow angle, distance traveled and obstacle clearance sensors to provide visual and sound guidelines for the driver to perform parking maneuvers. The information provided by the distance traveled sensor is used to define the starting position of the maneuver and the subsequent steps are produced by an algorithm based on vehicle geometry and bow angle variations.

US6701226 B2 is a simpler version of US20040204807 with a similar algorithm to provide driver instructions. In this patent, a device is disclosed which contains two fixed strategies for parallel and perpendicular parking both using only the bow angle sensor.

DE10331948 does not sufficiently describe the method used, but generally provides a device that records the reading of various sensors (distance to obstacles, distance traveled, gait, wheel steering angle) during a maneuver and It then provides instructions for the driver to repeat the recorded maneuver later. The patent also explores implementations where the system acts on the vehicle horns automatically through actuators on the vehicle's steering, acceleration and brake systems.

State-of-the-art problems presentation Within the solutions found in the state of the art, there are automated systems to the point of parking the vehicle without even requiring the presence of the driver inside the vehicle. However, most of them rely on the use of high cost elements or installation complexity such as obstacle distance sensors and / or cameras (to map the parking space you wish to park), actuators in the steering system and actuators in the control system. brake. The major problem of this type of solution is the complexity of implementing these elements in an existing vehicle, requiring the installation of devices outside the vehicle may require holes in parts, repairs to paint, wires to the driver's cabin, among others. complications. This greatly increases the cost and time of installation on existing vehicles making these solutions unattractive for this application.

On the other hand, there are no low-cost maneuvering systems available on the market, which are mainly feasible to install on used vehicles. The probable reason for not establishing these products on the market stems from the fact that the solutions available in the state of the art do not enable the implementation of low cost systems with satisfactory results.

In a nutshell, there is an absence of low-cost maneuvering systems in the marketplace that adequately handles day-to-day maneuvers, either because of limited scope or quality of results. This overview is explained in table 1.

Table 1: Characteristics of solutions presented in the state of the art With regard to everyday maneuvers, it is possible to list a set of important situations: - Evaluate if the size of the parking space is sufficient to park the vehicle. - Make a goal: without leaving the car too far from the curb or grating the wheel at the curb. - Park at 45 degrees: without leaving the car out of the correct orientation. - Specific maneuvers: assist the driver in specific maneuvers of his daily life. Example: tight vacancies in buildings.

It is important to group this set of situations as a single problem, as it is not interesting to have a device to solve each situation. A device intended to assist the driver in maneuvering must have a scope of action covering the widest possible range of situations. Noting that some situations listed as everyday problems are not covered even by the high cost solutions presented in the state of the art.

[0012] A low cost solution should have both: - Low acquisition cost: Low enough to be viable in the popular car market. It involves the use of low cost sensors, avoiding complex actuation systems, replacement of important vehicle parts, and etc .; and - Low installation cost: Ideally, the installation should be simple enough to be performed by the user himself. For this it is necessary to avoid the use of systems that require complex integration with the vehicle such as steering system actuators, brake system actuators, obstacle distance sensors and / or cameras. Implementing these types of systems often requires skilled labor, part holes, paint repairs, wire routing to the driver's cab, among other complications [0013] It is critical that low-cost purchase and installation requirements are met. simultaneously because the main purpose of the present invention is to provide a maneuver assistance system as simple as possible so as to construct an interesting device for use on used vehicles.

Since the present invention aims to find a low cost solution that assists the driver in everyday maneuvers, we will focus (within the most relevant prior art documents) on US6701226 B2, because it is the closest approach to meet the low cost requirements of acquisition and installation, as the other documents found present solutions that make use of cameras, obstacles distance sensors or even actuators.

The solution provided by US6701226 B2 has the following drawbacks: - State of the art problem 1: During the beacon it is required that the vehicle get too far into the track; - State of the art problem 2: Lack of robustness to initial positioning errors; - State of the art problem 3: Not being able to measure the vacancy;

The drawbacks listed will be further explained in the detailed description of the invention. It is important to remember that the overall goal of the present invention is to solve the problem as it is presented in table 1, that is, to provide a low cost solution (acquisition and installation) that helps the driver satisfactorily in everyday situations.

General Problem Solving The present invention is designed to solve related problems by a method which provides instructions to assist the driver in performing a given maneuver and a device to implement it.

[0018] The method consists of breaking a relative trajectory that takes the vehicle from a starting position to an end position in stages, for each stage the necessary commands to perform it are defined and the range of travel that the stage is in effect. The user positions the vehicle at the preset starting position, and follows the instructions presented to reach the desired ending position.

[0019] The method was developed so as not to require use of means to map the environment (due to the goal of ensuring low cost). Unlike prior art sensorless methods that map the environment, the present method calculates instructions as a function of angular displacements and also linear displacements of the vehicle and can also be implemented using only displacements made by a vehicle wheel.

To minimize the effects of the lack of environment mapping means, the method allows user interference while performing the maneuver, and also adjusts the orientations provided as a function of detection in changing the direction of vehicle movement.

It is understood both in this report and in the associated claims that the term environment mapping means consists of in-vehicle sensors that monitor the environment, such as obstacle distance sensors (based on ultrasound, infrared, etc.) or video cameras.

The method allows the recording of maneuvers where the commands required to perform each step of the maneuver are informed by the user, eliminating the need to install sensors to map the position of the commands.

Also proposed is a device for implementing the method which can use as sensors only a plurality of accelerometers arranged on a vehicle wheel, while enabling the low cost of acquisition and installation.

The feasibility of a solution that simultaneously solves the problems pointed out in the prior art occurs by combining the following characteristics presented by the method and device presented in this report: - Do not use environment mapping means; - Construct the instructions for maneuver using linear displacements of the vehicle, and be able to calculate instructions based only on the distance traveled by a wheel; - Allow user interference; - detect change in movement; - Possibility to record maneuvers. - Device powered by only a plurality of accelerometers;

[0025] The most interesting way to implement the solution is to build a dynamic measuring unit that comprises a pair of accelerometers connected to a wireless transceiver that is attached to a vehicle wheel. The unit communicates with a mobile device through the wireless transceiver. The proposed method is performed by an application installed on the mobile device that performs the calculations presents the instructions using the data received from the accelerometers.

Presentation of the Figures [0026] Figures 1A and 1B show examples of a parallel parking maneuver being performed by two different methodologies.

Figure 2A shows a generic maneuver that can be aided by the use of the object of the present invention.

[0028] Figure 2B presents the maneuver of Figure 2A highlighting errors in initial positioning.

Figures 2C to 2H show a real case of the steps used to characterize a goal using a Peugeot 408 vehicle.

Figures 3A to 3C show examples characterizing the effects of possible initial positioning errors on the parallel parking maneuver.

[0031] Figures 3D and 3F show the extreme cases of width and distance commissions to the reference vehicle guide.

Figures 4A and 4B present a methodology similar to the classical one, where the driver touches the curb to increase maneuver accuracy. It also shows that this methodology minimizes the dispersion problems presented in 3D and 3F figures.

Figures 5A and 5B show a maneuver similar to that shown in Figures 4A and 4B, and after touching the curb the maneuver is completed with curved sections.

Figures 6A and 6B show the variation in the distances traveled by different wheels of the vehicle when the vehicle is making a turn.

[0035] Figure 7A shows a situation where the driver needs to park the vehicle aligned at 90 degrees as curb, highlighting the possible difficulty of maintaining proper alignment. The figure also illustrates a situation where the user receives assistance from the device.

Figure 7B shows a situation where the driver needs to park the vehicle aligned at 45 degrees as curb, highlighting the possible difficulty of maintaining proper alignment. The figure also illustrates a situation where the user receives assistance from the device.

[0037] Figure 8 shows a situation where the driver needs to identify if a given parking space is the minimum size required to park the vehicle.

Figures 9 show an example of a particular situation of difficulty parking a vehicle, the resulting maneuver being established according to these specificities.

Figures 10A and 10B show flow charts illustrating implementations of the method to assist the driver in recording the data required to perform a given maneuver. This data will be used to reproduce the maneuver later.

[0040] Figure 11 is a flow chart showing an implementation of a method to assist in reproducing a specific maneuver that was previously recorded.

Figures 12A to 12E show diagrams showing the arrangement of the main elements necessary for construction of the device of the present invention.

Figures 12F to 12H relate to a possible implementation of the device of the present invention using a set of accelerometers arranged on a vehicle wheel. The figures show different positions and ways of installing the accelerometer assembly on the wheel.

Figure 121 presents an implementation using a vehicle OBD door reader.

[0044] Figure 12J shows an implementation using an interface unit that communicates with various measurement units (static and dynamic).

Figures 13A and 13B show an implementation in which the user interface component is also provided with accelerometers for measuring angular displacement. When installed on the steering wheel the device serves as a sensor to measure the position of the steering wheel.

Figures 13C and 13D exemplify ways of providing the maneuver instructions to the user.

Figures 14A through 14C show screen examples of an application used in mobile-based deployment. The screens refer to the recording process.

Figures 15A and 15B show screen examples of an application used in mobile-based deployment. The screens refer to the playback process.

Figure 16 illustrates an example of implementation using mobile device where in the playback process the reference path is shown to the driver.

Figures 17A through 17H illustrate a step-by-step process of recording a maneuver. In this example, the device employed is an implementation of the present invention using a mobile device.

Figures 18A to 18G illustrate a step-by-step process of reproducing a maneuver. In this example, the device employed is an implementation of the present invention using a mobile device.

Figures 19A and 19B show examples where a computer program is used to define the actions required to perform a given maneuver.

Detailed Description of the Invention MANEUVER RECORDING AND REPRODUCTION METHODS

The present invention is basically a reproduction process that receives a maneuver database containing data associated with the maneuver of interest. In this database the maneuver is divided into stages, and for each stage are stored information regarding the instructions that will be presented and the vehicle displacements (can be linear or angular) that determine the duration of each stage. In the following, a process for generating the databases for feeding said reproduction process will be presented.

[0054] A simplified example of a one-maneuver database is presented in table 2, where the method characterizes the maneuver using only the distances traveled by the vehicle in each step. In general, the distance traveled in the method can be either the distance traveled by the vehicle as a whole (eg distance traveled by the rear axle center point, vehicle cg, etc.), or the distance traveled by only one vehicle. vehicle wheel.

More specifically, the example in Table 2 is an actual case of a left-handed goal constructed for a Peugeot 408 based on the distance traveled by the left rear wheel. The maneuver is performed from an initial condition consisting of aligning the vehicle's rearview mirror that will perform the maneuver with the rear of the vehicle ahead seeking a lateral distance of 20cm between the vehicles, as outlined in Figure 2C. The other steps of the maneuver are illustrated in figures 2D to 2H.

Table 2: One-maneuver database (left-hand target) * Considering positive distance range = forward [0056] If you use the distance readings traveled by only one wheel of the vehicle, there is only the small drawback of having generate the data to perform the left and right maneuver, as can be seen from table 3. Again this is a real case of a right-handed beacon built for a Peugeot 408 under the same conditions as the previous example.

Table 3: Maneuvering database (right beacon) * Considering positive distance variation = forward [0057] When the means of measuring vehicle displacement allows the bow angle to be calculated maneuvers can be mapped from a most efficiently.

The bow angle can be calculated if the vehicle has means to measure displacement on at least two wheels of the vehicle based on the difference in distance traveled by the wheels or by the use of gyro sensors and magnetometers.

[0059] A maneuver characterized using bow distance traveled angle is presented in table 4. In this case the mirroring of the maneuver to the right side consists only of inverting the sign of the traveled angles as shown in table 5.

Table 4: Database of a left marker characterized using distance traveled and bow angle. * Considering positive distance variation = forward ** Considering positive bow variations = clockwise Table 5: Right-hand goal database obtained from mirroring a left-hand goal * Considering positive-distance = = forward * * Considering positive bow variations = clockwise [0060] Noting that in the examples of tables 4 and 5 it was necessary to add the information of the step ruler parameter, since the system in these examples monitors both linear and angular offsets. Later in this report the concept of defining the step ruler parameter will be expanded to define a set of step ruler parameters, in this concept each step can be terminated due to more than one condition.

[0061] The difficulty of not being able to mirror maneuvers when using only sensors to measure the distance traveled by just one wheel can be solved by making a calibration table for each steering wheel position of interest. An example conversion table is shown in table 6, which shows distances traveled by the left rear wheel of a vehicle. The third column in the table shows the distance traveled by the wheel when the vehicle when the vehicle turns left, following the same angular displacement as when traveling 1 meter right.

Table 6: Distance Conversion Base (Left / Right) The concept of Table 6 is illustrated in Figure 6A, which shows that for the same bow displacement of the vehicle the wheel outside the curve travels a displacement (S2). ) greater than the displacement (S1) traveled by the inner wheel. Figure 6B also illustrates that the conversion factor varies with the radius of curvature used, hence the need to define a factor for each steering wheel position of interest.

Using the conversion factor of the position 100% of the steering wheel of table 6, it is possible to convert the maneuver of table 2 (left mark) to the maneuver of table 3 (right mark).

Figures 1 to 9 show examples of the range of applications that may be assisted using the object of the present invention. The examples illustrate that the object of the present invention is a customizable system that can be employed in various situations, other than the state of the art, which are devices that address only well-defined maneuvers.

The maneuvers shown in figures 2, 4, 8 and 9 are only possible to be implemented because the device has measures of distance traveled. This causes the object of the present invention to have an advantage over the invention set forth in US6701226 B2 (even relying on bow angle measurements only), not to mention the customization capability provided in the present invention. Comparison with US6701226 B2 is important because it is the only one that covers one of the two purposes of the present invention, which is the low cost of acquisition and installation.

[0066] Figure 1A shows an example of a parallel parking maneuver being performed using a methodology where the steps are performed with curved movements with the entire direction deflected. In this example the first step is performed with the right-facing direction, the second step is performed with the left-facing direction, and the third and last step is performed with the right-facing direction again. The methodology is similar to that found in US6701226 B2 and US20040204807, which provide bow angle-based instructions only.

[0067] In Figure 1B the same parallel parking maneuver is presented where the driver adopts a classic strategy consisting basically of: 1) a section with the deflected direction fully into the parking space; 2) a straight stretch (neutral direction) and 3) a stretch with the deflected direction out of the vacancy. In this case it is emphasized that the distance that the vehicle invades the track is smaller than in the strategy of figure 1A (DL2 <DL1).

The method developed in the present invention allows to implement the goal according to the strategy according to figure 1B thus minimizing the problem 1 of the state of the art. This advantage is particularly relevant in situations where space is restricted or when maneuvering in high flow paths.

The recording process presented in the present invention allows it to have wide application in everyday life as it employs a methodology consisting of an action recorder / player necessary to drive a vehicle from a starting point (PI) to an end point ( FEDERAL POLICE).

Thus, in the recording process a more skilled driver (or a median driver receiving extra assistance) defines a starting position (IP) that is easy for a median driver to establish. It then records in steps the actions required to move the vehicle from the starting position (PI) to the desired ending position (PF).

The maneuver of Figure 2A is a generic situation that can be used to illustrate the concept of the present invention. In this maneuver the driver performs the following sequence of actions: a) Puts the vehicle in the initial position (PI); (b) moves the vehicle 4.8 meters forward with the direction aligned; (c) move forward with the entire deflected direction to the left until a 90 degree variation in the bow angle; d) Moves the vehicle 4 meters forward with the direction aligned; (e) shifts forward with the entire deflected direction to the right until a bow angle of 122 degrees; f) Shifts the vehicle 5.7 meters backwards with the direction aligned until reaching the final position (PF);

Choosing an appropriate starting position is very important, as in most situations errors in the initial positioning will be transmitted to the final position. Figure 2B presents the same maneuver as figure 2A. But this time, the driver positions the vehicle with a lateral (X1) and longitudinal (Y1) offset with respect to the correct starting position (PI). In most situations, errors in the starting position (PI) will be transmitted to the ending position (PF), as in the example of Figure 2B where: X1 is approximately equal to X2 and Y1 is approximately equal to Y2.

Parallel parking maneuvering is one of the most demanding maneuvers of drivers and for this reason is the main target of state-of-the-art assistance systems.

Figures 3A through 3C show examples characterizing the effects of possible initial positioning errors (in the x direction) on the parallel parking maneuver. The positioning of the x and y axes is shown in the figures.

In Figure 3A the driver correctly positions the vehicle in the starting position (PI). In this case, the final position obtained is adequate.

[0076] In Figure 3B the driver positions the vehicle with the lateral distance shorter than the correct distance. In this case, there is a risk that the vehicle will touch the curb before completing the maneuver.

[0077] In figure 3C the driver positions the vehicle with the lateral distance greater than the correct distance. In this case, there is a risk that the vehicle will take up too much track space in the final position.

In everyday life, there is great difficulty in establishing the proper lateral distance to perform the goal. This is mainly due to the following reasons: 1) variation in the width of the car taken as a reference; 2) variation in the distance to the curb that the car taken as reference is found. The two extreme situations are detailed in 3D figures showing the situation of a wide car parked away from the curb and in figure 3F showing the situation of the thin car parked near the curb.

Again, due to the ability to characterize straight and curved stretches maneuvers, the present invention can overcome the initial positioning problem by implementing maneuvers such as those shown in figures 4A, 4B, 5A, and 5B. It is able to continue the execution of the maneuver even if the curb touch occurs, the method circumvents this problem through two alternatives: - Allowing the user to indicate the curb touch through a human machine interface. This way, the method determines the end of the running step and proceeds to the next step. - Identifying the change of vehicle direction. If you notice the touch of the curb in the reverse step and move the carriage forward, the system determines the end of the running step and moves to the next step.

The strategy shown in Figures 4A and 4B is to extend the 2nd step of the maneuver shown in Figures 3A to 3C. In this maneuver, said step, which is performed with aligned steering wheel, is extended until the vehicle touches the curb (it is also interesting to use a limit value for the distance traveled). From this point (touch the curb) the driver drives the vehicle forward by a displacement (D1), the last step is similar to the classic method (reverse with the direction deflected fully out of the space).

The strategy shown in Figures 5A and 5B is similar to those presented in Figures 4A and 4B until the curb is touched. From this point (touch the curb) the driver drives the vehicle forward with the deflected direction fully into the car by an angular displacement equivalent to half the angle between the vehicle and the guide at the moment of touch, completes the maneuver. with the same angular displacement backwards with the deflected direction all out of the vacancy. This methodology has an advantage over that presented in figures 4A and 4B, because at each stage the vehicle is invading the road less and less.

In both maneuvers the method can identify touch of the guide either by user information or by detecting the direction change.

[0083] The difficulty in establishing a proper starting position, and the negative effects due to these errors in the initial positioning make this a relevant problem for maneuver assistance systems. The most relevant prior art patent (US6701226 B2) has not cited any means to circumvent the problem, and this may be a crucial factor for the success of the device. In this way the present invention overcomes problem 2 of the state of the art.

Importantly, the maneuvers shown in Figures 4A, 4B, 5A, and 5B can be implemented from a generic database that fits any vehicle. For example, a left-hand goal may be characterized by the database shown in table 7. Noting that in this case, the price paid for simplicity of use would be the precision of the maneuver and the required seat size.

Note that the concept of step ruler parameter has now been expanded to step ruler parameter set, where any of the listed parameters (but only them) can determine the end of the step. The end of the step can also be defined by a calculation involving the selected parameters in the governing parameter set.

Table 7: Generic database for left goal.

Thus, the proposed method can characterize maneuvers using both vehicle-specific data (as in the examples of maneuvers featured in tables 2 and 3) as well as generic data that applies to any vehicle, such as the maneuver featured in table 7.

Even in perpendicular parking (90 degrees) from the front or 45 ° from the front, there are some drivers who have difficulty aligning the vehicle in the right direction. Figures 7A and 7B show situations where the driver starts the device after placing the vehicle on a reference bow (perpendicular to the wave in the examples in question) at the starting position (PI), and when the vehicle reaches a 90 degree angle (or 45) Regarding the initial reference the device warns the driver, helping him to keep the car in the correct alignment.

To assist the driver in aligning the vehicle at predefined angles (as in the situations of figures 7A and 7B), the system can operate in a slightly different way, where the driver determines a reference position and every time If the vehicle is at an angle (relative to the set reference) equal to pre-programmed values (0, 45, 90 and 180 degrees for example) the driver receives a warning from the system.

Recalling that the task of setting a bow in line with the direction of the road is much easier, because during the movement the alignment is perceived by the fact that the vehicle does not approach or move sideways away from references on the road, such as the sidewalk. example.

Figure 8 shows a situation where the device is used to check if the parking space is the minimum size (TM) required to park the vehicle. In this case, the driver puts the vehicle in a starting position (PI) which consists of aligning a convenient vehicle reference with the start of the vacancy, starts the device, and moves the vehicle forward parallel to the direction it wants to measure (parallel to curb).

When he travels the distance equivalent to the minimum size (TM) required to park the vehicle, the device gives a warning to the driver that the parking space is large enough to park. Even after receiving the warning that the space is sufficient, the driver can continue the measurement process and provide indication to the system (via a human machine interface) when the adopted vehicle reference reaches the end of the space. This allows the method to calculate the actual size of the wave and readjust the maneuver to be performed next to take better advantage of the wave in question.

[0092] This possibility to perform vacancy assessments solves the problem of the state of the art. [0093] Figure 9 exemplifies a generic situation where the user has a large car-tight car combination generating the need to park the car in reverse. . This is an example of a combination of factors that establish a peculiar maneuver that demands driver skills, where the use of the recording and playback processes presented in the present invention are of great value.

Figures 10A, 10B and 11 show flowcharts that conceptually explain the operation of the maneuver playback and recording processes of the present invention. In the examples in question, distance traveled and heading angle variation sensors are used. The heading angle used can be obtained by gyros, magnetometers or by measuring the vehicle's two-wheeled distance. The method can use other sets of positioning sensors (rather than distance traveled and heading angle) to record and reproduce maneuvers. . For example, the method may be employed using only distance traveled sensors.

[0095] Figure 10A depicts a version of the maneuver recording process where the system records the actions required to move the vehicle from a starting position (PI) to the desired ending position (PF). The complete path is broken into steps that should preferably be performed with constant commands. Examples of steps performed with constant commands would be: move forward with fixed direction at neutral or reverse with full left deflected direction. Rather than deflecting the steering wheel or changing the direction of movement during the step. For each step the system performs the following steps: a) Warns the driver that he must inform the commands that will be used during the step; b) Waiting for the user to inform the commands and start the recording process; c) Reads and writes the commands required to perform step (39); The commands are informed by the user through a human machine interface; d) Reads the distance traveled sensors and records the position of the vehicle at the beginning of step (40); (e) read the bow angle sensors and record the bow angle of the vehicle at the beginning of step (42); f) Waiting for the user to perform the step and inform the system through a human machine interface of the end of the step or end of the maneuver; g) Reads the distance traveled sensors and records the position of the vehicle at the end of step (41); (h) read the bow angle sensors and record the bow angle of the vehicle at the end of step (43); i) Reads and writes which set of governing parameters of step (45); the governing parameters are informed by the user through a human machine interface; the governing parameters consist of the parameters that can determine the end of the stage; j) Finishes the recording process if the user has informed the end of the maneuver and repeats the beginning process if the user has informed about the end of an intermediate step;

In the flowchart step in which the user enters the commands that must be used to perform a given maneuvering step (39), the basic commands are: steering wheel position (eg: fully right, neutral and fully for left) and direction of movement (forward or reverse);

[0097] At the stage where the user defines the ruling parameter set from step (45) the user can choose combinations of the following options: a) Bow angle: In playback mode, the stage will end when variation of bow angle relative to the beginning of the step exceeds the difference between the readings taken (and recorded) at the beginning (42) and end (43) of the step in the recording process; b) Distance traveled: In playback mode, the step will end when the distance traveled relative to the beginning of the step exceeds the difference between the readings taken (and recorded) at the beginning (40) and end (41) of the step in the recording process; c) Change of direction: In playback mode, the step will end when the system identifies that the vehicle's direction of movement has changed (based on the variation of the distance traveled, monitoring the change of signal from the parameter derivative); The value assumed by the parameter is 0 when the direction of movement is the same as indicated for performing the step, and 1 when the direction of movement is different from that established for the step. The parameter value is written to zero at the beginning of the step and 1 at the end; d) User Defined: In playback mode, the step will end when the user reports the end of the step through a human machine interface. The value assumed by the parameter is 0 as long as the user does not indicate the end of the step through the human machine interface and 1 when the user makes the indication (pressing a button for example). The parameter value is written to zero at the beginning of the step and 1 at the end;

Using the Change Direction parameter to govern the step is useful for implementing maneuvers such as those shown in figures 4A, 4B, 5A, and 5B where the end of the second step is not associated with a given distance but with the event of touching the curb. In the recording process the user indicates through the interface that the step is governed by this parameter, or the system automatically identifies by the variation of the distance traveled (change of the derivative signal). In the playback process, the system identifies that the step is automatically completed by varying the distance traveled (change of derivative signal).

The examples of maneuvers shown in figures 4A, 4B, 5A and 5B could be implemented using the user-defined parameter to govern the step that extends to the touch of the wheel at the curb. In this case during recording the user chooses this parameter (user defined) to govern the stage, and in the playback process the user informs the system that the stage has come to an end (by pressing a button for example) when he realizes that the wheel has touched the stage. curb. This parameter provides more freedom for different stage end settings, such as ending the stage after aligning a vehicle point with an external reference, feeling a bump, etc.

[0100] Another application the user-defined parameter would be to inform the system during the maneuver when any part of the vehicle is near a collision. This information can be provided by making rear / front and left / center / right combinations (example left rear corner). Based on this information the system can correct the instructions that will be presented.

[0101] Remembering that the method allows the set of governing parameters to be composed of more than one parameter. Thus, in the previous examples using the Change Direction or user-defined parameter, it would be possible to additionally select the distance traveled parameter that would further define a maximum distance that could be traveled in the step.

[0102] Another important feature of the example of maneuver recording method implementation shown in Figure 10A is the ability to record maneuvers even without command position readers, because the commands of each step are entered by the user. through a human machine interface. This type of implementation meets the goal of providing a low cost acquisition and installation solution.

[0103] Later in this report, a way of implementing a device to perform the above methods will be presented, which makes it possible to monitor the steering wheel position without giving up the low cost. In such situations (wherein the device is provided with means for measuring the position of the steering wheel), the recording method may record the directly readable steering wheel positions of said means for measuring the position of the steering wheel.

When the maneuver database and available sensors contain bow angle information, an alternative form of the method can be implemented to provide instructions continuously throughout the maneuver. In this case, the system displays the ratio of angular displacement to linear displacement during maneuver for both the database (as shown in table 8) and the sensor readings. The driver in possession of this information adjusts the position of the steering wheel to reproduce the ratios (bow / distance) recorded in the maneuver database. This strategy is particularly interesting in situations that require the maneuver to be recorded with continuous commands.

Table 8: Generic database for left goal.

The flowchart of Figure 10A illustrates the recording method for systems provided with distance traveled and bow angle sensors. A similar flowchart would be applied to systems with distance-only sensors, where the modifications would basically eliminate steps 42 and 43 concerning reading and writing of bow angle values.

[0106] Figure 10B shows a flowchart where the set of step governing parameters is limited to only one parameter that is defined as a function of the steering wheel position established for the step, where the parameter governing the step is defined as the distance traveled for steering wheel positions near neutral and bow angle for steering wheel positions away from neutral.

[0107] The flow charts of figures 10A and 10B can take an additional step immediately after the start of the process, which consists of reading and writing from the human machine interface information about the starting position that should be used to perform the maneuver. This information may consist of text such as: align the vehicle perpendicular to the space with the rear view mirror 20 cm from the left column of the space.

[0108] In all the examples of maneuvers presented earlier, the maneuvers were broken in a few steps (maximum 5 steps). However, the method can be applied to different levels of discretization that the user finds most convenient for the situation in question.

Figure 11 presents a flowchart illustrating a method version used to reproduce maneuvering data that was previously generated by the methods proposed in this report. In this method the system presents the necessary actions to move the vehicle from a starting position (PI) to the desired ending position (PF). The complete trajectory is presented in stages, where the driver is informed about the commands that must be applied (steering wheel position and direction to be followed). The method performs this function by following these steps: a) Reads from memory the data relating to the execution of the maneuver (46); b) Informs the driver of the commands to be applied during the step and monitors the value of each parameter selected to govern the step (47). Depending on the parameters that were selected to govern the stage, the value of each governing parameter is obtained as follows: - Bow angle: Bow angle sensor reading; - Distance traveled: Reading of the distance traveled sensor; - Change of direction: Assumes value 0 when the vehicle is stationary or moving in the direction indicated to perform the step; and assumes value 1 when the vehicle moves in the opposite direction to that indicated for the execution of the step; - User defined: assumes value 0 until the user has informed about the end of the step through a human machine interface (button for example); and assumes value 1 when the user enters the information; c) Monitors the set of step governing parameters, and if this set includes the distance traveled or bow angle and the value of any of these selected parameters is close to their step limit value (read from memory in step 46), the system alerts you that the stage is nearing its end; d) Monitors the set of governing parameters from step (48), and when the value of any of the governing parameters reaches their limit value of the stage (read from memory in step 46), the system alerts you that the stage has reached end (49);

[0110] The limit value of a step ruler parameter depends on the chosen parameter, and the parameter value is defined as follows: a) Bow angle: The step limit value is defined as the difference between the readings taken (and recorded). ) at the beginning (42) and end (43) of the step in the recording process; b) Distance traveled: The step limit value is defined as the difference between the readings taken (and recorded) at the beginning (40) and end (41) of the step in the recording process; c) Direction change: The step limit value is set to 1. The parameter assumes this value when the system identifies that the vehicle's direction of movement has changed; d) User defined: The step limit value is set to 1. The parameter assumes this value when the system identifies the user informed of the step completion via a human machine interface (by pressing a button for example).

[0111] The flowchart of Fig. 11 can take an additional step immediately after the start of the process, which is to provide the user with information about the starting position to be used to perform the maneuver. This information will be displayed if it was recorded during the recording process.

[0112] APPARATUS FOR IMPLEMENTATION OF MANEUVER RECORDING AND REPRODUCTION METHODS

Figure 12A shows a block diagram illustrating the basic components required to implement the device developed in the present invention. In general, the essential elements for the construction of the device comprise a processing unit (11) connected to a storage unit (10), means for measuring the distance traveled (2) and a human machine interface (50). which allows the user to interact with the device.

Figure 12B gives a more detailed description of a possible construction of the device presented in the present invention. The scheme consists of a processing unit (11), connected to a storage unit (10), a bow angle sensor (1), a set of sensors to estimate the distance traveled (2), and interface elements. human machine that allows proper operation of the device.

[0115] Interface elements basically consist of: a) Playback mode button (3), which adjusts the device to operate in playback mode; b) Record mode button (7), which adjusts the device to operate in record mode; c) Start / end button (4), which is used to start playback of the maneuver in playback mode; and is used to determine the beginning and end of the recording process in recording mode; d) Step end button (9), which is used in the recording mode to inform the system that the step has come to an end; e) Ruling parameter selector for step (8), which is used in recording mode to inform the system which parameters govern the step; The element must be designed to allow the user to choose combinations of the following options: - Bow Angle: In playback mode, the step will end when bow angle variation; - Distance traveled: In playback mode, the stage will end based on the variation of the distance traveled; - Direction change: In playback mode, the step will end when the system identifies that the vehicle's direction of movement has changed; - User Defined: In playback mode, the step will end when the user enters the end of the step. f) Vehicle direction selector (34), which is used in recording mode to inform the system of the direction that the vehicle will follow during the step. The element may be a two position key to inform forward or backward movement; g) Steering wheel position selector (35), which is used in recording mode for the user to inform the system of the steering wheel position that will be followed during the step. The element shall be a key of at least three positions to inform all right, centered or all left steering wheel.

[0116] The audio transducer (6) and display device (5) are used to provide the user with instructions calculated by the processing unit.

Figure 12C shows a scheme where the device is deployed using accelerometers arranged on the vehicle wheel. The device consists of: - An interface unit (52) composed of a processing unit (11) connected to a storage unit (10), a human machine interface (50) and a wireless transceiver (51). - A dynamic measuring unit (57) comprising a processing unit (55) connected to a wireless transceiver (54) and a set of accelerometers arranged on a vehicle wheel (56).

[0118] The processing unit entity (11) used in both this report and the appended claims consists of the combination of elements (processors or controllers, memories, buses ...) required to perform the calculations and data processing required by the system. . In the interface unit (52) specification, defined above, the storage unit (10) has been set forth merely to illustrate that the unit (52) containing the storage unit (10) is the most suitable place to store a base. of data containing information of various maneuvers (may contain various types of maneuvers, for various types of vehicles, etc.).

We can see that the role of interface unit 52 can be performed by a mobile device. We can also consider a use where the interface unit has a simplified man-machine interface, but enough to operate the maneuver playback method, and when the user wishes to perform the maneuver recording method he uses a mobile device performing the role of interface unit.

[0120] The use of wheel accelerometers to measure vehicle displacements is presented for different purposes in US Patent Nos. 6237403 B1, US 6466887 B1, US 8352210 B2.

[0121] There are several ways to calculate the distance traveled using accelerometer readings arranged on the wheel. Generally the set of accelerometers may be arranged on any axis that has motion proportional to the movement of the wheels, provided that said axis is reasonably perpendicular to the axis of gravity.

[0122] However, one of the simplest implementations is to have a pair of orthogonal axis accelerometers in the center of the wheel. In this way the effect of centrifugal acceleration is minimized and the wheel angle can be calculated using trigonometric functions and accelerometer measurements.

[0123] If accelerometers are installed far from the center of the wheel, the methods for calculating the displacement are a little more elaborate. In this case, it is interesting to have a gyroscope together with the accelerometers to estimate centrifugal acceleration. The scheme is shown in figure 12D.

[0124] Figure 12E shows that the interface unit (52) can be powered by more than one dynamic measuring unit (57). Ideally, at least two dynamic measuring units (57) should be installed on the rear wheels, so that the device can calculate both linear and angular displacements (distance traveled and bow angle variation).

[0125] Figure 12F shows the various positions (P1, P2, P3 and P4) that the dynamic measuring unit (57) can be installed. Positions P2 and P3 are interesting for the purpose of hindering access to the device (in an attempt to prevent possible theft). [0126] Position P1, in addition to minimizing the effects of centrifugal acceleration, facilitates the use of an easy-to-install strategy. removal as shown in figure 12G. In this scheme a base (58), designed to easily fit into the dynamic measuring unit (57), is fixed to the vehicle wheel. The user installs and uninstalls the unit of measurement (57) as needed. This strategy is interesting to prevent theft and to share the device between different vehicles.

Turning to Figure 12F, position P4 (above the wheel and inside the tire) is very interesting from a safety point of view and can still provide tire pressure readings. In this case, the dynamic measuring unit (57) receives pressure sensors (60) as shown in figure 12H. It is important to remember that current low energy bluetooth technology allows low power devices to stay active and accessible for communication for months or years without replacing the battery. The use of vibration energy-based harvesting sensors would also be interesting for this situation.

[0128] The use of the onboard diagnostic interface (OBD) onboard vehicle diagnostic interface is an alternative way to obtain the distance traveled by the vehicle through a low cost device. The interface can be used to obtain vehicle parameters such as vehicle speed among others.

[0129] OBD interface output speed information has a low resolution, where the smallest value obtained is 1km / h (or 27 cm / s). Since the discretization error has zero mean, the integration of speed reading values produces reasonably accurate estimates of the distance traveled. The accuracy of the estimate is only compromised in a hypothetical situation where the vehicle remains for a reasonable period of time with constant speed at a value where the discretization error is high (eg 0.49 km / h, OBD interface output = 0). km / h). To address this concern OBD interface speed information can be enhanced when used in conjunction with accelerometers.

[0130] A simple strategy for doing this data fusion would be to take velocity readings at a relatively high frequency (ideally greater than 10 samples per second) and consider the information to be true until the velocity is repeated consecutively for a given number of times. samples. Meanwhile a Kalman filter, used to estimate the distance traveled using the accelerometer, has its gains calibrated using the distance traveled calculated using the OBD interface outputs; When the speed read from the OBD interface is repeated in a sequence larger than the tolerated Kalman filter estimate is assumed to be the vehicle speed.

Thus, a static measuring unit (17) can be constructed by a processing unit (58) connected to an OBD port reader (15), acceleration sensors (14), a wireless transceiver (16) .

A more interesting construction for the application in question is to add bow angle measuring means (1) to the static measuring unit, wherein said bow angle measuring means must comprise combined gyros or magnetometers to provide estimates satisfactory for the bow angle. Possessed by these sensors, said measuring unit provides both linear and angular displacement information for use by maneuvering and recording methods. The device is shown in Fig. 121.

The Device can also be constructed by an interface unit (52) connected to a plurality of measurement units (both static and dynamic) as shown in figure 12J, some possible combinations are: - Two dynamic measurement units installed on different wheels of the vehicle: with this construction it is possible to extract information of distance traveled and bow. - A dynamic wheel measuring unit and a static measuring unit: With this construction it is possible to extract distance and bow distance information, even if the static measuring unit does not include means for measuring bow angle. If the static measuring unit already comprises means for measuring bow angle, the information of the dynamic measuring unit installed on the wheel will serve to improve the calculation of the bow angle. - A steering wheel dynamic measuring unit and a static measuring unit: with this construction it is possible to extract information on distance traveled and steering wheel position.

[0134] Recalling that the number of static measuring units that can be used is limited by the number of OBD interfaces available on the vehicle (usually one).

Figure 13A shows a construction of the interface unit (52) where it receives a pair of accelerometers (59) connected to the processing unit (11). This scheme is interesting because the processing unit can be installed on the steering wheel of the vehicle (as shown in figure 13B), further providing the steering wheel position for use in recording and playback methods. Figure 13C shows an interface where the driving instructions to be followed by the vehicle are performed through the direction indicator (DV) which can take two values (forward or backward), and the steering wheel position instructions are performed. continuously by indicating the target steering wheel position (PVM) and current steering wheel position (PVA). In figure 13D the steering wheel position indication is made through the steering wheel position indicator (PV) which can assume three positions (fully left, centered and fully right) [0136] At this point it is important to highlight the effects obtained by using simultaneously of the methods and devices proposed in the present invention. First, it is interesting to return to the state of the art overview presented in table 1.

Table 1: Characteristics of state-of-the-art solutions It can be seen that merely applying accelerometers to the wheel to measure displacements would not alter the state of the art in any way. The US6701226 B2 patent, implemented using two-wheel accelerometers of the vehicle, would continue to be low cost and with the same low performance to solve everyday problems. Other patents, when implemented using wheel sensors, would continue to better cover everyday problems and would also continue to be costly, as they all make use of elements such as obstacle sensors, cameras, system actuators, position sensors. , etc.

DEVICE OPERATION

Figures 14A-14C illustrate recording mode operation screens of an implementation of the present invention on a mobile device. For simplicity, the system implemented in this example considers only the distance traveled or bow angle as possible parameters for governing the steps.

[0138] Figure 14A shows the screen that is shown at the beginning of the maneuver, the explanatory text (18) shows a message such as STOP THE CAR IN THE STARTING MANEUVER POSITION AND PRESS THE RECORD MANEBUTTON, at this stage the driver positions the vehicle in a defined position, preferably being an easy position to perform (eg, aligning the rear view mirror within 20 cm of a given column), presses the record maneuver button (19), and starts the maneuver.

[0139] The next screen is shown in figure 14B where the callout (18) shows a message such as DEFINES THE POSITION OF THE WHEEL AND THE DIRECTION THAT THE VEHICLE WILL TAKE DURING THE STEP AND PRESS THE START BUTTON, at this stage the driver selects the steering wheel position that will be used in the step through the steering wheel position selector (20), selects the direction the vehicle will move during the step through the vehicle direction selector (21), presses the start step button (22). ) and start performing the step as specified. After pressing the start step button (22) the screen shown in figure 14C is displayed where the explanatory text (18) shows a message such as MOVE THE VEHICLE TO THE END OF STEP AND SELECT THE PARAMETER GOVERNING THE STEP when driving the vehicle to End stage position The driver is informed of the distance and bow angle variation from the beginning of the stage through the distance (23) and bow (24) button labels. When he reaches the end of the stage, the driver informs which parameter governs the stage by pressing the distance (23) or bow (24) button; press the END STEP button (26) if it is an intermediate step or press the end of maneuver button (25) if it is the final step. All parameters related to the execution of the maneuver (commands given by the driver, positioning parameters, parameter governing the step) are stored at each step.

Figures 15A and 15B illustrate playback mode operation screens of an implementation of the present invention on a mobile device. Figure 15A is shown at the beginning of the maneuver, the explanatory text (18) shows a message such as STOP THE CAR IN THE STARTING MANEUVER POSITION AND PRESS THE PLAYBUTTON, at this stage the driver positions the vehicle to the preset position and presses the play maneuver button (27), and starts the maneuver. This screen of figure 15A can also present information about the starting position to be adopted (if this information was recorded in the recording process).

[0141] The next screen is shown in figure 15B where the explanatory text (18) shows a message such as POSITION THE STEERING WHEEL IN THE INDICATED POSITION AND MOVE THE VEHICLE IN THE DIRECTION DIRECTED UNTIL HEARD THE BEEP AND COMPLETE 100% OF THE STEP, at this stage the driver positions the steering wheel shown on the steering wheel position indicator (29), and moves the vehicle according to the direction shown on the direction indicator (28); During the ride the driver is informed of the stage completion percentage through the stage completion percentage indicator (30) and is also informed of the maneuver completion percentage through the maneuver completion percentage indicator (31). When approaching the end of the stage a beep is generated to progressively warn that the end of the stage is approaching (for example, increasing the frequency of beeps as a function of proximity to the end), at the end of the stage the driver is warned an audible alert (distinguishable from the proximity alert) and the step completion percentage indicator that will show that 100% of the step has been performed. If the previous stage was an intermediate stage, after a few seconds the stage completion indicator will show a value of 0% (indicating that another stage has started) and the steering wheel position (29) and vehicle direction (28) indicators. ) will show the commands for the new step. At the end of the last step of the maneuver, the driver is warned by an audible alert (distinguishable from proximity alert and end of stage alert) and the maneuver completion percentage indicator (31) which will show the value of 100%. .

Figure 16 illustrates an example of implementation using mobile device where in the playback process the reference path is shown to the driver. For this the interface receives a trajectory indicator panel (38) which contains a reference trajectory indicator (32) and an indicator of the current vehicle position (33). In this case the position history is recorded during the recording process. The presentation of the reference path allows the driver to apply corrections to the commands if the device shows discrepancies between the vehicle position (33) and the reference path (32). If the implemented system has sensors for the steering wheel position, the diagram shown in figure 16 may additionally show the position of the steering wheel and the steering wheel position that the driver is using during the maneuver.

Figures 17A to 17H and 18A to 18G exemplify the use of the object of the present invention, implemented via a mobile device, assisting a driver to perform the maneuver shown in Figure 9.

[0144] The explanations will be initiated by figures 17A to 17H which are related to the maneuver recording process.

[0145] Before starting the maneuver recording the driver must perform two important steps: a) Set the starting position Preferably an easy position to be established, as errors in the starting position (PI) are usually transmitted to the ending position ( FEDERAL POLICE). b) Breaking the sub-step maneuver In the example in question the maneuver to be performed from the starting position (PI) was broken into two steps: one in reverse with the centered direction and one in reverse with the fully deflected direction for the left.

Figure 17B shows that the established starting position (PI) is to align the rearview mirror with the building wall at a lateral distance (D5). After putting the vehicle in this position the driver presses the record maneuver button (19).

[0147] Before moving the vehicle, as shown in figure 17C, the driver selects the commands that will be used in the step through the steering wheel position selector (20) and vehicle direction selector (21). After selecting the commands, the driver presses the start step button (22) and starts to move the vehicle. During the performance of the stage, as shown in figure 17D, the driver is informed of the variation of the distance traveled and the bow angle from the beginning of the stage through the distance (23) and bow (24) button labels. Figure 17E shows the sequence of actions that the driver performs at the end of the stage: 1) presses the distance button (23), showing that this is the parameter that governs this stage; and 2) press the end of step button (26).

Figure 17F shows the sequence of steps followed to start recording the second step, and Figure 17G shows the parameters being displayed on the distance (23) and bow (24) button labels during the execution of the second step.

[0149] Figure 17H shows the driver selecting the 90 degree bow range as the parameter that governs the last stage, in which case he presses the end of maneuver button (25).

[0150] Table 9 provides an example of how data generated through the recording process can be stored in device memory. The example in question required a table with only two steps, which were identified through sequential integers. However, it is important to remember that the generated data table can have as many steps as needed to represent the maneuver.

Table 9: Data recorded in the maneuver presented in figures 17A to 17H

[0151] There are several strategies for recording the data for a given maneuver, Table 10 presents an alternative way of recording the maneuver data of figures 17A through 17H where only the limit value of the parameter governing the step is recorded. Recalling that when the stage is governed by the parameters traveled distance or bow angle, the limit value of the parameter that governs the stage is the variation of this parameter between the beginning and end of the stage.

Table 10: Alternative way to record the data generated in the maneuver presented in figures 17A to 17H

In the following, figures 18A to 18G relating to the process of reproducing the maneuver will be discussed.

[0153] Figure 18A shows that before starting the maneuver playback the driver must position the vehicle in the predefined (PI) position. Information about this starting position can be recorded by the user during the recording process, and informed to the user during the playback process through the explanatory text (18). This information may consist of text such as: align the vehicle perpendicular to the space with the rear view mirror 20 cm from the left column of the space.

[0154] Figure 18B shows that after positioning the vehicle in the home position (PI), the driver presses the play maneuver button (27). Figure 18C shows that after pressing the play maneuver button (27) the device displays a screen with the steering wheel position indicator (29) and vehicle direction indicator (28) informing the user of the steering wheel position and direction. of the vehicle to be used during the step. The screen also shows the percentage of completion of the stage and the maneuver through the percentage of completion of the stage (30) indicator and the percentage of completion of the maneuver (31).

[0155] Figure 18D shows that after completing 100% of the stage the driver is warned by an audible alert and the percentage completion indicator of step (30) which will show that 100% of the stage has been completed.

[0156] Figure 18E shows the screen that is displayed a few seconds after the first step is completed, with the commands (28, 29) to be followed in the second step.

Figure 18F shows the device indicating the percentage of completion of step (30) and maneuver (31) during the execution of the second and last step.

[0158] Figure 18G shows that after completing 100% of the last step (and hence 100% of the maneuver), the driver is alerted by an audible warning of the maneuver completion percentage indicator (31) which will show that at 100 % of the maneuver was performed, and the explanatory text (18) that will show that the maneuver was completed.

[0159] A computer program fed with the vehicle's geometric and kinematic characteristics can be used to estimate the actions required to perform a given maneuver avoiding the need for the maneuver recording process performed by a more skilled driver. The path built through the computer program can feed the device database and can be used in the playback process. For this, the device must receive media with a computer or mobile device (USB, WIFI, bluetooth ...). Vehicle data can be entered manually, or the computer program can rely on a database of various vehicle models and the user only selects the model to be used.

[0160] Figure 19A shows an example implementation of the computer program where the user constructs the maneuver manually and is aided by the computer program that reproduces vehicle kinematics based on user-entered command positions (36) and vehicle data. . In the application the user is able to add obstacles (37) (can change its shape and alignment) and define a path that takes the vehicle to the desired position respecting the obstacles and the kinematics of the vehicle. To do this, the user defines the position of the steering wheel and then clicks the forward or reverse buttons that move the vehicle a predefined value (10 cm for example) respecting the actual kinematics of the same. Thus, with the help of this tool the user can build the steps (with the commands applied in them) necessary to perform the maneuver. The data required to reproduce kinematics consists of a combination of geometric data and the control system that allows to map the positioning of the complete contour of the vehicle according to the applied commands (steering wheel position and direction of movement).

[0161] Figure 19B shows an example implementation of the computer program where the user sets the start and end positions, inserts (and formats) obstacles (37), and asks the application to calculate a trajectory leading the vehicle to the position. respecting obstacles (37) and vehicle kinematics. The path determination method can use an optimization algorithm that seeks to minimize the number of steps required to perform the maneuver. Other user-defined parameter sets can also be used for optimization purposes.

[0162] The object of the present invention may be implemented by means of a device containing a database with some maneuvers for a variety of vehicle models, as well as alignment-like maneuvers shown in Figures 7A and 7B which are independent of the vehicle.

[0163] At this point it is interesting to recall the design through a device that uses a simpler interface and does not run the recording process. In this case, the database for performing the maneuvers is recorded directly in the device's memory, and this database is generated by applying another device (in versions that have the recording process) or by using the aforementioned computer programs. .

BEST MODE OF EXECUTION

The best embodiment of the present invention is shown in Figure 12E, considering the interface unit (52) as being implemented via a mobile device that communicates (via bluetooth for example) with two dynamic measuring units (57). ) arranged on two wheels of the vehicle.

[0165] The proposed method is performed by an application installed on the mobile device that performs the calculations presents the instructions using the data received from the dynamic measurement units.

Comparative with the state of the art

As mentioned earlier the present invention aims to propose a solution to the problems of performing precision maneuvers in motor vehicles that adds two primary features: 1) low cost of purchase and installation 2) ability to assist the driver in particular maneuvers ( customizable).

It is noted that US6701226 B2 and DE10331948 are the closest to covering each of the listed features. In this scenario, it is interesting to make a comparative of the present invention with such patents in order to gauge attributes of novelty and inventive activity.

[0168] Although the inventor believes that all the material claimed in this report has the attributes of novelty and inventive activity, for simplicity, prior art patents will be compared to the best way to perform the maneuver (described in the previous section). The comparison in terms of relevant technical characteristics and technical effects achieved is presented in table 11. Table 11: Comparative with the state of the art [0169] In addition, the fact that the present invention provides means for users to record and reproduce maneuvers, fosters an environment where users can record tricks and share them with other users. This builds a technical advantage of facilitating the creation of a maneuvering base for multiple vehicles.

Claims (42)

1. METHOD FOR AUTOMOTIVE VEHICLE MANEUVER AID used to provide instructions that assist the user in performing maneuvers of interest, where such instructions are calculated using a set of relevant information comprising information entered by the user through a human machine interface, information from means of measuring vehicle displacements, and information associated with said maneuvers of interest contained in a maneuver database characterized by: The means of measuring vehicle displacements comprises means for measuring the distance traveled by the vehicle or means for measuring the distance traveled by one or more wheels of the vehicle separately; The relevant information set is devoid of environment mapping means, wherein said environment mapping means consists of any combination of obstacle distance sensors and video cameras; Optionally, the method may be implemented in such a way that during the execution of a maneuver the user may enter through a human machine interface information which will be further used in the calculations to provide instructions for performing the maneuver. Method according to Claim 1, characterized in that the relevant information set consists of information entered by the user via the human machine interface, information from means of measuring vehicle displacement, and information from the maneuver database. . Method according to claim 1, characterized in that the means for measuring vehicle displacement consists of means for measuring the distance traveled by a vehicle wheel. A method according to claim 1, used to perform parking space assessment, where the user is in charge of positioning the vehicle such that a reference point of said vehicle is aligned with one end of a parking space to be evaluated. , and then moves the vehicle parallel to the size of said vacancy which is to be assessed, comprising the following steps: receiving an indication of the start of the evaluation and based on the distance traveled by the vehicle and the values associated with the vacancy size stored in the base. maneuver data to issue warnings to advise the driver of the convenience of the vacancy; optionally, the method may receive an indication stating the end of the vacancy. Method according to Claim 4, characterized in that: The maneuvering database contains data necessary to perform the maneuver and, optionally, the wave size required to perform said maneuver; The method allows information obtained through the vacancy evaluation process to be used to provide instructions to perform a given maneuver, whenever the maneuver database contains the vacancy size associated with said maneuver; said information obtained through the vacancy assessment process is used in conjunction with the information provided by said maneuver database and said means for measuring vehicle displacements. Method according to claim 1, characterized in that it is implemented in such a way that during the execution of a maneuver the user can enter through a human-machine interface information which will be additionally used in the calculations to provide instructions to perform said maneuver; Optionally, the maneuver database contains data informing the conditions that enable or disable the ability to receive user information via a human machine interface. Method according to claim 1, characterized in that it detects a change in the direction of movement of the vehicle, and utilizes said detection additionally in the calculations to provide instructions for performing the maneuver; Detection of change of direction is performed using information from the means to measure vehicle displacement. Method according to Claim 1, characterized in that: The maneuver database used presents: information of each maneuver broken in steps, information about the commands to be used in each of said steps, and a set of governing parameters. for each of said steps consisting of the parameters may define the end of said step; Upon receiving an indication of the beginning of the execution of a maneuver, the method presents the instructions associated with the steps that make up that maneuver; The determination of the end of an ongoing stage is performed using the vehicle spatial positioning parameters presented in the set of governing parameters associated with said stage; wherein said positioning parameters are calculated by means of measuring vehicle displacements; Where the set of governing parameters associated with each step comprises combinations of the following elements: (a) combinations of parameters comprised in the means for measuring displacement; the end of the stage is set according to the selected parameters; b) Change of direction: where detection of the change of direction of vehicle movement determines the end of the stage; c) User defined: where an indication provided by the user through a human machine interface determines the end of the step. Method according to Claim 8, characterized in that the set of governing parameters associated with each stage may contain combinations of the following options: a) Bow: where the variation of bow angle determines the end of the stage; b) Distance traveled: where the distance traveled determines the end of the stage; c) Change of direction: where detection of the change of direction of vehicle movement determines the end of the stage; d) User defined: where an indication provided by the user through a human machine interface determines the end of the step. Method according to claim 1, characterized in that the instructions that assist the user in performing a given maneuver of interest include informing the steering wheel position and the direction of movement of the vehicle; Preferably, the informed steering wheel positions can assume three values: fully left, centered or fully right; preferably, the informed direction of movement of the vehicle may assume two values: forward and reverse; and the method sends warning when the end of each step constituting said maneuver of interest occurs. Method according to claim 1, characterized in that the means for measuring displacement comprises at least one of the following elements: plurality of accelerometers arranged on at least one wheel of the vehicle; Onboard vehicle diagnostic interface reader. The method of claim 1 wherein said displacement measuring means comprises means for measuring the bow angle of the vehicle; Carrying out a vehicle bow adjustment process comprising the following steps: (a) receiving signals from the means used to measure the vehicle bow angle; receive an indication of a reference bow; (b) issue a warning whenever the value of the bow angle traveled in relation to the indicated reference bow is sufficiently close to the value of a target bow indicating the orientation of the vehicle to be reached; optionally, said goal bow value may be expanded to any multiple of said goal bow value. Method according to claim 12, characterized in that it uses a human-machine interface to perform operations consisting of: receiving the value of the heading goal; and receive the definition of the use of said set goal only or multiples of said set goal. A method according to claim 13, characterized in that the instructions that assist the user in performing a given maneuver of interest include: Informing the ratio of the bow angle variation to the calculated distance traveled using the information contained in the base. maneuver data; Inform the ratio between the variation of bow angle and the calculated distance traveled using the means of measuring distance traveled and the means of measuring bow angle. Method according to claim 1, characterized in that the relevant information set further receives information from means for measuring steering wheel position; the maneuver database comprises steering wheel position information to be used during maneuvering; and instructions that assist the user in performing a given maneuver of interest include: Informing the steering wheel position using the information contained in the maneuver database; Inform the position of the steering wheel using information from the means of measuring steering wheel position. METHOD FOR RECORDING AUTOMOTIVE VEHICLE MANEUVERS, designed to construct databases that can be used by any of the methods set forth in claims 1 to 15, based on recording data obtained by performing a maneuver of interest; using a vehicle provided with means for measuring displacements of said vehicle, the execution of the maneuver of interest being broken down in steps comprising the following steps: (a) recording readings of the means of measuring vehicle displacements associated with each step together with an identifier for said step, wherein the identifier is defined so that it can establish a sequence of execution of the steps; b) For each step, receive and record a set of commands necessary to perform said step; c) For each step, receive indications to determine the end of that step. The method of claim 16 further comprising the following step: For each step, receiving and recording a governing parameter set for said step, wherein said governing parameter set consists of the parameters that are used to define the end of said step; Where said governing parameter set associated with each step may comprise combinations of the following elements: (a) combinations of the parameters comprised in the means for measuring displacement; the end of the stage is set according to the selected parameters; b) Change of direction: where detection of the change of direction of vehicle movement determines the end of the stage; c) User defined: where an indication provided by the user through a human machine interface determines the end of the step. Method according to claim 17, characterized in that the sets of parameters governing the steps are obtained through a human machine interface. Method according to claim 16, characterized in that the set of commands necessary to perform the steps is obtained through a human machine interface. Method according to claim 16, characterized in that the end-of-stage indications are performed via a human machine interface. Method according to claim 16, characterized in that the readings of the means for measuring vehicle displacements are recorded for each step with only two samples in time: one at the beginning and one at the end of said step. Method according to claim 16, characterized in that the means for measuring vehicle displacements comprise a plurality of accelerometers arranged on at least one wheel of the vehicle. METHOD FOR BUILDING DATABASE FOR AUTOMOTIVE VEHICLE MANEUVERS designed to construct databases that can be used by any of the methods set forth in claims 1 to 15, characterized in that it uses a vehicle kinematics database ; Calculate the trajectory of the vehicle according to commands (36) entered by the user and said database; Present trajectory to the user; Store data relating to entered commands and trajectory obtained. METHOD FOR BUILDING DATABASE FOR AUTOMOTIVE VEHICLE MANEUVERS designed to construct databases that can be used by any of the methods set forth in claims 1 to 15, characterized in that it utilizes a vehicle kinematics database ; Receive a spatial positioning of a set of obstacles; Receive a starting position and an ending position of the vehicle; Receiving a set of objectives to perform an optimization routine, said set of objectives sets goals for the displacements made by the vehicle with respect to its starting position and with respect to the position of the set of obstacles; Carry out optimization routine in order to establish the commands in order to take the vehicle from the initial position until finally optimizing the established set of objectives; Store data relating to entered commands and trajectory obtained. 25. AUTOMOTIVE VEHICLE MANUFACTURE DEVICE, comprising a processing unit, data storage unit, human machine interface, means of measuring vehicle displacement, used to provide instructions to assist the user in performing maneuvers of interest, characterized in said means for measuring vehicle displacements comprise at least one of the following options: plurality of accelerometers arranged on at least one wheel of the vehicle, wherein said plurality of accelerometers may also be arranged on any element which is connected to said wheel sharing the same angular movement of said wheel; Onboard vehicle diagnostic interface reader. Device according to claim 25, characterized in that its essential elements consist of a processing unit, data storage unit, a human machine interface and means for measuring vehicle displacements. Device according to Claim 25, characterized in that the means for measuring vehicle displacements consist of a plurality of accelerometers arranged on at least one wheel of the vehicle, wherein said plurality of accelerometers may also be arranged on any element connected to said vehicle. wheel sharing the same angular movement of said wheel. Device according to Claim 25, characterized in that it has an interface unit (52) comprising a first processing unit (11), connected to a wireless transceiver (51), a storage unit (10) and an interface. human machine (50); Having at least one dynamic measuring unit (57) comprising a second processing unit (55) connected to a second wireless transceiver (54) and a plurality of accelerometers (56); Said interface unit (52) communicates and exchanges data with metering unit (57) via wireless transceivers. Device according to Claim 25, characterized in that the dynamic measuring unit (57) additionally receives a gyro sensor (58) connected to the processing unit (55). Device according to Claim 25, characterized in that the plurality of accelerometers consist of a pair of accelerometers arranged to measure acceleration on perpendicular axes, said axes being arranged in a plane essentially perpendicular to the axis of rotation of the vehicle wheel. . Device according to claim 25, characterized in that the plurality of accelerometers are arranged essentially in the center of the vehicle wheel. Device according to claim 25, characterized in that it additionally receives a base (58) designed for easy coupling and uncoupling with the dynamic measuring unit (57). Device according to claim 25, characterized in that the dynamic measuring unit (57) further receives a pressure sensor connected to the processing unit (55), and the dynamic measuring unit (57) is disposed within the vehicle tire. Device according to claim 25, characterized in that the dynamic measuring unit (57) additionally receives an electric generator used to power said measuring unit; said generator generates electrical energy as a function of the movements of the element to which said generator is fixed. Device according to Claim 25, characterized in that the interface unit (52) additionally receives a plurality of accelerometers (59). Device according to claim 25, characterized in that the means for measuring vehicle displacements consist of means for measuring the distance traveled by two wheels of the vehicle separately, where the two are on distinct sides of a vehicle axle, and preferably, This axle is not used in the vehicle's directional control system. Device according to claim 25, characterized in that it has an interface unit (52) comprising a first processing unit (11), connected to a first wireless transceiver (51), a storage unit (10) and a human machine interface (50), and have at least one static (17) or dynamic (57) unit of measurement; Where said static measuring unit (17) comprises a second processing unit (58) connected to a second wireless transceiver (16), an onboard vehicle diagnostic interface reader (15) and a first plurality of accelerometers. (14); Where said dynamic measuring unit (57) comprises a third processing unit (55) connected to a third wireless transceiver (54) and to a second plurality of accelerometers (56); Said interface unit communicates and exchanges data with the measurement units via wireless transceivers. Device according to claim 25, characterized in that it has means for sharing data with other devices. Device according to any one of claims 25 to 38, characterized in that it employs any of the methods set forth in claims 1 to 24. A static measuring unit for use in conjunction with an interface unit (52) as set forth in claim 37, said measuring unit comprising a processing unit (58) connected to a wireless transceiver (16), a reader of the vehicle's embedded diagnostic interface (15) and a plurality of accelerometers (14), characterized in that it further receives means for measuring bow angles (1) connected to said processing unit (58), wherein said means for measuring bow angle comprise gyros or magnetometers. 41. METHOD FOR AUTOMOTIVE VEHICLE HEADING ADJUSTMENT for use in vehicles provided with means for measuring the bow angle of said vehicle, comprising the steps of: receiving signals from the means used to measure the bow angle of the vehicle ; receive an indication of a reference bow; issue a warning whenever the value of the bow angle traveled in relation to the indicated reference bow is sufficiently close to that of a target bow indicating the desired vehicle orientation; Optionally, said goal bow value may be expanded to any multiple of said goal bow value. Method according to claim 41, characterized in that the value of the bow goal is defined as 45 degrees and the method is adjusted to use multiples of the bow goal value.