WO2018018108A1 - Methods and devices for assisting precision manoeuvres of motor vehicles - Google Patents

Abstract

The invention patent relates to methods and devices for assisting precision manoeuvres of motor vehicles, and consists in a series of methods and devices with interconnected purposes and operation, forming a system for assisting precision manoeuvres of motor vehicles, for use primarily in popular and second-hand vehicles. The finished device is produced using some of the elements provided in the present invention, that is to say: a method based on the travelled distance and movements in relation to an established initial position; a method for measuring parking spaces; a method for assisting in determining the front end of a vehicle; a method for calculating the distance travelled by a wheel equipped with a set of sensors (accelerometers and/or gyroscopes) arranged in an unknown position on the wheel; an easy to install device allowing the proposed methods to be implemented; wherein the devices have one of the following alternative designs: (a) an OBD door reader for motor vehicles; (b) a conventional wheel speed sensor; (c) a series of sensors comprising: These devices having wireless communication capability with other devices, such as a portable device.

Description

 METHODS AND DEVICES FOR PRECISION AID 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 prior 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 kinematics 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 presented which contains two fixed strategies for parking; parallel and perpendicular, both using the bow angle sensor only.

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 controls automatically through actuators in the steering, acceleration and brake systems of the vehicle. vehicle.

State of the art problem presentation

 Within the solutions found in the prior 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.

 [0008] A problem encountered in this type of solution is the complexity of implementing these elements in an existing vehicle, requiring the installation of devices outside the vehicle which may require puncture holes, repairs to paint, wire routing to the driver's cabin. , among other 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 low cost solutions available in the state of the art do not allow the implementation of systems with satisfactory results.

 In a nutshell, there is an absence in the market of systems for assisting in low cost maneuvers that adequately deals with the daily maneuvers, either due to limited scope of action or quality of the results obtained. This overview is explained in table 1.

 Table 1: Characteristics of prior art solutions

[001 1] When it comes to everyday maneuvers, it is possible to list a set of important situation:

 - Measure vacancies: assess if the size of the vacancy 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 or 90 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. Although less frequent than the previous 3 problems, this type of situation also causes inconvenience for many drivers.

 In this report the terms "curb" and "guide" refer to the same artifact.

 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.

 [0014] A low cost solution should feature simultaneously:

 - Low cost of ownership: 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 reason, it is interesting 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. The implementation of these types of systems usually requires, holes in the parts, repairs to the painting, passage of wires to the driver's cabin, among other complications.

It is interesting that the low cost acquisition and installation requirements are met simultaneously because the purpose of the present invention is to make a maneuver assistance system as simple as possible so as to construct a attractive device for used vehicle applications.

 Since the present invention seeks 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.

Thus, the nearest prior art (US6701226 B2) presents the following problems:

 - State of the art problem 1: During the mark, the vehicle must be 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.

Outline Troubleshooting

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

 [0020] The method consists of breaking a relative trajectory that takes the vehicle from a starting position to an ending position in stages; For each step the commands necessary to perform it are defined, and the offset range that the step is in effect. The user positions the vehicle at the preset starting position, and follows the instructions presented to reach the desired ending position.

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 This method allows user interference during the execution of the maneuver. warning that the wheel touched the guide, while executing a goal, for example.

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

 The method allows the recording of maneuvers where the commands necessary 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.

A device is also proposed to implement the method that can use as sensors only a set of accelerometers and / or gyro sensors arranged on a vehicle wheel, while enabling the low cost of acquisition and installation.

Presentation of the figures

 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 21 show a sequence of steps used to make a goal using a Peugeot 408 vehicle. Figure 21 shows the detail of the initial positioning before starting the maneuver.

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

Figures 3E and 3F show the extreme cases of width and distance combinations for the reference vehicle guide, which lead to difficulties in initial positioning.

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 figures 3E and 3F. Figures 5A to 5F 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.

 Figures 7A to 7D show a situation where the driver needs to park the vehicle aligned 90 degrees as curb, where the user receives assistance from the device to accomplish the task more easily.

 Figures 7E to 7G show a situation where the driver needs to park the vehicle aligned at 45 degrees as curb, where the user receives assistance from the device to accomplish the task more easily.

 Figures 8A to 8E show a situation where the driver needs to identify whether a given parking space is suitable for parking the vehicle.

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

 Figure 10 shows a flowchart illustrating the implementation 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 the driver to reproduce a maneuver whose data is stored in a memory.

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

 Figures 12D to 12G are related to a possible implementation of the device of the present invention using a set of accelerometers and / or gyros arranged on a vehicle wheel. The figures show different positions and ways of installing the accelerometer assembly on the wheel.

Figure 12H highlights what some devices may require to be installed on a given plane, making it more difficult to install on the wheel. [0044] Figure 121 shows examples where the device used to measure vehicle displacement is installed on the wheel fixing bolt (such as a cap, or replacing one of the fixing bolts).

 Figure 12J shows implementations using a vehicle OBD door reader.

 Figure 12L shows the main elements that make up a conventional wheel speed sensor cable widely used in ABS brake systems for example.

 [0047] Figure 12M shows an implementation using a speed sensor cable adapted with wireless transceiver.

 Figure 12N shows an implementation using a wireless transceiver adapter that is connected to a conventional speed sensor cable.

 [0049] Fig. 120 shows an implementation using a processing unit and interface that communicates with various units of measurement of different types.

 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.

 [0054] Figure 15C illustrates an example of implementation using mobile device where in the playback process the reference path is shown to the driver.

[1655] Figure 16 illustrates an example of implementation using mobile device where in reproduction of a goal the user needs to inform the system that the vehicle has touched the guide.

Figures 17A through 17H illustrate a step-by-step recording process. of 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 consists basically of a reproduction process which presents to the user a set of instructions which are stored in a database; where these instructions are updated as a function of vehicle movements.

 In this database, the maneuvers are divided into stages. For each stage, information is stored regarding the instructions (usually steering wheel position and vehicle direction) that will be presented, and vehicle displacements (which may be linear or angular) that determine the duration of each stage.

In the following, a process for generating the databases to feed said reproduction process will be presented.

 The method is not intended to ensure that the maneuver is performed extremely precisely. However, the proposed solution seeks to significantly reduce the difficulty of inexperienced drivers in performing maneuvers such as goal. This goal is achieved because, through the use of the proposed solution, every difficulty of performing a maneuver (such as a goal) is transferred to the accomplishment of two tasks:

[0063] a) Putting the vehicle in the correct starting position

B) Follow the instructions provided by the system.

A simplified example of a 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 or whole (eg distance traveled by the rear axle center point, vehicle center, etc.), or the distance traveled by only one wheel of the vehicle.

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 which is to align 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 21. The sequence of steps of the maneuver is illustrated in figures 2C to 2H.

Table 2: One-maneuver database (left beacon)

^* Positive distance range = forward displacements

[0067] In case of using the readings of the distance traveled by only one wheel of the vehicle, there is only the small drawbacks of having to generate the data to perform both left and right maneuver, as shown in table 3. More once this is a real case of a right-handed goal built for a Peugeot 408 under the same conditions as the previous example.

Table 3: One-maneuver database (right beacon)

^* Positive distance range = forward displacements When the means of measuring vehicle displacements allow the bow angle to be calculated the maneuvers can be mapped more efficiently.

 The bow angle may 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.

A hypothetical maneuver characterized using wheel-traveled distance and bow angle is presented in table 4. In this case, the mirroring of the maneuver to the right side consists only in inverting the sign of the traveled angles (highlighted in bold in the table), as shown in table 5.

Table 4: Database of a left marker characterized using distance traveled and bow angle.

 * Positive distance range = forward displacements

 Positive bow variations = clockwise offsets

Table 5: Database of a right beacon obtained from mirroring a left beacon

 Step Distance Direction Position. Variation Parameter Steering wheel vehicle Traveled * from bow ** ruler

 [Centimeters] [Degrees]

 1 Center Front +300 0 Distance

2 All right Reverse -500 -45 Bow

 3 Centro Ré -400 0 Distance

4 All Backwards -700 +45 Bow

left ^* Positive distance range = forward displacements

* ^* Bow positive Variations = shifts clockwise

Noting that in the examples of tables 4 and 5 it was necessary to add the step ruler parameter information, 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.

 [0072] The difficulty of not being able to mirror maneuvers when using only sensors to measure the distance traveled by only 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 traveled base (left / right)

The concept of Table 6 is illustrated in Figure 6A, which shows that for a same bow forward displacement of the vehicle the wheel outside the curve travels a displacement (S2) greater than the displacement (S1) traversed 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 100% flywheel position conversion factor of table 6, It is possible to convert the maneuver of table 2 (left mark) into the maneuver of table 3 (right mark).

 Figures 1 to 9 include examples of the range of applications that may be assisted using the object of the present invention. Although the present invention aims to provide a low cost solution to the difficulty of people in performing goal posts, it can be seen by analyzing some of the examples illustrated in figures 1 to 9 that the object of the present invention is a customizable system that can be employed in various situations. This feature is different from the state of the art, which are devices that address only well-defined maneuvers.

 The maneuvers presented 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.

 [0077] Figure 1A presents 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.

 [0078] In Figure 1 B 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 can be seen that the distance (DL2) that the vehicle breaks into the lane in the strategy of figure 1B is less than the distance (DL1) that the vehicle breaks into the lane in the strategy of figure 1A.

The method developed in the present invention makes it possible to implement the according to the strategy according to figure 1B thus minimizing the problem of the closest prior 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 ( PF) repetitively.

 Thus, in the recording process a more skilled driver (or a median driver receiving extra assistance) sets 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) put 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 in aligned direction, reaching the final position (PF);

[0083] 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 illustrated in figure 2B.

The parallel parking maneuver is one of the most demanding maneuvers of the drivers and for this reason is the main target of the parking systems. assistance in maneuvers.

 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.

 [0086] In figure 3A the driver correctly positions the vehicle in the starting position (PI). In this case, the final position obtained is adequate.

 [0087] 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.

 [0088] 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 the 3D figure the driver positions the vehicle inclined with respect to the guide. This error is most likely to occur when the vehicle ahead of the wave (which is used as a reference) is inclined to the guide.

 In everyday life, there is great difficulty in establishing the proper lateral distance to perform the goal. This is mainly due to two reasons: 1) variation in reference vehicle width (VREF); 2) variation in the distance to the curb of the reference vehicle (VREF). The two extreme situations are detailed in Figure 3E, which shows the situation of a wide reference vehicle (VREF) parked away from the curb and in Figure 3F, which shows the situation of a thin reference vehicle (VREF) parked near the curb. curb.

To minimize the effects of the initial positioning problem mentioned above, the method allows the user to inform the system that the wheel has touched the guide (via a human machine interface), allowing the method to recalculate the instructions that will be provided. .

 With this functionality it is possible to adjust the maneuver considering the initial position where the car that will perform the maneuver is farther from the guide (reference vehicle wide and distant from the guide); and in the opposite situation (thin reference vehicle near the guide) the system bypasses the situation allowing the user to inform the system if the vehicle tire has touched the guide.

This scheme can be better understood by analyzing figures 5A to 5F. The method is adjusted for the situation where the reference vehicle (VREF) is wide and is away from the guide (Figures 5A to 5C). As can be seen from figure 5A, the vehicle (which is being maneuvered) makes a straight stretch in reverse traveling a distance D2 without touching the guide (as shown in the detail of figure 5A).

Using the same adjustment in the situation where the reference vehicle is thin and close to the guide (Figures 5D to 5F), the guide is tapped while performing the straight stretch before the vehicle travels (D2). predicted for the step (as seen in figure 5D); This drawback prevents the system from continuing to provide proper instructions.

 [0095] The problem is circumvented when the user reports that the vehicle has touched the guide (via the human machine interface), then the system finishes the reverse step and goes to the step with the vehicle going forward.

 [0096] To prevent the user from having to use the human machine interface while performing the maneuver, the system can understand (at certain maneuver steps) that the step is over if the user changes the direction of the vehicle. For example, in the situation in figure 5D, instead of the user reporting that the vehicle has touched the guide via a human machine interface, the system understands that the step is automatically over if the user moves the vehicle forward.

[0097] There are different ways to use guide tapping to minimize the effects of scatter on initial positioning. For example, the strategy shown in Figures 4A and 4B is to extend the second stage of ^the maneuver shown in Figures 3A to 3C. In this maneuver, this step, which is performed with an aligned steering wheel, is extended until the vehicle touches the curb (it is also interesting to use a limit value for the distance traveled to circumvent situations where the touch of the guide may not be noticeable to the driver). From this point (tap the guide) 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 through 5F is similar to those presented in Figures 4A and 4B until the curb is touched. The difference with this method is that, from the touch of the curb, the driver drives the vehicle forward with the deflected direction fully into the car, traveling a defined angular displacement; then he finishes the maneuver by performing a backward angular shift with the deflected direction all out of the wave. 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. [0099] In both maneuvers the method can identify touch of the guide either by user information or by detecting the direction change.

[0100] 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 the closest prior art problem 2.

Importantly, the maneuvers shown in Figures 4A, 4B and 5A to 5F 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.

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 characterized in table 7.

[0103] Note that now the concept of step ruler parameter has been expanded for step ruler parameter set, where any of the listed parameters can determine the end of the step. An implementation can be considered where the end of the step can be defined by a calculation involving the selected parameters in the governing parameter set.

[0104] 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 to 7D show a situation where the driver will park in a parking space perpendicular to the road. The proposed solution facilitates this task as follows:

a) The user approaches the vacancy by aligning his vehicle parallel to the guide. In this situation the system is still using a random reference for bow angle calculation as shown in display (M1) in figure 7A.

 Note: It is important to remember that with the vehicle moving it is much easier to notice misalignment with the guide, because if the vehicle is misaligned it will approach or move away from the guide.

b) The user presses the button (B1) which updates the system reference; In this situation the current bow becomes the reference (bow zero), as shown in the display (M1) in figure 7B.

c) The user parks the vehicle in the parking space using the audiovisual references provided by the system. The system in the example is implemented so as to display in display (M1) the bow variation relative to the reference bow, and to emit a beep whenever the user travels a given bow goal value, or multiples of said bow value. goal. In the example of figure 7C, the bow heading values used were defined as multiples of 45 degrees d) The user parks at 90 degrees with the track receiving visual and audible indications (figure 7D).

 Figures 7E to 7G show a similar situation as above where the user parks at 45 degrees with the guide.

[0106] The bow adjustment process shown in figures 7A to 7G can also be used to improve the accuracy of performing maneuvers such as the goal. As explained above, the maneuvering method proposed in the present invention is based on displacements relative to a predefined starting position; and what errors in this initial positioning can be transmitted to the final positioning (as shown in figure 2B). A possible mistake that the What a user can commit is to establish an inclined starting position with respect to the proper position (as shown in the 3D figure). One way around this difficulty is to enter the bow reference (parallel to the guide) as the vehicle moves to the starting position. The method then uses this reference bow in the calculation of the maneuver instructions to correct possible inclination errors.

Figures 8A to 8E show a situation where the device is used to classify a parking space where user intends to park the vehicle. In this case, the user is assisted by the system through the following process:

a) the user approaches the wave moving parallel to the dimension to be measured (figure 8A);

(b) As shown in Figure 8B, the user places the vehicle in a starting position (PI) consisting of aligning a convenient vehicle reference (in this example, the rear view mirror) with the start of the vacancy; and then start the measurement by pressing the START MEASURE button (B2); At this point, the system begins to display, through the display (M2), the wave size measured so far (based on the distance traveled from the reference) and the degree of convenience of the wave;

c) the user moves the vehicle forward, parallel to the curb, and decides whether or not to park based on the rating provided by the system;

d) optionally, the user can inform the end of the wave through the FINISH MEASUREMENT button (B3), so that the system can use the measured wave size in the calculation of the instructions that will be provided for the maneuver that will be performed next. The systems can also be implemented to consider as the end of a measurement the start of the execution of a new maneuver.

 Taking as an example the situation where the driver will perform a goal after measuring the vacancy; The system can use the information on the actual size of the measured wave to readjust the instructions for making the goal so that the margins (front and rear) are evenly distributed.

 In this example, shown in figures 8A through 8E, the convention used to classify vacancies was as follows:

 Insufficient: size (TV) of the vacancy smaller than the size defined for the difficult vacancy (TVD), situation presented in figure 8C; in this example, the size set for the difficult vacancy (TVD) was 300 cm;

Difficult: job size larger than the hard job size (TVD), but smaller than the size defined for the average vacancy (TVM), situation presented in figure 8D; In this example, the size defined for the average vacancy (TVM) was 350 cm;

 Average: job size larger than the size defined for the average job (TVM), but smaller than the size defined for the easy job (TVF), as shown in figure 8E; in this example, the size set for the easy vacancy (TVF) was 400 cm; Easy: job size larger than the size set for easy job (TVF).

[0108] This ability to perform parking assessments solves problem 3 of the nearest prior art, which is the lack of ability to assess parking spaces.

 [0109] Figure 9 exemplifies a hypothetical situation where the user has a large car and 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 10 and 11 show flow charts that conceptually explain the operation of the maneuvering and recording processes of the present invention. In the examples in question, distance traveled and heading angle variation sensors are used. The method can also be implemented using only distance traveled sensors to record and reproduce maneuvers.

[01 1 1] Figure 10 depicts a version of the maneuver recording process, where the system records the actions required to perform a maneuver of interest (as exemplified in figures 17A through 17H), driving the vehicle from a starting position (PI). to the desired end position (PF).

 [01 12] 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 and etc; An opposite example would be the driver moving the steering wheel while moving the vehicle forward.

[01 13] 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 stage; and reads and writes the vehicle's traveled distance and bow angle sensors at the beginning of step (90); b) Waiting for the user to inform the commands that should be used in step (91);

 c) Reads and writes the commands necessary to perform the step, which are informed by the user through a human machine interface; and warns the driver that he must begin the execution of step (92);

 d) Waiting for the user to inform, through a human machine interface, of the end of the step or end of the maneuver (93);

 e) Reads and records the vehicle's traveled distance and bow angle sensors at the end of the stage; and reads and writes which set of governing parameters of step (94); 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; f) Performs a decision action (95) where the method terminates the recording process if the user has informed the end of the maneuver, or repeats the start process if the user has informed the end of an intermediate step.

 [01 14] In this process of maneuver recording, the basic commands used are: steering wheel position (eg, fully right, neutral and fully left) and direction of movement (forward or reverse);

 [01 15] At the step where you define the governing parameter set from step (94) you can choose combinations of the following options:

 a) Bow angle: In playback mode, the stage will end when variation of the bow angle relative to the beginning of the stage exceeds the difference between the readings taken (and recorded) at the beginning (90) and end (94) of the stage in the process. recording;

 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 (90) and end (94) 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.

 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).

[01 16] Using the Change Direction parameter to govern the step is useful for implementing maneuvers such as those shown in figures 4A, 4B, and 5A to 5F where the end of the second step is not associated with a certain distance but the event of touching. at the curb. In the recording process the user indicates through the interface that the step is governed by this parameter. In the playback process, the system identifies that the step is automatically completed by varying the distance traveled (change of derivative signal).

 [01 17] The examples of maneuvers shown in figures 4A, 4B, and 5A through 5F could be implemented using the user-defined parameter to govern the step extending to the touch of the wheel at the curb. In this case during recording the user chooses this user-defined parameter 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 middle. thread. 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.

 [01 18] Another application the user-defined parameter would be the user informing 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.

[01 19] The efficiency of the proposed system can be improved through the use of sensors already available on most current vehicles. In addition, the system may use information provided by conventional obstacle sensors, usually installed at the rear (sometimes the front) of the vehicle, to finalize an ongoing step and correct the calculation of instructions. of the next steps; This procedure would be done in a similar way to determining the end of the step performed by the user through a human-machine interface (presented above). In this case, we would have an implementation where the obstacle parameter would be used as one of the possible governing parameters for the steps.

 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 select additionally the distance traveled parameter which would further define a maximum distance that could be traveled in the step.

[0121] Another important feature of the example of implementing the maneuver recording method shown in figure 10 is the ability to record maneuvers even without the presence of sensors to measure the position of the commands, due to the fact that the commands of each step are informed. by the user through a human machine interface. This type of implementation meets the goal of providing a low cost acquisition and installation solution.

[0122] 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.

 [0123] Where 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.

 In addition, it is possible to estimate steering wheel position based on the ratio between the heading range and the distance traveled by the vehicle.

With the value of the ratio between the bow variation and distance traveled, the position of the steering wheel can be estimated; because it is known that this reason is proportional to the radius of curvature, which in turn is proportional to the position of the steering wheel.

 [0126] The method could be implemented similarly to the scheme exemplified in Figure 13C, which shows an interface where steering wheel position instructions are carried out through the target steering wheel (PVM) and current steering wheel position indications ( PVA).

 [0127] As an example: at a given stage of a maneuver, the maneuver database indicates that the steering wheel position to be used is 100% to the left; The same database also contains the information indicating that the ratio between the bow angle variation and the distance traveled in the step must be equal to 0.30. During the maneuver the system will calculate the ratio of bow angle variation to distance traveled based on sensor measurements and present the two information to the user. Considering, as an example, that sensor measurements indicate that the ratio of the distance-to-bow variation is 0.27; In this case, the system would display the information in the following format:

 - RECOMMENDED WHEEL POSITION: 100% LEFT

- CURRENT STEERING POSITION: 90% LEFT

 [0128] It is important to remember that estimated steering wheel positions based on the ratio of bow variation to distance traveled can only be updated while the vehicle is moving. This way, if the user moves the steering wheel while the vehicle is stationary, the information will not be updated. The information will be updated when the vehicle starts the movement.

Table 8: Generic database for left goal.

 Step Distance Direction Position. Reason Variation

 vehicle steering wheel Bow bow / Distance

 [centimeters] [degrees] [degrees / cm]

 1 Center Front +100 0 0

 2 All Backwards -170 +45 -0.26

 left

 3 Center D -120 0 -0

 4 All Backwards -150 -22.5 -0.15

right 5 All Forward -100 -22.5 -0.23

 left

 6 All Backwards -100 26 -0.26

 left

 7 All backwards -100 30 -0.30

 left n All to reverse 100 10 -0.1

 left

The flowchart of Figure 10 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, from steps 90 and 94, actions concerning reading and writing of bow angle values.

 [0130] It is possible to conceive of a variation of the recording method, explained above, 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 near-neutral steering wheel positions, and bow angle for away from neutral steering wheel positions.

 [0131] The flowchart of Figure 10 can take an additional step immediately after the start of the process by displaying a text such as: align the vehicle perpendicular to the parking space with the rear view mirror 20 cm away from the vehicle in front of the parking space.

 [0132] 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 shows a flowchart illustrating a method version used to reproduce maneuvering data that was previously generated by the methods proposed in this report. Said flowchart presents the actions necessary to perform a maneuver of interest (as exemplified in figures 18A to 18G), taking the vehicle from a starting position (PI) to the desired ending position (PF). [0134] The complete trajectory is presented in stages, where the driver is informed about the commands to be applied (steering wheel position and direction to be followed). The method performs this function by following these steps:

 a) Reads from memory the commands to be applied, the parameters that govern the step, and the limit value for each of them; and presents the driver with the commands that must be applied (96);

 b) Monitors the value of each parameter selected to govern step (97).

 Depending on the parameters that were selected to govern the step, 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) Performs a decision action (98) which consists of issuing a proximity alert of the end of the stage (99), if the set of parameters governing the stage includes the distance traveled or bow angle and the value of any of these selected parameters. is near your step limit value; otherwise, the system again performs the action (97) consisting of monitoring the governing parameters;

d) Performs a decision action (100) which consists in issuing an end-of-step alert (101), when the value of any of the governing parameters reaches their limit value of the step; otherwise, the system again performs the action (97) consisting of monitoring the governing parameters; e) Performs a decision action (102) consisting of issuing an end-of-maneuver alert (103), when there are no further steps to be performed; otherwise, the system returns to perform action (96) which consists of initializing playback of a next step. [0135] The limit value of a step ruler parameter depends on the chosen parameter, and the parameter value is defined as follows:

 a) Bow angle: Limit value of the bow variation defined for the stage; when obtained by the recording methods discussed above, is defined as the difference between the bow angle readings recorded at the beginning and end of the step in the recording process; b) Distance traveled: Limit value of the distance traveled defined for the stage; when obtained by the recording methods discussed above, is defined as the difference between the distance traveled readings recorded at the beginning and end of the step in the recording process; c) The step limit value is defined as the difference between the readings recorded at the beginning and end of the step in the recording process;

 d) Change of direction: 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;

 e) User defined: The step limit value is set to 1. The parameter assumes this value when the system identifies the user who informed the end of the step through a human-machine interface (pressing a button for example).

 [0136] The flowchart of Fig. 11 can take an additional step immediately after the start of the process by providing information to the user about the starting position to be used to perform the maneuver. This information will be displayed if it was recorded during the recording process.

APPARATUS FOR IMPLEMENTATION OF MANEUVER RECORDING AND REPRODUCTION METHODS

Figure 12A shows a block diagram illustrating the basic components required to implement the apparatus developed in the present invention. Generally, the maneuver recording and playback apparatus comprises essentially two elements: a) a device (52) comprising a processing unit (11), connected to a storage unit (10), and a human-computer interface. machine (50) that allows the user to interact with the device; and b) means for measuring the distance traveled by the vehicle (57). Figure 12B shows a more detailed description of a possible construction of an apparatus for implementing the object of 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 elements that construct a human-machine interface that allows proper device operation.

[0139] 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 and end 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 such as: bow angle, distance traveled, change of direction, user defined, etc.

 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.

 [0140] The audio transducer (6) and display device (5) are used to provide the user with instructions calculated by the processing unit.

[0141] Figure 12C shows a scheme where the apparatus is implemented using means of measuring vehicle displacements capable of wireless communication. Said apparatus essentially consists of:

 - A processing unit and human machine interface (110), comprising a processing unit (11), connected to a storage unit (10), a human machine interface (50) and a wireless transceiver (51). ); the unit (110) being capable of wireless communication with other devices.

 - A measuring unit (1 1 1) comprising means for measuring vehicle displacements (57) connected to a wireless transceiver (54), the unit (1 1 1) being capable of wireless communication with other devices.

 Figure 12C also illustrates that the measuring unit (11) can be implemented by different means to obtain vehicle displacement, among them:

 - Combinations of accelerometers and / or gyros arranged on the vehicle wheel;

 - OBD interface reader;

 - Conventional wheel speed sensors, where hall effect sensors are generally employed.

 The term "measuring device" and "measuring unit" are used to refer to the same element in both this report and the claims table.

 [0144] In the case of OBD interface readers or conventional wheel speed sensors, communication with the processing unit and interface may be by wiring.

[0145] The entity processing unit (11), used in this report and in the appended claims, consists of the combination of elements (processors or controllers, memories, buses ...) necessary to perform the calculations and data processing required by the system. In the above defined processing unit and interface specification (10), the storage unit (10) has been set forth merely to illustrate that the unit (110) containing the storage unit (10) is the most suitable location. to store a database containing information on various maneuvers (which may contain various types of maneuvers for various types of vehicles, etc ).

 In this report and claims table the use of the term "processing unit and human-machine interface" or simply "processing unit and interface" will refer to the device (110), explained above, which essentially comprises a processing unit (11), connected to a storage unit (10), a human machine interface (50) and a wireless transceiver (51).

 We can see that the role of the processing unit and interface 110 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 maneuvering reproduction method (similar to the devices shown in figures 13A through 13D); users of these devices would still be able to perform the maneuver recording method using a mobile device performing the role of processing unit and interface.

[0148] The use of wheel accelerometers to measure vehicle displacement is presented for different purposes in US 6,237,403 B1, US 6466887 B1, US 8352210 B2.

 [0149] 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.

 [0150] 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.

[0151] If accelerometers are installed far from the center of the wheel, the methods for calculating the displacement become a little more elaborate. In this case, it is interesting to have a gyroscope together with the accelerometers to estimate centrifugal acceleration.

It is important to remember that the measuring unit (11) required to implement the object of the present invention has more stringent requirements than the devices disclosed in patents (US 6237403 B1, US 6466887 B1, US 8352210 B2) mentioned earlier. To implement help systems in maneuvers, the accuracy of the vehicle displacement measurement plays an important role, ideally presenting errors of less than 5 or 10 cm. This accuracy requirement is far more restrictive than in wheel speed implementations or as an alternate odometer (where 1 meter error is very satisfactory).

Different schemes for implementing a device for measuring wheel displacements are shown in figure 12D; Several combinations are possible to implement such devices: using only accelerometers (scheme (E1) of figure 12D), using only gyro sensors (scheme (E2) of figure 12D), or using both (scheme (E3) of figure 12D). Some possibilities of methods for calculating wheel displacements include:

 - A pair of accelerometers arranged in the center of the wheel and in the plane perpendicular to the wheel axis: minimizes the effects of centrifugal force and calculates the wheel angle based on the tangent arc of the acceleration ratio;

 - A pair of accelerometers arranged in the plane perpendicular to the wheel axle and a gyro sensor: the gyroscope may be used to remove the effects of centrifugal force on acceleration measurements; and then the wheel angle is calculated based on the tangent arc of the acceleration ratio measured in the plane perpendicular to the wheel axis; The gyroscope can also be used to assist in continuously calculating angular displacements by removing discontinuities (0-> 360, 360-> 0).

 This same set of sensors can be used to implement a Kalman Filter, as presented in the article:

 Gersdorf, B. & Freese, U. (2013), A Kalman Filter for Odometry using a Wheel Mounted Inertial Sensor., In Jean-Louis Ferrier; Oleg Yu. Gusikhin; Kurosh Madani & Jurek Z. Sasiadek, ed., 'ICINCO (1)', SciTePress,, pp. 388-395.

 - A gyro sensor arranged on the wheel to measure the angular velocity on the wheel's axis of rotation: in this case the gyro should have better specifications to ensure the required accuracy. The addition of an accelerometer in the plane perpendicular to the wheel axle allows gyro bias errors to be removed, allowing the use of a simpler gyro sensor.

Fig. 12E shows a bracket (84) adapted to be fitted to vehicle wheels; said holder accommodates a device (80) comprised of a sensor array provided with a wireless transceiver; the component comprised by the two elements (80 and 84) form the unit of measurement (1 1 1). Said device (80) comprising different combinations of accelerometers and / or gyros as illustrated in the schemes of figure 12D.

 [0155] Figure 12E shows the various positions (P1, P2, P3 and P4) that the measuring unit (1 1 1) can be installed. Positions P2 and P3 are interesting for the purpose of making access to the device more difficult (in an attempt to prevent possible theft)

[0156] Position P1 minimizes the effects of centrifugal acceleration.

 [0157] In most of the positions mentioned the sensor can, among other installation options, be glued to the wheel by adhesives or with magnets (in the case of iron wheels).

 [0158] Position P4 (on 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 measuring unit (1 1 1) additionally receives pressure sensors. 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.

[0159] The metering unit (1 1 1) may also feature strategies that modify power consumption as a function of motion sensor readings. Example: The unit enters power save mode if the metering unit is idle for more than 15 minutes.

 [0160] Figure 12F shows different ways of installing the metering unit on the vehicle's wheel pressure valve.

 [0161] Position P5 in Figure 12F shows an installation where the device is fixed to the valve body. An interesting way to implement in position P5 would be to use a lock (lock type) with an opening designed to lock in a ratchet effect and can be closed by manual effort; however its opening requires the use of tools (such as an L wrench, screwdriver, secret wrench, etc.).

 [0162] In position P6 the device is installed and threaded as a pressure valve cap. This position is convenient as it facilitates installation and allows the measuring unit (1 1 1) to take tire pressure readings (in this case the tire unit additionally receives a pressure sensor).

[0163] At position P7 the device is installed by being threaded as a cover of the pressure valve but maintains a valve extension. This scheme is interesting if the measuring unit receives a secret screw or lock to enable locking / unlocking of said device.

Position P6 may also receive a locking element, but would have the drawback of always having to have the unlocking tool available to perform tire calibration.

 [0165] Figure 12G presents a strategy for easy installation and removal. In this scheme a base (58), designed to easily fit into the measuring unit (1 1 1), is fixed to the vehicle wheel. The user installs and uninstalls the unit of measurement (1 1 1) as needed. This strategy is interesting to prevent theft and to share the device between different vehicles.

[0166] Figure 12H shows two positions for measuring unit installation (1 1 1), where the measuring axes of the sensors (accelerometers or gyros) can be aligned (P8) or misaligned (P9) with respect to the plane (PL1). ) perpendicular to the wheel's axis of rotation.

 State-of-the-art methodologies calculate the angular velocity of the wheel from the assumption that the sensors are arranged on the wheel following certain requirements (example: two accelerometers in the PL1 plane and one gyro perpendicular to the PL1 plane).

 [0168] To simplify the installation process and allow the user to install the measuring unit on the wheel without requiring any positioning accuracy, the system can calculate the wheel's axis of rotation based on the sensor readings.

The method estimates the axis of rotation of the device as an axis perpendicular to that resulting from accelerations on different axes provided by the device or as a parallel axis to that resulting from angular velocities on different axes provided by the device.

 [0170] After calculating the position of the wheel's axis of rotation relative to the device position, the method can apply a linear transformation where the sensor measurements are converted to a new orthogonal base coordinate system where one of the base vectors is in the direction of the wheel rotation axis that was calculated. On this new basis, sensor measurements can be used according to the methods explained above to calculate wheel offsets.

[0171] Different methods can be applied to calibrate the calculation of the distance traveled (magnitude and direction). A simple process to identify when the If the vehicle is going forward or backward, it would perform a calibration where the system asks the user to move the vehicle forward and uses the calibrated information obtained to calibrate the distance traveled calculation. Another more elaborate way would be to use information provided by a GPS (when available) to calibrate.

 [0172] In order to implement this method (which identifies the axis of rotation of the device) it is interesting that the unit of measurement (1 1 1) receives 3 accelerometers and 3 gyroscopes performing measurements on orthogonal axes with each other.

[0173] To install the measuring unit (1 1 1) in one of the positions shown in figure 12F (on the tire pressure valve) it is interesting to use this methodology that identifies the axis of rotation of the device; since the positioning of the pressure valves on the wheel does not follow a definite pattern.

 [0174] Besides simplifying the installation process, the possibility of fixing the measuring unit (1 1 1) in any position also brings the benefit of aesthetics and safety, as the sensor can be hidden.

 [121] Figure 121 presents another way of installing the device that provides aesthetics, safety and ease of implementation. It presents two alternatives for constructing the measuring unit (1 1 1) so that they are arranged in vehicle wheel fixing bolts which are as follows:

 a) In the form of a cap (81), where the cap has a shape that facilitates attachment to wheel bolts (as shown in figure 121). Said cover (81) also accommodates the sensor assembly (80) which is provided with wireless transceiver; the component comprised of the two elements (80 and 81) forms the unit of measurement (1111).

 (b) in the form of one of a screw, wherein said screw may be used to secure the wheel. In the implementation illustrated in Fig. 121 the screw comprises a head (82) and a threaded base (83). The head (82) accommodates the sensor assembly (80) which is provided with wireless transceiver; the component comprised of the elements (80, 82 and 83) forms the unit of measurement (1111).

 The screw must be constructed to allow the wireless transceiver signal to pass through; In the example illustrated in Fig. 121 a non-metallic region 84 is employed to allow the wireless transceiver signal to pass through.

[0176] The use of on-board vehicle diagnostics embedded interface interface - OBD, 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.

[0177] On vehicles with ABS brakes, stability enhancing systems and other features, wheel speed sensor information may be available on the OBD port, providing very good data for maneuver assistance systems.

 Thus, a unit of measurement (1 1 1) can be constructed by a processing unit (58) connected to an OBD port reader (15) and a wireless transceiver (16), as shown in diagram ( E4) of figure 12J.

However, in several vehicles, the OBD interface output speed information may be of low resolution. Equipment where the lowest value obtained consists of 1 km / 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 most 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).

[0180] To address this concern, OBD interface speed information can be improved when used in conjunction with accelerometers. A Kalman filter can be used to fuse OBD port speed readings and accelerometers.

 [0181] A more interesting construction for the application in question is to add bow angle measuring means (1) to the measuring unit, wherein said bow angle measuring means must comprise combined gyros or magnetometers to provide satisfactory estimates. to the bow angle. Possessed by these sensors, said measuring unit provides both linear and angular displacement information for use by maneuvering and recording methods. A version of the device, based on OBD port readers, equipped with acceleration sensors (14) and bow angle sensors (1) is also shown in diagram (E5) of Figure 12J.

Figure 12L shows the main elements that constitute a conventional wheel speed sensor cable (70) of motor vehicles. Those devices are generally comprised of a speed sensor (61) which is integrated with an electrical cable (62) connected to a connector (63); the cable (70) is connected to the vehicle computer (69) by connecting the connector (67) with the connector (63).

[0183] These speed sensor cables are widely used in ABS brake systems for example, and usually employ hall effect sensors.

[0184] Figure 12M shows a unit of measurement (1 1 1) constructed using a conventional wheel speed sensor. Where a processing unit (64) is connected to a wheel speed sensor (61), and a wireless transceiver (65). The signal from the speed sensor (61) is transmitted by the wireless transceiver (65) and also through the connector (63) which is also connected to the sensor (61).

 Figure 12N shows an adapter (68) for conventional wheel speed sensors. The adapter comprising a processing unit (64) connected to a wireless transceiver (65) and two connectors (63 and 67). Connector (63) reproduces the pattern of connectors used on conventional speed sensor cables, and connector (67) is designed to fit connector (63).

 [0186] Figure 12O shows that the interface unit (1 10) can be powered by more than one measuring unit (1 1 1). Ideally, at least two measuring units (1 1 1) should be installed to measure the displacement of two wheels (preferably the rear ones), so that the device can calculate both linear and angular displacements (distance traveled and angle variation). bow). The combination of an OBD door reader that provides the vehicle speed (speed of a given vehicle reference), and a device that measures the speed of a wheel individually, also allows estimating the bow angle of the vehicle.

 Figure 13A shows a construction of the interface unit (11), which in addition to being comprised of a processing unit (11) connected to a wireless transceiver (51), a storage unit (10) and a human machine interface (50); it additionally receives a pair of accelerometers (59) connected to the processing unit (11).

[0188] This scheme is interesting because the processing unit can be installed on the vehicle steering wheel (as shown in figure 13B), additionally providing the steering wheel position for use in the steering methods. recording and playback. 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).

 At this point it is important to emphasize the effects obtained by the present invention are related to the simultaneous use 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 9.

 It can be seen that the single application of a measuring unit (11), according to any of the possibilities developed in the present invention, would not alter the state of the art presented.

 Taking as an example a case where US6701226 B2 is implemented using two-wheel accelerometers of the vehicle; It would continue to be low cost and with the same poor performance in solving 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.

[0192]

 Table 9: Characteristics of prior art solutions

 Low cost solves the main problems of everyday life

 EP2380800A1 No Yes

 US20040204807 No Yes

 DE10331948 Not Potentially

US6701226 B2 Yes No 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.

[0194] 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.

[0195] 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 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, explanatory text 18 shows a message like STOP THE CAR IN THE INITIAL MANEUVER POSITION AND PRESS THE PLAY MANEUVER BUTTON, in this step the driver positions the vehicle in the preset position and presses the maneuver play 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).

 [0197] 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 HEAR THE COMPLETION ALERT AND COMPLETE 100% OF THE STEP 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%. .

Fig. 15C illustrates an example of implementation using a 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 reference path display allows the driver to apply corrections to the controls if the device shows discrepancies between vehicle position (33) and the reference path (32). If the implemented system has steering wheel position sensors, the diagram shown in figure 15C may additionally show the steering wheel position and the steering wheel position that the driver is using during the maneuver.

 Figure 16 exemplifies a circumstance where the object of the present invention, implemented via a mobile device, assists the user to realize a goal.

[0200] But specifically, Figure 16 illustrates the situation where the vehicle touches the guideway before the completion of an ongoing stage, with the percentage completion indicator of stage (30) indicating that only 91% of the travel has been made. The system circumvents this situation by allowing the user to report on the guide touch by the button (120) which asks the user if the vehicle has touched the guide.

[0201] Said button (120) can be implemented to appear in some steps (where the touch is most likely to occur) and when the system identifies that the vehicle has stopped.

 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.

 [0203] The explanations will be initiated by figures 17A to 17H which are related to the maneuver recording process.

 [0204] 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 generally errors in the starting position (PI) are transmitted to the ending position (PF).

 b) Break the maneuver into sub-steps

 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 direction fully deflected to the left.

[17] 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).

[0206] 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 performing selection of Commands The driver presses the start button (22) and begins 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.

[0208] Figure 17H shows the driver selecting the 90 degree bow range as the parameter that governs the last step, in which case he presses the end of maneuver button (25).

 Table 10 provides an example of how data generated by the recording process can be stored in the 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 10: Data recorded in the maneuver presented in figures 17A to 17H

[0210] There are several strategies for recording the data for a given maneuver, table 11 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 step is governed by the distance traveled or heading angle parameters, the limit value of the parameter that governs the The step is the variation of this parameter between the beginning and end of the step.

Table 1 1: 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 maneuver reproduction process will be discussed.

 Figure 18A shows that before starting the maneuver, 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.

[0213] Figure 18B shows that after positioning the vehicle in the home position (PI), the driver presses the maneuver play 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).

 [0214] Figure 18D shows that after completing 100% of the stage the driver is warned by an audible alert and the stage completion percentage indicator (30) which will show that 100% of the stage has been completed.

[0215] The figure 18E shows the screen that appears a few seconds after the completion of the first step, with the controls (28, 29) that must be followed in the second stage.

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. [0217] Figure 18G shows that after completing 100% of the last step (and hence 100% of the maneuver), the driver is warned 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.

 [0218] 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.

 Figure 19A presents an example of computer program implementation where the user constructs the maneuver manually and is aided by the computer program that reproduces vehicle kinematics based on user input commands and vehicle kinematics data.

[0220] In the application the user is able to add obstacles using the ADD OBSTACLE button (39); The user can also change the shape and alignment of the inserted obstacles (37).

 [0221] The user is able to define a trajectory that moves the vehicle from a starting position (PI) to the desired ending position (PF) respecting obstacles and vehicle kinematics. For this the user defines the position of the steering wheel (through the buttons on the panel (36)) and then clicks the forward or reverse buttons (on the panel (40)) that move the vehicle from a predefined value (10 cm for example). respecting the real kinematics of it. 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).

[0222] Figure 19B presents an example of implementation of the computer where the user sets the start (PI) and end (PF) positions, inserts obstacles (37) (via the INSERT OBSTACLE button (42)), and asks the application to calculate (via the CALCULATE MANEUVER button (41)) a trajectory that takes the vehicle to the desired position while 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. In the implementation example of figure 19B the user is also able to change the shape and alignment of the inserted obstacles (37).

 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 maneuvers such as alignment shown in figures 7A and 7B which are independent of the vehicle.

 [0224] 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

[0225] The best embodiment of the present invention is to use a mobile device as a processing unit and interface (110). The best choice for unit of measurement (1 1 1) depends on the vehicle to be used. But overall the solution that uses a unit of measurement comprising 3 accelerometers and 3 gyros, and provided with a wireless transceiver is the one that has the most coverage in used vehicles and is very easy to install. The ease of installation also being attributed to the possibility of the user can stick the device on the wheel, with adhesive or magnet, without any positioning accuracy (in this case the system would be using the method of identification of the device's axis of rotation).

[0226] The proposed method is performed by an application installed on the mobile device that performs the calculations presents the instructions using the received data. of measurement units (1 1 1).

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 characteristics: 1) low cost of purchase and installation 2) ability to assist the driver in daily maneuvers .

It is noted that US6701226 B2 and DE10331948 are the closest to cover 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.

 [0229] 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 achieved technical effects is presented in table 12.

Table 12: Comparison with the state of the art

Technical Characteristics US6701226 DE10331948

Features straight and circular tricks X

Records maneuvers using positioning sensors

 space and the user informed commands

Provides maneuver instructions using extra information

 as change of direction and user defined

Method capable of providing maneuvering instructions using

 readings only from a set of sensors installed on a

 vehicle wheel

Method capable of providing maneuvering instructions without requiring X

 environmental sensor information (distance to obstacles and

 cameras)

Method for calculating the distance traveled by the wheel based on

a sensor randomly positioned on it. Technical advantages achieved

Estimated if parking space is sufficient to park

Minimizes the effects of errors on initial positioning; and

 Adapts to the different conditions of daily openings

 (variations in car width and curb distance, Figs. 3E

 and 3F)

Allows to be customized for specific user situations X (complicated room vacancy, fig. 9)

It can be implemented using only one set of

 accelerometers and / or gyros (arranged on the wheel) that

 communicates with a mobile device.

 The sensor assembly can be fixed to the wheel without any

 positioning accuracy.

Low cost of purchase and installation X

Great installation simplicity to the point that it can be X

 installed by the user himself

In addition, the fact that the present invention provides a means for users to record and reproduce maneuvers provides a collaborative environment where users can record maneuvers and share them with other users. This builds a technical advantage of facilitating the creation of a maneuvering base for multiple vehicles.

 [0231] Given the above, it is observed that the state of the art does not present a low cost solution to the problem of people's difficulty in performing goal posts. This statement is confirmed by the fact that there is currently no low cost solution for used vehicles on the world market.

Claims

1 . METHOD FOR AUTOMOTIVE VEHICLE MANEUVER AID used to provide instructions that assist the user in performing maneuvers of interest characterized by comprising the following actions:  Receive an indication of the start of the maneuver;  Receive information from means for measuring vehicle displacement;  Calculate these instructions so that the maneuver is performed by shifting relative to the vehicle position at the beginning of the maneuver;  Use, in performing the above calculation of instructions, information comprising information from said means of measuring vehicle displacement and a set of information associated with said maneuvers of interest;  Where said means used to measure vehicle displacements comprises means for measuring the distance traveled by the vehicle or means for measuring the distance traveled by at least one wheel of the vehicle;  Method according to claim 1, characterized in that said means used for measuring vehicle displacements consist of means for measuring the distance traveled by a vehicle wheel.  Method according to Claim 1, characterized in that, as a means of measuring vehicle displacements, at least one motion measuring unit (11) is used;  Where said measuring unit (11) is adapted to measure displacements made by the vehicle, and is capable of wireless communication;  Said unit of measurement (1 1 1) being constructed comprising essentially one of the following alternatives:  (a) automotive OBD door reader;  (b) conventional wheel speed sensor;  (c) a sensor assembly comprising:  - at least two acceleration sensors; or  - at least one gyro sensor; or - at least one acceleration sensor and at least one gyro sensor. A method according to claim 1, further used for carrying out parking space evaluation characterized by using one of the methods according to claim 23 or 24.  A method according to claim 1, further used for carrying out parking spot evaluation characterized by:  Use one of the methods according to claim 23 or 24;  In addition, use the information obtained through the vacancy evaluation process in the calculation of instructions that will be provided to the user. Method according to claim 1, characterized in that, during the execution of a maneuver, the user may interact with said method by providing information which will be used further in the calculations to provide instructions for performing said maneuver.  Method according to claim 1, characterized in that:  Allow, during the execution of a maneuver, the user to interact with said method providing information that will be used additionally in the calculations to provide instructions for performing that maneuver;  Where said interaction with the user is performed through questions (120) that are performed during the execution of the maneuver;  Being the presentation of the questions and the receipt of user answers performed through 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.  Method according to claim 1, characterized in that  The set of information used to calculate instructions is devoid of means for mapping the environment;  Where said environment mapping means consists of any combination of obstacle distance sensors and video cameras;  Method according to claim 1, characterized in that:  Use information from a set of means to measure vehicle displacements that enable the bow of said vehicle to be calculated; Receive an indication to set a reference bow; Defining the value for a reference bow based on measurements of the means of measuring vehicle displacement at the time of receipt of said indication to define reference bow;  Use this reference bow in the calculation of instructions that will be provided to the user to perform a maneuver of interest.  1 1. Method according to claim 1, characterized in that:  Use as a means of measuring vehicle displacement at least one device having a sensor array comprising:  a plurality of acceleration sensors; or  a plurality of gyro sensors; or  a plurality of acceleration sensors and a plurality of gyro sensors;  Wherein said device is capable of wireless communication, and is arranged on the vehicle wheel or any element that is connected to said wheel so as to have angular displacement proportional to that of said wheel;  Identify the axis of rotation of the measuring device based on the information provided by the sensors of said measuring device.  Calculate the angular displacement of the device in relation to the identified axis; Estimate the distance traveled by the wheel through the angular displacement in relation to the identified axis;  Where the method estimates the axis of rotation of the device as an axis perpendicular to that resulting from accelerations on different axes provided by the device; or as a parallel axis to that resulting from angular velocities on different axes provided by the device.  Method according to claim 1, characterized in that:  The set of information associated with the maneuver comprises:  - information of said broken step maneuver;  - information on the commands to be used for each of these steps; and  - the distance to be traveled during each stage; Upon receiving an indication of the beginning of the execution of a maneuver, the method presents the commands that must be used in each step that make up that maneuver; The determination of the end of each stage being performed when the vehicle travels the distance defined for the stage.  Method according to claim 1, characterized in that:  The set of information associated with the maneuver comprises:  - information of said broken step maneuver;  - information on the commands to be used for each of these 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 a step in progress is performed according to the set of governing parameters associated with that step.  Method according to claim 1, characterized in that:  The set of information associated with the maneuver comprises:  - information of said broken step maneuver;  - information on the commands to be used for each of these 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 a step in progress is performed according to the set of governing parameters associated with that step;  Where the set of governing parameters associated with each step comprises combinations of the following elements:  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:  Receive information from conventional obstacle sensors mounted on the front or rear of the vehicle;  Additionally use the information from these obstacle sensors to calculate the instructions.  Method according to claim 1, characterized in that:  Use information from a set of means to measure vehicle displacement to calculate the distance traveled and bow angle of said vehicle;  Calculate an estimated steering wheel position based on the following parameters:  - ratio between the variation of the bow angle and the variation of the distance traveled obtained from the set of information associated with said maneuvers;  - ratio of the change in bow angle to the distance traveled obtained using the readings of the means of measuring the distance traveled and of the means of measuring the angle of the bow;  - recommended steering position for the stage, obtained from the set of information associated with said maneuvers;  Present to the user said estimated steering wheel position and said recommended steering wheel position for the step.  Method according to claim 1, characterized in that  Additionally receive information from means for measuring steering wheel position;  Instructions that assist the user in performing a given maneuver of interest include:  - enter a target steering wheel position (PVM), which is the steering wheel position to be used during the execution of the step based on the information contained in the set of information associated with the maneuver; and  - inform the current steering wheel position (PVA), which is the values derived from the means for measuring the steering wheel position. 18. METHOD FOR RECORDING AUTOMOTIVE VEHICLE MANEUVERS, designed to build databases that can be used by any of the methods set forth in any one of claims 1 to 17, 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 into stages characterized by comprising the following actions:  a) Receive indications regarding the beginning and end of each stage; (b) record readings of the means of measuring vehicle displacement associated with each stage; wherein said readings are taken at least at the beginning and end of the step;  c) For each step, receive and record a set of commands necessary to perform said step;  A method according to claim 18 characterized in that further understand the following step:  For each step, receiving and recording a set of governing parameters for said step, wherein said governing parameter set consists of the parameters that are used to define the end of said step;  Where said set of governing parameters associated with each step may comprise combinations of the following elements:  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 18, characterized in that the set of commands necessary to perform the steps and the indications relating to the start and end of the stage are obtained through a human machine interface. 21 METHOD FOR AUTOMOTIVE VEHICLE HEADING ADJUSTMENT for use in vehicles provided with means for measuring the bow angle of said vehicle, comprising the following actions: Receive signals from the means used to measure the bow angle of the vehicle; Receive an indication of a reference bow;  Inform the user of the bow variation in relation to the indicated reference bow.  Method according to claim 21, characterized by informing the user of the heading variation with respect to the indicated reference heading by possible combinations of the following alternatives:  Issue a warning whenever the variation of the vehicle's heading angle with respect to the indicated reference heading is sufficiently close to a target heading value or certain multiples of said heading goal value;  Present to the user the variation of the vehicle bow angle in relation to the indicated reference bow. 23. METHOD FOR MEASURING PARKING SPACES FOR AUTOMOTIVE VEHICLES characterized by the following actions:  Receive information related to the size of the parking space required to park the vehicle;  Receive information from means for measuring vehicle displacement;  Receive an indication to start the assessment; and  Based on information provided by the means of measuring vehicle displacement and information related to the size of the vacancy, 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. 24. METHOD FOR MEASURING PARKING SPACES FOR AUTOMOTIVE VEHICLES characterized by the following actions:  Receive information from means for measuring vehicle displacement;  Receive an indication to start the assessment;  Receive an indication of the end of the assessment; and Based on the distance traveled between the start and end indications of the assessment calculate the size of the vacancy. Method according to Claim 23 or 24, characterized in that the indications received concerning the beginning or end of the evaluation are made via a human machine interface. 26. METHOD FOR IMPLEMENTING AID SYSTEMS IN AUTOMOTIVE VEHICLE MANUFACTURES characterized by comprising the following actions:  Use a processing unit and human machine interface (110) capable of wireless communication;  Use at least one measuring unit (1 1 1), which is adapted to measure travel by the vehicle and capable of wireless communication;  Said processing and interface unit (110) performs wireless communication with the metering unit (110);  Said processing unit and interface (11) use the data received from the measuring unit (11) to perform a process that assists the user in performing maneuvers;  Said measuring units (1 1 1) being constructed comprising essentially one of the following alternatives:  (a) motor vehicle OBD door reader (15);  (b) conventional wheel speed sensor (61);  c) A sensor assembly (80) comprising:  - at least two acceleration sensors; or  - at least one gyro sensor; or  - at least one acceleration sensor and at least one gyro sensor. Method according to Claim 26, characterized in that said process which assists the user in performing maneuvers is one of the methods set forth in any one of Claims 1 to 24. 28. VEHICLE MANEUVER AID SYSTEM AUTOMOTIVES, used to provide instructions that help the user to perform maneuvers of interest, characterized by: A processing unit and human machine interface (110) capable of wireless communication; At least one measuring unit (1 1 1) adapted to measure displacements made by the vehicle and capable of wireless communication;  Said processing and interface unit (110) performs wireless communication with the metering unit (110);  The data received through said communication is used by said processing unit and interface to perform a process that assists the user in performing maneuvers;  Said measuring units (1 1 1) being constructed comprising essentially one of the following alternatives:  (a) automotive OBD door reader;  (b) conventional wheel speed sensor;  (c) a sensor assembly comprising:  - at least two acceleration sensors; or  - at least one gyro sensor; or  - at least one acceleration sensor and at least one gyro sensor. A system according to claim 28, characterized in that said processing unit and interface uses one of the methods set forth in any one of claims 1 to 24 to assist the user in performing maneuver.  System according to claim 28, characterized in that:  Presenting at least one motion measuring device according to claims 37 to 39;  Said movement measuring devices are arranged on the wheel of the vehicle or on any element that is connected to said wheel so as to have angular displacement proportional to that of said wheel;  The processing unit and human machine interface consist of a mobile device.  31 System according to claim 28, characterized in that the processing unit and human machine interface (110) additionally receive means for measuring displacements (59) of said unit. System according to claim 28, characterized in that it has means for sharing data with other devices. 33. Method for calculating angled displacement of an element rotating around an axis characterized by the following actions:  Use information provided by a device arranged in an unknown position (P8, P9) in said element;  Receive from said device information comprising:  - acceleration measures of said device on different axes; or - angular velocity measurements of said device on different axes; or - acceleration measurements of said device on different axes and angular velocity of said device on different axes;  Identify the axis of rotation of the measuring device based on the information provided by the sensors of said measuring device.  Calculate the angular displacement of the device in relation to the identified axis; A method according to claim 33 characterized in that:  Said devices transmit information comprising:  - device accelerations on 3 orthogonal axes; or  - angular velocity of the device on 3 orthogonal axes; or  - both accelerations and angular velocities in 3 orthogonal axes;  The method is to estimate the axis of rotation of the device as an axis perpendicular to that resulting from accelerations on different axes provided by the device; or as a parallel axis to that resulting from angular velocities on different axes provided by the device. METHOD FOR BUILDING DATABASE FOR AUTOMOTIVE VEHICLE MANEUVERS designed to construct databases that can be used by any of the methods set forth in any one of claims 1 to 17, characterized in that it comprises the following actions:  Use a database relating to vehicle kinematics;  Calculate the vehicle's trajectory in through a computer program by performing one of the following processes:  a) calculate the trajectory of the vehicle as a function of commands (36) entered by the user and said database; present trajectory to the user; b) receive a spatial positioning of a set of obstacles (37); receive a starting position (PI) and an ending position (PF) of the vehicle; receive a set of objectives for performing an optimization routine, said set of objectives defines goals for the vehicle's displacements with respect to its starting position and the position of the set of obstacles; 36. MOVEMENT MEASURING DEVICE characterized by comprising:  A sensor array comprising:  - at least two acceleration sensors; or  - at least one gyro sensor; or  - at least one acceleration sensor and at least one gyro sensor; Means for wireless communication;  Where all the elements presented by said device are confined in a support according to any one of claims 43 to 53.  Device according to Claim 36, characterized in that presenting a processing unit connected to the sensors available on said device; said processing unit using a method as claimed in 33 or 34 for identifying the axis said device is rotating and calculating the angular displacements made by the device relative to said identified axis.  Device according to claim 36, characterized in that it further receives at least one pressure sensor. 39. VEHICLE WHEEL SPEED SENSOR AUTOMOTIVES characterized by means for wireless communication (66).  Wheel speed sensor according to claim 39, characterized in that the speed sensor consists of hall effect sensors. 41 WHEEL SPEED SENSOR CABLE FOR AUTOMOTIVE VEHICLES, comprising a speed sensor (61) integrated into a cable with connectors (63) characterized in that said speed sensor consists of a sensor according to claims 39 or 40. 42. WHEEL SPEED CABLE ADAPTER FOR AUTOMOTIVE VEHICLES characterized by:  Providing means (67) for connecting with wheel speed sensor cables (70);  Providing means (63) for sharing said speed sensor cable data via wired transmission;  Providing means (66) for sharing said speed sensor cable data via wireless transmission. 43. MOVEMENT MEASURING DEVICE SUPPORT characterized by:  Having a housing (84) capable of storing motion measuring devices (80), wherein said housing has means for securing to wheels of motor vehicles or any component having angular displacement proportional to the movement of said wheels;  Said housing being constructed to minimize movement of the metering device within the housing;  Said bracket is designed to, when installed on vehicle wheels, resist the stresses resulting from vehicle movement.  Support according to Claim 43, characterized in that having, provided that said holder stores a motion measuring device (80), a shape which allows said holder to be used as a screw (82, 83) which can be used for securing wheeled motor vehicles .  Bracket according to Claim 43, characterized in that it has fastening means for motor vehicle wheel fixing bolts.  Bracket according to Claim 43, characterized in that it has a cover shape (81) for wheel fixing bolts for motor vehicles.  Holder according to Claim 43, characterized in that it has means for fixing it to the tire pressure valve. Bracket according to Claim 43, characterized in that the fixing means have: An aperture (A1) of varying size;  The opening is designed to lock in a ratchet effect and can be closed by manual effort without the use of tools;  Said opening is designed so that its unlocking is performed only by the use of a tool (F1).  Bracket according to Claim 43, characterized in that it further receives a base (58) designed for easy coupling and uncoupling with said bracket.  Holder according to Claim 43, characterized in that the securing means comprises at least one magnet or at least one adhesive tape.  51 Holder according to Claim 43, characterized in that it has a thread compatible with the outer thread of tire valves.  Support according to Claim 43, characterized in that:  Have a thread compatible with the outer thread of tire valves; Providing a valve extension designed to allow said tire to be calibrated through said extension when said holder is fitted to the valve of said tire.  Support according to Claim 43, characterized in that said housing is resistant to liquids and dust.