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WO2018018108A1 - Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles - Google Patents

Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles Download PDF

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Publication number
WO2018018108A1
WO2018018108A1 PCT/BR2016/050178 BR2016050178W WO2018018108A1 WO 2018018108 A1 WO2018018108 A1 WO 2018018108A1 BR 2016050178 W BR2016050178 W BR 2016050178W WO 2018018108 A1 WO2018018108 A1 WO 2018018108A1
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Prior art keywords
vehicle
maneuver
measuring
user
information
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Portuguese (pt)
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Sérgio SOUZA
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Priority to PCT/BR2016/050178 priority Critical patent/WO2018018108A1/fr
Priority to BR112019001700A priority patent/BR112019001700A2/pt
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Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/04—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by terrestrial means
    • G01C21/06—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by terrestrial means involving measuring of drift angle; involving correction for drift
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/14—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by recording the course traversed by the object
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/20—Instruments for performing navigational calculations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions

Definitions

  • the present invention is in the field of inventions related to maneuver assist devices for motor vehicles.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIGS 14A through 14C show screen examples of an application used in mobile-based deployment.
  • the screens refer to the recording process.
  • FIGS 15A and 15B show screen examples of an application used in mobile-based deployment. The screens refer to the playback process.
  • Figure 15C illustrates an example of implementation using mobile device where in the playback process the reference path is shown to the driver.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the method is not intended to ensure that the maneuver is performed extremely precisely.
  • 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:
  • 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.
  • 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.
  • 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.
  • 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.
  • Table 4 Database of a left marker characterized using distance traveled and bow angle.
  • Table 5 Database of a right beacon obtained from mirroring a left beacon
  • step ruler parameter information 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.
  • Table 6 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.
  • Figures 1 to 9 include examples of the range of applications that may be assisted using the object of the present invention.
  • 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.
  • 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.
  • the first step is performed with the right-facing direction
  • the second step is performed with the left-facing direction
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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. .
  • 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.
  • the strategy shown in Figures 4A and 4B is to extend the second stage of the maneuver shown in Figures 3A to 3C.
  • 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).
  • D1 displacement
  • maneuvers shown in Figures 4A, 4B and 5A to 5F can be implemented from a generic database that fits any vehicle.
  • a left-hand goal may be characterized by the database shown in table 7.
  • 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.
  • 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.
  • 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.
  • 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.
  • the bow heading values used were defined as multiples of 45 degrees
  • Figures 7E to 7G show a similar situation as above where the user parks at 45 degrees with the guide.
  • 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.
  • 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:
  • 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;
  • PI a convenient vehicle reference
  • B2 start the measurement by pressing the START MEASURE button
  • 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.
  • 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.
  • TV size 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;
  • TVD hard job size
  • TVM average vacancy
  • 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.
  • FIGS 10 and 11 show flow charts that conceptually explain the operation of the maneuvering and recording processes of the present invention.
  • 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.
  • 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).
  • a maneuver of interest as exemplified in figures 17A through 17H
  • PI starting position
  • PF desired end position
  • 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.
  • step (91) 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);
  • step (92) 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);
  • step (94) 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.
  • steering wheel position eg, fully right, neutral and fully left
  • direction of movement forward or reverse
  • 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;
  • the step will end when the system identifies that the vehicle's direction of movement has changed (based on the variation of the distance traveled, monitoring the change of signal from the parameter derivative); The value assumed by the parameter is 0 when the direction of movement is the same as indicated for performing the step, and 1 when the direction of movement is different from that established for the step.
  • the step will end when the user reports the end of the step through a human machine interface.
  • the value assumed by the parameter is 0 as long as the user does not indicate the end of the step through the human machine interface and 1 when the user makes the indication (pressing a button for example).
  • the 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.
  • the efficiency of the proposed system can be improved through the use of sensors already available on most current vehicles.
  • 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).
  • the obstacle parameter would be used as one of the possible governing parameters for the steps.
  • the method allows the set of governing parameters to be composed of more than one parameter.
  • the distance traveled parameter which would further define a maximum distance that could be traveled in the step.
  • 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.
  • the recording method may record the directly readable steering wheel positions of said means for measuring the position of the steering wheel.
  • 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.
  • 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.
  • 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).
  • PVM target steering wheel
  • PVA current steering wheel position indications
  • 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.
  • 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:
  • Table 8 Generic database for left goal.
  • 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.
  • 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.
  • FIG 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).
  • PI starting position
  • PF desired ending position
  • 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.
  • 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;
  • 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;
  • 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;
  • 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;
  • 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).
  • 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.
  • Figure 12A shows a block diagram illustrating the basic components required to implement the apparatus developed in the present invention.
  • 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.
  • Interface elements basically consist of:
  • Playback mode button (3) which adjusts the device to operate in playback mode
  • 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;
  • 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.
  • Vehicle direction selector 34
  • the element may be a two position key to inform forward or backward movement
  • 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.
  • the audio transducer (6) and display device (5) are used to provide the user with instructions calculated by the processing unit.
  • FIG. 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 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.
  • FIG 12C also illustrates that the measuring unit (11) can be implemented by different means to obtain vehicle displacement, among them:
  • measuring device and “measuring unit” are used to refer to the same element in both this report and the claims table.
  • communication with the processing unit and interface may be by wiring.
  • 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.
  • 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 ).
  • 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).
  • the role of the processing unit and interface 110 can be performed by a mobile device.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • FIG. 12D 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:
  • 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).
  • 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.
  • FIG 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)
  • Position P1 minimizes the effects of centrifugal acceleration.
  • the senor can, among other installation options, be glued to the wheel by adhesives or with magnets (in the case of iron wheels).
  • 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.
  • 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.
  • 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.
  • Figure 12F shows different ways of installing the metering unit on the vehicle's wheel pressure valve.
  • 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.).
  • 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).
  • the device 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.
  • Figure 12G presents a strategy for easy installation and removal.
  • 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.
  • 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).
  • 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.
  • 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.
  • sensor measurements can be used according to the methods explained above to calculate wheel offsets.
  • the unit of measurement (1 1 1) receives 3 accelerometers and 3 gyroscopes performing measurements on orthogonal axes with each other.
  • 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).
  • the screw in the form of one of a screw, wherein said screw may be used to secure the wheel.
  • 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;
  • a non-metallic region 84 is employed to allow the wireless transceiver signal to pass through.
  • 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.
  • wheel speed sensor information may be available on the OBD port, providing very good data for maneuver assistance systems.
  • 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.
  • the OBD interface output speed information may be of low resolution.
  • 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.
  • 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).
  • 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).
  • 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).
  • Figure 12O shows that the interface unit (1 10) can be powered by more than one measuring unit (1 1 1).
  • 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.
  • FIG 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).
  • 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).
  • FIG 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).
  • 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).
  • Figures 14A-14C illustrate recording mode operation screens of an implementation of the present invention on a mobile device.
  • the system implemented in this example considers only the distance traveled or bow angle as possible parameters for governing the steps.
  • 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.
  • the explanatory text shows a message such as STOP THE CAR IN THE STARTING MANEUVER POSITION AND PRESS THE RECORD MANEBUTTON
  • FIG 14B 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.
  • 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
  • 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.
  • 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).
  • 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.
  • the interface receives a trajectory indicator panel (38) which contains a reference trajectory indicator (32) and an indicator of the current vehicle position (33).
  • 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).
  • 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.
  • 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.
  • 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.
  • an easy position to be established as generally errors in the starting position (PI) are transmitted to the ending position (PF).
  • 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.
  • 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).
  • the driver 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
  • Figure 17G shows the parameters being displayed on the distance (23) and bow (24) button labels during the execution of the second step.
  • 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 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
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • PI starting position
  • PF desired ending position
  • 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.
  • a predefined value (10 cm for example).
  • 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).
  • 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.
  • 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.
  • 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. .
  • 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).
  • 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).
  • 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 .
  • Allows to be customized for specific user situations X (complicated room vacancy, fig. 9)
  • accelerometers and / or gyros (arranged on the wheel) that
  • the sensor assembly can be fixed to the wheel without any
  • 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.

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Abstract

Le présent brevet d'invention, intitulé « Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles », concerne un ensemble de procédés et de dispositifs dont les objectifs et le fonctionnement sont liés, visant à construire un système facilitant les manoeuvres de précision pour des véhicules automobiles, destiné principalement à être utilisé dans des véhicules populaires et usés. L'appareil final est obtenu par utilisation de certains éléments proposés dans la présente invention. Les voici : procédé basé sur la distance parcourue et les déplacements associés à une position initiale établie ; procédé pour mesurer les places de stationnement ; procédé pour faciliter l'établissement de l'avant du véhicule ; procédé permettant de calculer la distance parcourue par une roue dotée d'un ensemble de capteurs (accéléromètres et/ou gyroscopes) disposés au niveau d'une position inconnue sur ladite roue. Un dispositif facile à installer permet de réaliser la mise en oeuvre des procédés proposés. Lesdits dispositifs sont fabriqués de manière à comprendre essentiellement l'une des alternatives suivantes : a) lecteur de porte OBD de véhicules automobiles ; b) capteur de vitesse de roue classique ; c) ensemble de capteurs comprenant : lesdits deux dispositifs permettant de réaliser une communication sans fil avec d'autres dispositifs, tel qu'un dispositif mobile, par exemple.
PCT/BR2016/050178 2016-07-29 2016-07-29 Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles Ceased WO2018018108A1 (fr)

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PCT/BR2016/050178 WO2018018108A1 (fr) 2016-07-29 2016-07-29 Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles
BR112019001700A BR112019001700A2 (pt) 2016-07-29 2016-07-29 métodos e dispositivos para auxílio em manobras de precisão para veículos automotores

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PCT/BR2016/050178 WO2018018108A1 (fr) 2016-07-29 2016-07-29 Procédés et dispositifs destinés à faciliter les manoeuvres de précision pour des véhicules automobiles

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