WO2014009187A1

WO2014009187A1 - Transfer of data from a mobile terminal to a vehicle

Info

Publication number: WO2014009187A1
Application number: PCT/EP2013/063766
Authority: WO
Inventors: Felix Klanner; Horst KLÖDEN
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2012-07-10
Filing date: 2013-07-01
Publication date: 2014-01-16
Also published as: DE102012211965A1

Abstract

The invention relates to a method for improving a function of a vehicle. A mobile device measures the movement and/or position of the vehicle. The data received therefrom is transferred to the vehicle and is used to improve a function of the vehicle. Said mobile device can be, in particular, a smart phone.

Description

Transmission of data from a mobile terminal to a vehicle

The invention relates to methods for improving a function of a vehicle and correspondingly arranged devices.

Today, the distribution and use of smartphones is steadily increasing. These are mobile electronic hand-held devices that may include wireless and wired communication devices, satellite navigation positioning devices such as GPS, yaw rate, acceleration and attitude sensors, and computing and display devices.

At the same time, modern passenger vehicles (PKW) also include means for determining position by means of satellite navigation such as GPS and for determining longitudinal and lateral accelerations and yaw rates. For cost reasons, roll and pitch angles as well as vertical accelerations of the car are often not measured. The maps stored in the vehicle for a navigation application are often used only to a small extent, namely usually only sections of the vicinity of the typical vehicle location. Also, these maps stored in the vehicle are rarely updated and often used for cost reasons, no GPS correction data or correction data for satellite-based navigation.

The document US 2012/0028680 A1 describes the transmission of data from a vehicle to a smartphone. The smartphone should thereby have access to a vehicle bus, are transmitted to the data from vehicle sensors, and thus to the sensor data of the vehicle. The smartphone should process the received data and use it for various applications.

However, the method described in the publication US 2012/0028680 A1 has the disadvantage that the driver must ensure that a smartphone is actually present in the vehicle in order to be able to use the functions. Furthermore, smartphones are essentially consumer electronics devices whose functionality is usually limited to a relatively small section possible environmental conditions such as temperature or humidity, which carries the risk of a malfunction during use in the vehicle.

The object of the invention is to provide a method that benefits from the advantages that a combination of vehicle and smartphone can offer, but at the same time also provides functions that are always available and robust, ie that is protected against a functional failure.

A method according to the invention is for improving a function of a vehicle and comprises: receiving data based on a measurement of the movement and / or position of the vehicle by a mobile terminal from a mobile terminal; Use the data to improve a function of the vehicle.

In this case, the vehicle is set up so that it can provide the function even without receiving data from the mobile terminal. Optionally, the mobile terminal is mechanically but releasably coupled to the vehicle to participate in the movement of the vehicle. This can be done by a holder.

The vehicle is thus able to provide the function, for example a satellite-based navigation, even without the connection and the data exchange with a smartphone, more generally the mobile terminal. Even if a smartphone should not be carried while driving the vehicle, so the function can be provided. The same is true in the event that the smartphone should become inoperable, for example because it has become too hot due to sun exposure and is at a temperature that is outside its operating conditions. At the same time, however, in the case of a connection between the mobile terminal and the vehicle, the vehicle can use the data for measuring the movement or position and thus improve the functions offered by the vehicle. If sensors already exist in the vehicle which measure a certain type of movement of the vehicle, which is also measured by the mobile terminal, then the received data is used to improve the already existing measurements (redundant or complementary measurement). In this case, there is also the possibility of a continuous control of the output variables of the sensors (for example yaw rate and acceleration sensors) of the vehicle by means of the comparison with the measured variables of the mobile terminal and it is possible to detect errors continuously and inexpensively.

If there are no sensors in the vehicle which measure a certain type of movement of the vehicle, the sensor data of the vehicle are supplemented by the measurements of the mobile terminal. Even when using redundant measurements of the position (with redundant measurement principles) by the mobile terminal and by the vehicle, an improvement of the positioning by the vehicle is to be expected in consideration of the received data of the mobile terminal. The signals of the satellite-based positioning or navigation are received and evaluated at locally different locations, which at least slightly subjects the received signals to other disturbances.

Data may also be received that includes raw data from the measurements and / or rendered data. Examples of raw data are the rotation rate and acceleration information of an inertial measurement unit in the mobile terminal. Examples of prepared data are: the attitude estimation of the mobile terminal in the vehicle, the rotation rate and acceleration information converted to the vehicle coordinate system, the classification of the motion state from the vehicle, the information as to whether or not the driver is currently working with the smartphone, the result of judgment of the driver type (eg evaluated in a smartphone local app, ie a program) based on the rotation and acceleration information of the mobile terminal.

As part of the processing of raw data in the mobile terminal, the introduction of system knowledge is also made possible. An example in traffic light phase assistance according to DE 10 2011 079 899 is that the yaw rate and acceleration values are relative to the stop line of a light signal-controlled cruise control. be evaluated. Alternatively, a speed and acceleration profile over a route is determined - this is used to determine the driver intention.

The cost of the vehicle can be reduced, since certain sensors and thus measurements are realized by the mobile terminal and thus need not be provided by the vehicle; even with increasing accuracy of motion and position determination, which would normally require additional and better sensors.

In a further development, the measurement of the movement of the vehicle comprises the measurement for determining a pitching or rolling movement and the use of the data the improvement of an image processing for environment perception.

In order to work with vehicle-local sensors, such as Image processing systems or radar to gain information from the vehicle-local environment, such as the distance to vehicles in front, vulnerable road users and guide posts, it is necessary to compensate for the proper motion of the vehicle relati to the road. Experience has shown that the best quality is achieved when the rotation rates and accelerations are measured in all three spatial directions.

Since the pitch angle is often not measured by the vehicle sensors or only estimated, resulting in the determination of the distance by means of image processing systematic deviation, which usually have a direct effect on the performance of assistance systems based thereon. This increases the risk of false warnings. The same applies to the roll angle, which is not measured by the vehicle sensors or only estimated. As a result, for example, in the classification by means of image processing systematic errors that often lead to misclassification. This becomes particularly clear, for example, when using image processing systems on motorized two-wheelers. The reason for this is that the roll angle very often assumes not negligible magnitudes, eg when cornering. By receiving the movements measured by the mobile terminal for determining the pitching and rolling motion of the vehicle, the measurements missing in the vehicle can be supplemented. and the image processing can be improved. Optionally, estimates of a pitch or roll angle are improved. This makes it possible for the vehicle systems to provide more reliable, accurate and comprehensive information about the state of motion of the vehicle. In a further development, the movement of the vehicle includes the measurement of a pitching movement and the use of the data the improvement of detection of ground echoes of a radar sensor for avoiding false warnings of a collision warning system.

In an advantageous further development, the measurement of the movement of the vehicle comprises the movement in the vertical axis of the vehicle and the use of the data improves the damping control of the vehicle.

The regulation of the vertical movement of the vehicle requires knowledge of the current state of motion in the vertical axis of the vehicle. Model-based methods usually lead to this size becoming known only with a certain delay. This impairs the dynamics of the control. By receiving data indicating the movement in the vertical axis, the corresponding control can be improved.

In a preferred development, the measurement of the movement of the vehicle comprises the vertical movement of the vehicle and the use of the data the detection of an uphill or downhill of the vehicle to improve the positioning of a vehicle.

In one variant, the measurement of the movement of the vehicle is based on rotary and acceleration sensors of the mobile terminal, and the use of the data comprises the detection of intent of the user or driver of the vehicle. For example, a turn request may be inferred based on the speed relationship relative to a stop line. In a further variant, the use of the data for realizing aviation-known methods, such as an early combination of satellite navigation determined pseudoranges and delta ranges and rotation rate or acceleration data In an advantageous development, the use of the data includes the use of the data for the diagnosis of Missing sensors of the vehicle, especially offset errors.

Another inventive method for improving a function, in particular a positioning, of a vehicle comprises: receiving correction data for properties of the atomic sphere or properties of satellites for correcting positioning errors from a mobile terminal; Use of correction data to improve the positioning of the vehicle.

In this case, the vehicle may include a navigation system that provides a navigation function, but without the use of the type of correction data received from the mobile terminal. Receiving the correction data improves the positioning of the vehicle. Even if a smartphone should not be carried while driving the vehicle, so the function can be provided. The same is true in the event that the smartphone should become inoperable, for example because it has become too hot due to sun exposure and is at a temperature that is outside its operating conditions. The correction data can be present in the mobile terminal independently of the value added to the vehicle.

In this way, the accuracy of the positioning of the vehicle can be increased since, for example, travel time extensions of the GPS signal can be compensated for due to certain states of the ionosphere.

In a further development, the use of the correction data to eliminate systematic errors is used In a further development, the method comprises providing the correction data to other road users or to traffic infrastructure by means of wireless transmission.

In a further development, the method comprises the receiving of card information from the mobile terminal, in particular the card information relevant for the positioning.

This allows the provision of a daily updated digital map. There is a possibility that selectively only the map data that is really needed by the vehicle is transmitted or updated. This results in cost advantages (memory required reduced, less data exchange for update, less purchased map information). There is a possibility that even a vehicle has a digital map, even though this digital map is not integrated as standard. It is possible that the updates increase the depth of detail of the digital map and thus make further developments of the digital map accessible to the vehicle. The advantages mentioned have an even greater weight, the higher the level of detail (or data volume) of the card. There are no additional costs for the provision of unnecessary highly detailed map sections. There is no IP connection of the vehicle to the Internet required. This results in a cost advantage. In a further development, the map information includes a crossing geometry to the area in which the vehicle is currently located, but not to others

Areas. In another development, the method includes providing the received map information to other road users or infrastructure. In general, the term "vehicle" here includes passenger cars, trucks and also two-wheeled vehicles, such as motorcycles.The term also includes ships or series boats and motor boats.

The invention is based in part also on the following considerations: Aspects of the invention may relate to the coupling of a mobile terminal to the vehicle electronics for:

1. use of the self-localization (partial) results of the mobile terminal in the vehicle; 2. Use of the GNSS correction data, which the mobile terminal receives externally and possibly also uses for localization, in the vehicle;

3. use of the digital map information, which the mobile device receives externally and, if necessary, also uses for localization, in the vehicle; and or

4. Use of the Mobile Device Measurement Data to Implement a Tightly Coupled GNSS / INS (GNSS = Global Navigation Satellite

System; INS = inertial navigation system), which has already established itself in aviation and has not yet found its way into the vehicle due to the lack of sensor data.

Vehicle functions, such as Navigation and security systems can be given the opportunity to access the following data from the mobile device:

(1) Results of different self-localization methods of the mobile

Terminal.

(2) Rate of rotation and acceleration data, as well as the raw data of the GNSS (satellite-based navigation) receiver e.g. as the basis for the realization of Tightly Coupled GNSS / INS (inertial sensors).

(3) partially evaluated data of the different localization methods.

(4) GNSS correction data. (5) digital map information, which is picked up by the mobile terminal, for example, from the Internet or from service providers.

(8) Use the results of apps on the mobile device.

Herewith the following can be made possible:

Combination of the results of the different methods for self-localization of the mobile terminal with the results of the self-localization of the vehicle

- to merge the redundant or complementary eigenlocation results into an integral solution. This makes it possible to increase the accuracy, reliability and availability of on-vehicle localization.

- To compare the localization results with those of the vehicle as a basis for diagnosing errors in self-localization. This allows recognition of errors in the self-localization of both the vehicle and in the mobile terminal.

- to optimize the merger based on the detected errors. This allows detection of inconsistent data, propagation of these results to vehicle functions and thus e.g. the detection of false warnings.

Use of rotation rate and acceleration data, as well as the raw data of the GNSS receiver e.g. as basis for the realization of Tightly Coupled GNSS / INS and / or on-vehicle sensor data for the realization of Tightly Coupled GNSS / INS. This makes it possible to increase the availability and reliability of the vehicle localization.

Use of partially evaluated data of the different localization methods in the GNSS receiver or self-localization module in the vehicle - to merge the redundant or complementary eigenlocation results into an integral solution. This makes it possible to increase the accuracy, reliability and availability of on-vehicle localization.

Use of GNSS correction data in GNSS receiver of the vehicle. This allows an increase in accuracy since systematic errors, e.g. due to an extension of the propagation time of the GNSS signal through the ionosphere, are compensated. There are no additional costs. · Use of digital map information, which the mobile terminal for example picks up from the Internet or service providers, in the vehicle e.g. as a basis or supplement to the map matching. This allows the provision of a daily updated digital map.

There is the possibility that selectively only the map data that is really needed by the vehicle is transmitted or updated. This results in cost advantages (memory required reduced, less data exchange for update, less purchased map information).

It is possible that even a vehicle has a digital map, although no digital map is integrated as standard. II

It is possible that the updates increase the depth of detail of the digital map and thus make further developments of the digital map accessible to the vehicle.

The advantages mentioned have an even greater weight, the higher the level of detail (or data volume) of the card.

There are no additional costs for the provision of unnecessary highly detailed map sections.

There is no IP connection of the vehicle to the Internet required. This results in a cost advantage.

• Use of results of apps on the mobile device in the vehicle as additional information for self-localization.

Access to a mobile terminal, which has a high computing and storage capacity and intelligently processes data from the sensors. There is the possibility of systemic knowledge, e.g. from external information sources or learning algorithms. One example of smart traffic light phase assistance is that the results of vehicle localization are evaluated relative to the stop signal line of a traffic signal controlled intersection.

The following advantages may arise:

Increasing the accuracy, reliability, availability of the vehicle localization even under changing conditions in the vehicle environment, e.g. the Sichtabschattung to satellites;

- availability of up-to-date map information in the vehicle;

- Diagnostics option of the yaw rate and acceleration sensors as well as the self-localization methods used in the vehicle; It is not expected that the manufacturing and production costs will increase by the proposed measures, but possibly even decrease, for example, by the saving of hardware such as the receiver for GNSS correction data. In addition, there is a cost saving potential with regard to the updates, eg of map data during the lifetime in the vehicle.

Even with the use of redundant measurement principles for Eigenlokaiisierung in the mobile device and vehicle improvement is expected because:

the GNSS signals are received and evaluated at locally different locations, the GNSS correction data are collected via the mobile terminal and made available both to the mobile terminal itself and to the vehicle,

the intrinsic movement data of the vehicle required for updating the position are measured on the vehicle itself and in the mobile terminal,

- The determination of the intrinsic motion data in the mobile terminal by the measurement of the accelerations and rotation rates of all three spatial axes takes place.

Claims

A method for improving a function of a vehicle, comprising:

Receiving data based on a measurement of the movement and / or position of the vehicle by a mobile terminal from a mobile terminal;

Use the data to improve a function of the vehicle.

2. The method of claim 1, wherein measuring the movement of the vehicle includes measurements to determine a pitch or roll motion, and using the data to improve image processing

Environment perception includes.

3. The method of claim 1, wherein the movement of the vehicle comprises the measurement of a pitching movement and the use of the data comprises the improvement of detection of ground echoes of a radar sensor to avoid false warnings of an approach warning system.

4. The method of claim 1, wherein measuring the movement of the vehicle comprises moving in the vertical axis of the vehicle, and using the data comprises improving a damper control of the vehicle.

5. The method of claim 1, wherein measuring the movement of the vehicle comprises the vertical movement of the vehicle and the use of the data comprises detecting an uphill or downhill of the vehicle to improve the positioning of a vehicle.

6. The method according to any one of the preceding claims, wherein the measurement of the movement of the vehicle is based on rotation and acceleration sensors of the mobile terminal and the use of the data comprises the Intentionserkennung the user or driver of the vehicle.

7. The method according to any one of the preceding claims, wherein the use of the data comprises the use of the data for the realization of aviation known methods, such as an early combination for satellite navigation measured distances, in particular pseudoranges and / or delta ranges, and rotation rate or acceleration data ,

8. Method according to one of the preceding claims, wherein the use of the data comprises the use of the data for the diagnosis of errors of sensors of the vehicle, in particular offset errors,

9. A method for improving a function of a vehicle, comprising:

Receiving correction data on atomic sphere properties or satellite characteristics for correcting positioning errors from a mobile terminal;

Use of correction data to improve the positioning of the vehicle.

10. The method of claim 9, wherein the use of the correction data to eliminate systematic errors is used.

11. The method according to any one of claims 9 to 10, further comprising:

Providing the correction data to other road users or traffic infrastructure via wireless transmission.

12. The method according to any one of claims 9 to 11, further comprising: Receiving card information from the mobile terminal, in particular the card information relevant for the positioning.

13. The method of claim 12, wherein the map information includes an intersection geometry to the area in which the vehicle is currently located, but not to other areas.

14. The method according to any one of claims 12 to 13, further comprising:

Providing the received map information to other road users or infrastructure.

15. The method according to any one of claims 1 to 8 in combination with a method according to any one of claims 9 to 14.

18. A device with a receiving unit for wireless or wired reception of data from a mobile terminal and an electronic processing unit for performing a function, wherein the device is configured to carry out a method according to one of claims 1 to 15.