• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Driver assistance system and methods of acquisition and processing of associated data. The present invention relates to a system and associated procedures for obtaining data and storing, processing and presenting the user of the invention with useful information related to the condition of the vehicle as well as offering emergency and black box warning services. It is worth highlighting the modularity of the design of this system, which is made up of multiple subsystems, each one destined to offer the functionality, or a set of corresponding functionalities. The specific information with which the proposed system works is: absolute positioning of the vehicle, through the signal received from the gnss system, vehicle information obtained through the obdii standard, data from inertial sensors installed on the vehicle, acoustic and visual signals: coming from the vehicle cab to offer the black box functionality. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2646412A1
    申请号:ES201600489
    申请日:2016-06-09
    公开日:2017-12-13
    发明作者:Victor MARTÍNEZ MARTINEZ；Carlos MELÉNDEZ PASTOR；Rubén RUIZ GONZÁLEZ
    申请人:Universidad de Valladolid；
    IPC主号:
    专利说明:

    Driver assistance system and associated data acquisition and processing methods. Technical field of the invention
    The invention relates to a device for assisting the driver and / or the userof the vehicle using data acquired from multiple sources of the vehicle itself, as well as its acquisition and processing method. State of the art
    The most popular vehicle data acquisition and storage equipment andused are tachographs, which are devices that record different data on the behavior of the vehicle while driving. Part of its high use is due to the mandatory use of certain vehicles. In Spain, the Ministry of Public Works has imposed a digital tachograph that requires a sensor for each monitored variable. It also uses a smart card that stores the driver's profile and can apply different regulations according to Royal Decree 425/2005, of April 15. Some patents of the Spanish Industrial Property Registry perform their measurements through sensors connected to the vehicle's engine, offering, unlike other patents, a simpler way of installation, such as patent with publication number 2137876. Tachographs are also known from EP -0188429 -81 and EP -0191 413 -81. An alternative to them is that described in document FR-A-2 635 894, which counts the operating hours of a motor by detecting the vibrations generated by it. Another alternative, collected in document DE-U-93 16639, detects the speed of a vehicle by means of a pulse generator. Finally, a distance transducer has also been used for the measurement, connected to the
    gearbox of the vehicle together with a microprocessor for the treatment of the information, as can be seen in the patent with publication number 2072189. One of the problems involved in the manufacture of tachographs is to design a device that avoids their fraudulent use. Such a fraud involves drivers extending their driving hours by destroying some of the stored information. For example, a driver can use a first chart from 7:00 a.m. to noon and then use a second chart from noon to 10:00 p.m. The driver can then destroy the first graphic and claim that the second represented his entire work day. Some patents
    that have arisen to try to avoid these frauds are the patents presented in the documents DE-A-4321642, EP-A-0676728 and ES2141521, which encode the driver's information in the information acquired by the tachograph. Other alternatives are those proposed in document ES-2-401-592-T3, in which an electronic tachograph with a specific design is proposed to avoid fraud, and in document ES-2337972-A 1, in which it is proposed the use of the electronic DNI as a unique element to identify the driver. Another problem is the availability of the information that is being acquired. For example, document DE 197 20 348 A 1 describes an information recording device to determine guilt in the event of accidents in which the information is stored in the vehicle itself, while document ES 2382994-T3 tries to solve this by means of a radio communications system. In addition to tachographs, there are more inventions aimed at reading and collecting data from a vehicle. For example, document EP 007881 presents a system that takes data from the injection pump and the gearbox to recommend the driver the best gear at all times, patents FR 2 200 997, US 3 792 445 and FR 2 232 805 present a device that records driving data such as speed, braking, changes of direction, hours of use, etc. In air vehicles such as aircraft, flight data recorders capable of recording aircraft operating parameters are also known. These recorders have not been used in land vehicles since the operating parameters are different. In this case, the system described in document US 5,594,414 for measuring the distance between two adjacent documents stands out. Another possibility is to take the data from the vehicle's CAN bus, such as the one described in document ES-2-176-085-B1. There are also inventions taking into account other larger data, such as the positioning data obtained through the GPS system. Thus, document G08G1 / 052 describes a system for controlling the speed of a vehicle using a GPS and information from the CAN bus. Brief description of the invention
    Device to assist the driver / user of a vehicle using data acquired from multiple sources of the vehicle itself. The present invention refers to a system and associated procedures for obtaining data and storing, processing and presenting useful information to the user of the invention, related to the state of the vehicle, as well as offering emergency warning and black box services. It is worth highlighting the modularity of the design of this system,
    which is composed of multiple subsystems, each one intended to offer the corresponding functionality, or set of functionalities. The specific information with which the proposed system works is the following:
    (i) Absolute vehicle positioning: obtained through the signal received from the GNSS system.
    (ii) Vehicle information obtained using the OBDII standard.
    (iii) Data from inertial sensors (Inertial Measurement Unit, IMU) installed in the vehicle (wheel tachometer, accelerometers, speedometer, etc.).
    (iv) Acoustic (audio) and visual (video) signals: coming from the vehicle cabin to offer black box functionality.
    All this information will be used, through the relevant algorithms, to provide the different functionalities of the complete system, namely:
    (i) Accident detection: a subsystem is in charge of processing the IMU data using the algorithm described in Figure 3.
    (ii) Improved positioning accuracy and availability: using GNSS and IMU data, the information can be merged using the Kalman filter as an algorithm to combine all the data used and using the simplification of the Ackerman model to define the dynamics of the vehicle.
    (iii) Black box functionality: a record of all relevant data is used to find out the causes of accidents (data from IMU and GNSS sensors, audio and video signals, etc.).
    (iv) Vehicle location: the user can send a message to the device / system to know the current location of the vehicle. Useful in case of theft or if you forget where you have parked.
    (v) The system has a module for connection to the mobile network (with Internet access included) that allows monitoring, temporary backups and interaction to control the system remotely.
    (saw) The interface to show most of the final results to the user consists of a screen or graphic display, although the loudspeaker and the array of LEOs will also be used to provide simple information and / or that has to be provided without the driver losing the attention of driving.
    The scheme of the subsystems that make up the system proposed in this patent is graphically illustrated in Figure 1 in more detail. Brief description of the drawings
    Figure 1 shows a schematic of the system with the arrangement of all the subsystems within a generic vehicle:
    o At the front of the vehicle is the central subsystem (A), the OBOII data recording subsystem (B), the data and sound acquisition system (C) and all the user interaction subsystems (O) .
    o The GPS data recording subsystem (E) will be located in the central part of the vehicle.
    o The inertial sensor subsystem (FRL, FRR, FFL and FFR) is distributed in four points located near the four wheels of the vehicle.
    o Internet connection system through 3G / 4G (G) modem.
    Figure 2 shows the flow chart of the general operation of the central unit when initializing the system.
    Figure 3 and Figure 4 show the flow chart with the steps necessary for the preferred embodiment proposed for this system when the vehicle is stopped and in motion, respectively. Detailed description of the invention
    The preferred embodiment is described below, without limiting its scope. The present invention aims to acquire and store vehicle data from multiple different sources to obtain useful information from them and provide it to the user of the system in multiple formats. The proposed system has a central unit or subsystem and several peripheral subsystems, both for acquisition and action, directly connected to the central subsystem and operating under its orders and governance. The central unit (Figure 1.A), which acts as an interface between the different subsystems, is in charge of collecting data from other acquisition systems, storing, processing and sending data. to the performance subsystems. The peripheral subsystems have specific functions and obey the orders of the central subsystem. These peripheral subsystems are divided into two categories: peripheral subsystems for data acquisition or collection (Figure 1.B / C / E / F) and peripheral subsystems for actuation or interaction with the user (Figure 1.0 / G).
    The data collection subsystems (Figure 1.B / C / E / F) are responsible for taking data from different sensors, performing pre-processing if necessary, and sending the acquired data to the central system (Figure 1.A) . Data collection can be synchronous
    or asynchronous in all subsystems, with the central system in charge of indicating the type of data collection to be carried out as well as adjusting the acquisition parameters, where they exist. The data collection subsystems considered in our system are: inertial sensors (Figure 1.F), image, video and audio acquisition subsystem (Figure 1.C), 08011 data logger (Figure 1.8) and GPS receiver ( Figure 1.E). The user interaction subsystems (Figure 1.o / G) are responsible for delivering the useful information obtained by the central system to the corresponding user. These subsystems act asynchronously on demand from the central subsystem. The subsystems for sending information considered in our system are: user message receiver, mail server (Figure 1.G) and LeO touch screen, loudspeaker and a light array of LEOs (Figure 1.0). The inertial sensors subsystem (Figure 1.F) consists of a series of sensors located at the ends of the vehicle in order to have the information of the vehicle that allows knowing its state, position and movement regime. The sensors that this system consists of are accelerometers, gyroscopes, magnetometers, pressure sensors, temperature sensors and humidity sensors. The image, video and audio acquisition subsystem (Figure 1.C) consists of a compact camera with the possibility of remote control. This camera makes it possible to know the state of the vehicle and will have an engine capable of rotating it at least 3600 in azimuth and 900 in elevation to be able to focus on any point inside the vehicle. In addition, this camera has a built-in microphone capable of acquiring the audio signal when desired. The 08011 data recording subsystem (Figure 1.8) consists of an acquisition device that is connected to the communications bus with which the car's control unit communicates with the car's sensors. From said data bus, the data recording subsystem 08011 acquires the following vehicle variables: speed of each car wheel, angle of rotation of the steering wheel, rate of rotation of the vehicle, lateral acceleration of the car, engine revolutions, gear in gear on the gearbox and brake pedal pressure. The GPS data recording subsystem (Figure 1.E) is responsible for receiving the frames provided by the GPS receiver using the NMEA 0183 protocol and performing the necessary preprocessing to calculate the coordinates of the position and the values of speed and heading, which are the data that this subsystem sends to the central unit.
    The user message reception subsystem is in charge of receiving requests for information from the user of the system and sending them to the central unit to process those requests. This subsystem is connected to the 3G / 4G module (Figure 1.G) that the system has, and is always active waiting to receive requests from the user. The mail server is also connected to the 3G / 4G modem (Figure 1.G) and connects to the Internet through a virtual private network (VPN -Virtual Private Network) to allow the system to be accessible from any point with a connection to Internet. This server allows communication with the user through emails, in which the central unit encapsulates the information that it wishes to send to the user in each case. The rest of the user interaction subsystems are the LeO touch screen, the loudspeaker and the array of light LEOs (Figure 1.0). These systems send information to the user in real time of driving, taking into account that they must reach it quickly and without losing their attention while driving. The central unit (Figure 1.A), the third subsystem, consists of a single board minicomputer with an "RTLinux" operating system. Open source that guarantees real-time execution and allows flexible scripting. In this way, functionalities can be added to the system in a modular way, taking advantage of all its possibilities. For the protection and integration of the system inside the vehicle, a watertight protective box made of fireproof plastic is used. The materials used to manufacture it have been chosen in order to be resistant to shocks and extreme temperatures and fire, so that the system can be rescued and recovered in the event of an accident to evaluate the possible causes of the same with the stored information. The inertial sensors subsystem will be used to reconstruct the path that the vehicle follows when it is in motion. To do this, the data from the inertial sensors (Figure 1.F) will be combined with the data from the OBOII data recording subsystem (Figure 1.B). Thus, this trajectory generated from the inertial sensors subsystem can be combined with that obtained from the GPS data recording subsystem (Figure 1.E) in order to obtain greater precision and not lose position in areas without coverage. GPS. In addition, the pressure, temperature and relative humidity data provided by these sensors is used to determine the causes of potential vehicle accidents (black box functionality). They are also used to implement alarms that alert the driver when these variables present abnormal values.
    The image, video and audio acquisition subsystem (Figure 1.C) is used to take images every few seconds and store them in order to determine the causes of a possible accident. In parallel, the audio signal is also acquired. In order not to clutter up the storage system, older images and audio are progressively erased. Another application consists of recording or taking images of the entire interior of the vehicle, using its ability to move 3600 in azimuth and 900 in elevation, when the user requests it. This allows said user to know the status of his vehicle when it is parked. The 08011 data logging subsystem (Figure 1.8) allows the vehicle to be analyzed and to send recommendations to the driver to improve their driving efficiency. In addition, this data is combined with that of inertial sensors and GPS data to reconstruct the vehicle's trajectory. The GPS data logging subsystem (Figure 1.E) allows the reconstruction of the vehicle's trajectory. Furthermore, the GPS position of the vehicle is periodically stored in order to be able to send its position to the user through the mail server when the latter requests to know the position of the vehicle. Finally, the user interaction subsystems send the information generated by the central unit or subsystem in the applications listed above. The behavior of the central unit corresponding to the preferred mode of operation will now be described. Figure 2 shows the flow chart of the general operation of the central unit when initializing the system. When the system starts up, a series of preliminary checks are carried out to verify that all sensors that are connected to the acquisition system are working correctly. In the event of an error, the pertinent routines are executed to correct the defects that have occurred. In case of success, the system begins to operate in its preferred embodiment as described in Figure 3 (when the vehicle is stopped) and in Figure 4 (when the vehicle is in motion). When the vehicle is stopped, the system operates in the embodiment illustrated in the flow diagram of Figure 3. In this case, after detecting the vehicle's stop state (S1), the system is listening and waiting to receive an SMS or email (S2). When an email is received, the type of information requested by the user will be checked (S3). If the current location is requested, the geodetic coordinates of the GPS sensor (S4) will be obtained and an email or SMS will be sent back with the information requested in an appropriate format (S5). In the event that the sending of photographs of the state of the vehicle is requested, a photograph will be taken with the system webcam (S6) and will be sent as an attachment in a multimedia email or SMS (S7). For its part, as long as this event of receipt of an email does not occur, the system will periodically capture audio and image data from the webcam (S8) and make a registration log with them, storing them in the system memory (S9 ). In order to avoid overflowing the memory of the system, a mechanism will be implemented to verify the size used in memory by said log (S10) and when a certain threshold is exceeded, the oldest files will be deleted (S11).
    When the vehicle is running, the system operates in the embodiment illustrated in the flow diagram of Figure 4. In this case, the system performs a series of tasks, once the vehicle's movement state has been detected (M1) . Again the system will be waiting to receive an email (M2) in case you want to locate the vehicle, eg. ex. to detect the location in case of theft or locate the vehicle by the owner companies. When this email is received, the position will be obtained by merging GPS data and the rest of the sensors (M3) and a correctly formatted email will be sent with the requested positioning information (M4). Simultaneously, the system will periodically acquire data from the GPS receiver (M5), from the 08011 connector (M6), from the inertial sensors (M7), as well as the temperature and pressure (M8). These measurements will be stored in memory, will be used for data fusion, and will be displayed through the user interaction system (M9) in the most appropriate format so as not to distract the driver's attention from the road. These data will be used in turn to check the accident event (M10). As long as an accident does not occur, the system will continue to acquire data from the webcam and microphone (M11) And said data will be stored as a log (M12) so that they could be used in the same way that the data from the black boxes are used in the planes. Again, in order to avoid overflowing the system memory, it will check if the space used in memorythe permitted limit (M13), in which case the files will be deleted In the event that an accident is detected in step M10, because the vehicle has overturned or because there has been an excessively abrupt acceleration in any of the axes , it will be checked if the vehicle has stopped as the cause of it (M15) and if so, an emergency notice will be sent by SMS or mail (M16).
    Within the flow diagram previously exposed (Figures 2, 3 and 4), corresponding to the preferred embodiment, and novel in itself, the following novel methods are proposed to the elderly: 1.-Method to maintain and improve positioning accuracy by merging data from the GPS receiver with various inertial sensors and automotive sensors, using the Kalman filter and the Ackerman model. This method applies the Ackerman steering geometry approximation to model vehicle motion, relating wheel speeds, vehicle turn rate, steering wheel angle, vehicle lateral acceleration, and other variables. In this way it is possible to merge the data measured by the different sensors of the system, offering greater precision and robustness in the face of failures of any of the sensors. This fusion of the measured variables (Zk) is carried out using the Extended Kalman filter to obtain the positioning information (Xk).
    SYSTEM STATUS-CAR (Xk):
    xk = (Xk.Yk.8k.Uk.Ok) T where Xk denotes the position in UTM coordinates on the X axis (east-west), Yk denotes the position in UTM coordinates on the Y axis (north-south), 8k denotes the direction of the vehicle's heading with respect to the positive X semi-axis, Uk denotes the modulus of the vehicle's speed, and Ok denotes the angle formed by the fictitious center front wheel and the current heading of the vehicle.
    VARIABLES MEASURED BY THE SENSORS (Zk):
    Zk = (XGNSS. YGNSS. 8 GNSS • UGNSS. UFL. UFR. URL. URR. Osw.AccJat. Rotrate) T where XGNSS denotes the position in UTM coordinates on the X axis (east-west) provided by the GPS receiver, YGNSS denotes the position in UTM coordinates on the Y axis (north-south) provided by the GPS receiver, 9GNSS denotes the heading provided by the GPS receiver, UGNSS denotes the vehicle speed provided by the GPS receiver, UFL denotes the speed of the Left front wheel, UFR denotes the speed of the right front wheel, URL denotes the speed of the left rear wheel, URR denotes the speed of the right rear wheel, osw denotes the angle of rotation of the steering wheel relative to the balance position, AccJat denotes the lateral or centripetal acceleration of the vehicle, and Rotrate denotes the rate of rotation of the vehicle, that is, the rate at which the vehicle's heading changes.
    The fusion is carried out by particularizing the extended Kalman filter using the following state transition functions (f) and taking measurements (h). Xk-l + tJ.T. Uk-l. cos (8k _ 1) Yk-l + tJ.T. Uk-l. sin (8k _ 1) Xk =
    = f (Xk-l) = 8k-1 + tJ.T. U ~ -l. so (ok_l)
    Uk-l
    ° k -l
    where L is the distance from the front to the rear axle, Wr is the distance between
    S wheels on the rear axle, Wf is the distance between wheels on the front axle, Sratio is the steering ratio, that is, the factor that relates the angle turned by the car's steering wheel and the angle that a fictitious central wheel would turn equivalent to the two front wheels, and tJ..T is the time between the acquisition of two consecutive samples.
    10 2.-Accident detection method from the combined use of data from automotive sensors, inertial sensors and the GPS receiver. The detection of an accident is activated when any of the following events occur:
    2.a) The vehicle speed is zero seconds after a sudden acceleration greater than a certain preset threshold has been detected. IS 2.b) The acceleration in the vertical axis is negative for several consecutive samples, for at least half a second (implying a rollover of the vehicle).
    2.c) The rate of rotation of the vehicle is higher than a certain preset threshold ... In the event of an accident detected by any of the three events mentioned, the system will activate an accident confirmation alert. Thus, in the event of detection of a false accident due to the user having performed a strange maneuver, it will be possible to abort the actions configured in the system in the event of an accident and the event will not be saved as an accident in the system memory.
    3.-Subsystem of communication and / or sending of information of the system. This subsystem will collect information from other subsystems and, according to the configuration parameters with which the user configures this subsystem, will send information via email, phone call and / or SMS when a certain event occurs. For example, when the accident detection method detects a possible accident, this system can be configured to send an email or an SMS with the location of the vehicle and details of the type of accident produced to an emergency service that can proceed to the rescue.
    4.-Asynchronous communication method / protocol with devices to obtain vehicle information (eg its location and interior status) on demand. This protocol consists of sending a message (with a predetermined format) in which it requests the information to be obtained from the system. The system processes said request and sends a response with the requested data (again in a predetermined format) through the communication subsystem described above.
    5.-Method of determining the optimal driving parameters in real time and a recommendation system for the user to modify their behavior. This method includes:
    5.1) Method to determine the most suitable gear based on engine revolutions, vehicle speed and driver profile. Depending on the type of engine and fuel used, different thresholds will be used to suggest downshifting or upshifting.
    5.2) Method to determine the roughness of driving. In the event that the user commits sudden accelerations, after carrying out an ARMA filtering of the raw signals, they will be notified preventing dangerous situations that could cause an accident.
    5.3) Method for evaluating driving efficiency based on fuel consumption, engine revolutions, tire wear, etc. The proposed method will provide the user with information on the evaluation of their driving in real time and, at the end of the journey, a more detailed report will be generated in which the driving along the entire journey is assessed. This report will also provide a numerical result of the evaluation, with the aim of allowing the user to monitor their evolution and to be able to make comparisons with other users and to be able to develop a ranking according to the driving efficiency of each driver.
    6.-Method to reprogram the operation of the vehicle according to the road conditions and the driver's profile (his personal and own way of driving) adapting the behavior of the vehicle to his needs and improving the vehicle's performance. The reprogramming of the vehicle's operation will allow modifying the following parameters by means of the OSOIl standard (this method will be specific to each specific car model, so a study would have to be previously made for each of the car models contemplated, thus achieving a personalization full of the most optimal method):
    • Turbo pressure.
    • Turbo pressure threshold.
    • Injection.
    • Injection pressure.
    • Injection pressure threshold.
    • Torque, smoke and speed limiters.
    Before starting the journey, and during the journey itself, the proposed system will give the driver the option to choose the mode of use: manual mode, in which the user has the ability to choose the reprogramming status within a set of preset configurations, or automatic mode, in which the system will dynamically determine the vehicle's programming based on external variables supplied by the acquisition subsystem, such as the conditions of the journey.
    The reprogramming offered by this method allows the personalization of the car, varying the torque curve dynamically. In this way, it will be possible to take advantage of the power in overtaking or ascents and reduce it in flat sections, allowing to reduce the consumption of the vehicle and to pollute less.
    权利要求:
    Claims (3)
    [1]
    1.-Driver assistance system characterized in that it consists of the following parts:
    1.a) Data acquisition or collection subsystem: inertial sensors, subsystem
    image, video and audio acquisition, OBOII and GPS data logger.
    1.b) Subsystem or central unit that takes data from the rest of the
    acquisition systems, is responsible for their storage, processing and
    of sending data to the various subsystems of action.
    1.c) Subsystems of action or interaction with the user: message receiver
    user interface, email server, LCO touch screen, speaker and an array
    of luminous LEOs. 2.-Driver assistance system, according to claim 1, characterized by having a data acquisition subsystem composed of four groups of sensors, each located in a corner of the vehicle (FLF, FRF, FLR and FRR). Each of these four groups of sensors comprises accelerometers, gyroscopes, magnetometers, pressure sensors, temperature sensors, and humidity sensors. 3.-Driver assistance system, according to claim 1, characterized by combining or merging the data from the sensors mentioned in claim 2 with data from a GPS device (E), the vehicle's communications bus (B) , and a camera with an integrated microphone (C) and for communicating with the outside of the vehicle through the mobile network using a 3G / 4G modem (G). 4.-Driver assistance system, according to the preceding claims, characterized by incorporating a central processing unit (A) capable of executing software applications that implement one or more of the following functionalities: collect and store the data acquired by the subsystems of data collection mentioned in the preceding claims, processing and analyzing signals and data in real time, and providing information to the user of the system through the user interaction subsystems according to their preferences and needs. 5. Driver assistance system, according to the preceding claims, characterized in that the central system described in claim 4 allows several software applications to be run simultaneously. Furthermore, this central system will allow the user to add, replace and / or eliminate the computer programs that govern said system and provide the functionalities to the user.
    [6]
    6.-Driver assistance system, according to the preceding claims, characterized in that the central unit or subsystem is located within a watertight protective box made of plastic and fireproof material. 7.-Driver assistance system, according to the preceding claims, characterized by acting as a black box, storing or recording the data from each of the sensors that make up the acquisition system. 8.-Data acquisition and processing method of a vehicle to assist its driver, characterized in that it performs the following tasks: a) acquire data from the system sensors; b) storing the acquired data to provide black box functionality, erasing the oldest information as the memory fills up; c) send the location of the vehicle in case of receiving a message, and in case of accident send the location with an emergency notice; d) send images taken from inside the vehicle in case of receiving a message; e) detect accidents based on the information provided by the system sensors; f) merge the data from the inertial sensors and the vehicle (08011) with the data from the GPS receiver, to improve the precision and robustness of the positioning; g) determine and notify in real time the optimal driving parameters; h) reprogram the operation of the vehicle according to the road conditions and the driver's profile. 9.-Data acquisition and processing method of a vehicle to assist its driver, according to claim 8, characterized by merging data from the GPS receiver with various inertial sensors and automotive sensors using the Kalman filter and the model of Ackerman for improving vehicle positioning accuracy. 10.-Data acquisition and processing method of a vehicle to assist its driver, according to claim 8, characterized by the combined use of data from automotive sensors, inertial sensors and the GPS receiver to detect accidents. 11.-Method of data acquisition and processing of a vehicle to assist its driver, according to claim 8, characterized by sending a notice via SMS and email in case of emergency or accident. 12.-Data acquisition and processing method of a vehicle to assist its driver, according to claim 8, characterized by obtaining vehicle information on demand using asynchronous communication with the device.
    [13]
    13.-Data acquisition and processing method of a vehicle to assist its driver, according to claim 8, characterized by being able to determine the optimal driving parameters in real time and provide recommendations to the driver to improve their driving habits .
    5 14.-Data acquisition and processing method of a vehicle to assist its driver, according to claim 8, characterized by allowing the reprogramming of the vehicle to adapt the behavior of the vehicle to the needs of the driver, improve vehicle performance and reduce their consumption.
    FIGURE 1
    BEGINNING
    No
    No
    No
    No
    No
    MAIN BREAK
    L ... ---.-_ 1 IL ...---.
    _
    FIGURE 2
    FIGURE 3
    ..nd, m. '~ GPS)
    FIGURE 4
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    同族专利:
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    引用文献:
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