EP2627970A1

EP2627970A1 - Device for locating a vehicle and method of generating vehicle location information

Info

Publication number: EP2627970A1
Application number: EP11778515.4A
Authority: EP
Inventors: Serge Hernando
Original assignee: Johnson Controls Automotive Electronics SAS
Current assignee: Johnson Controls Automotive Electronics SAS
Priority date: 2010-10-13
Filing date: 2011-10-13
Publication date: 2013-08-21
Also published as: CN103250030B; CN103250030A; US20130282274A1; US9163942B2; WO2012048876A1

Abstract

The invention relates to a device for locating a vehicle and to a method of generating location information, the location device comprising or being associated with a satellite-positioning location interface, the location device furthermore comprising or being associated with a dead-reckoning location module, the satellite-positioning location interface and the dead-reckoning location module allowing the location device to generate vehicle location information, the vehicle location information being generated by means of the dead-reckoning location module when the vehicle is detected as being in an area of poor satellite signal reception, and a calibration of the dead-reckoning location module being provided when the vehicle is detected as being in an extended area with good satellite signal reception.

Description

Vehicle location device and method for generating vehicle location information

The present invention generally relates to a device for locating a vehicle, for example of the automotive type, and a method for generating a location information of such a vehicle using a location device.

It is known in the prior art many motor vehicles equipped with integrated satellite positioning navigation system, using a GPS receiver (global positioning system) or SPS, cooperating with navigation sensors to the Also considers built-in vehicle providing odometer information, gyro heading, wheel speed, acceleration, orientation, etc. However, such integrated navigation systems still present a significant additional cost when buying a new vehicle. It is also known in the state of the prior art, in particular documents DE 197 17 829 A1 and DE 199 45 694 A1, a method of generating a location information of a vehicle, and in particular document DE 2005 002 719 A1, a heading prediction method.

An object of the present invention is to meet the various disadvantages of the prior art mentioned above and in particular to provide a vehicle with a location device and realizing a method of generating a location information that is capable of generating Reliable, accurate location information with minimal effort and extra costs.

For this purpose, a first aspect of the invention relates to a device for locating a vehicle, the locating device comprising or being associated with a location positioning interface by satellite positioning, the locating device comprising or being associated with a location module. in the esteem, the satellite positioning location interface and the dead reckoning module enabling the location device to generate a location information of the vehicle, the generation of the location information of the vehicle being provided via the localization module to the esteem when the vehicle is detected to be in a location of poor satellite signal reception conditions, and a calibration of the dead reckoning module being provided when the vehicle is detected to be in an extended area of good satellite reception conditions. The integration of such a location device in a vehicle advantageously makes it possible to reliably generate vehicle location information with standard sensors of the localization module. The location of a vehicle in the esteem is called in English "Dead reckoning".

According to an advantageous embodiment variant, the locating device comprises or is associated with a mobile communication interface for transmitting the location information of the vehicle to an emergency call center.

The presence of such a mobile communication interface makes it possible to perform an emergency call function, for example eCall or eCALL. ECALL is an initiative of the European Commission to introduce a pan-European automatic emergency call system based on a public service, allowing a damaged vehicle to instantly call the emergency services while sending its precise position ( or location of the vehicle), whether the occupants of the vehicle are aware or not, and whatever the country of the European Union in which the vehicle is located. In particular, this system can be based on the single European emergency number (Number 1 12) and allows a faster emergency response by the emergency services, adapted to the severity of the accident and the type of vehicles involved, thus reducing the mortality and the severity of injuries resulting from road accidents. The mobile communication interface includes a SIM card (Subscriber Identity Module, subscriber identity module) and sends a call to the emergency call center through the particular number 112. Other non-European services exist, for example the 911 call in the United States and Canada.

When a vehicle attends an accident without being involved, the emergency call can be activated manually according to an advantageous variant of the present invention. In addition, it may be preferred that voice communication is automatically established between the operator of the emergency call center and the vehicle, so that passengers can give details of the situation if they have the ability to do it. At the same time, the operator of the emergency call center receives a minimum set of data including the location of the vehicle, that is to say the position of the vehicle. This location information comes directly from the location device.

According to a preferred embodiment of the present invention, the calibration of the dead reckoning module is provided using the application of a Kalman filter. This allows the location device to generate the location information more reliably and to reduce location or positioning error when satellite signals are missing for satellite positioning. In general, because the sensors associated with the vehicle used to perform a dead reckoning produce signals or measurement values including errors, the location of the vehicle based solely on a positioning or a dead-reckoning accumulates errors. more and more important when the period of absence of reception of satellite signals or the distance traveled by the vehicle without signals received from the satellite is large. By using a multitude of different sensors associated with the vehicle, it is possible to reduce the location error such that the location information can be reliably generated, in particular by using a Kalman filter.

According to another preferred embodiment of the present invention, the localization device provides a fusion of the data of the localization module and the positioning location satellite positioning interface.

By such an embodiment of the locating device, it is advantageously possible according to the present invention to increase the accuracy of the location information generated by means of the localization device. In particular, the fusion of the data of the odometric sensors (ie the sensors associated with the debit localization module) with the data obtained via the satellite positioning location interface, it is possible to obtain information on the position of the vehicle very precise and robust compared to influences of the environment. Thanks to the redundant determination of the vehicle position data, these are determinable even if one of the detection units (for example the satellite positioning location interface) is temporarily unable to obtain data following a bad situation. reception conditions of the satellite signals. Thus, it is - for example - possible with the present invention to determine the position of the vehicle inside parking floors or inside tunnels (when the reception of satellite signals is generally disturbed) through the localization module in the esteem (that is to say using odometric data). Thus, the method according to the present invention is protected against disturbances of the environment of the vehicle and allows a permanent location of the vehicle.

According to another preferred variant of the present invention, the mobile communication interface is provided for transmitting the location information automatically during a predetermined time interval or to receive interrogation information for transmission of the location information.

By such an embodiment of the present invention, it is advantageously possible to perform a service to find a stolen vehicle (in English called: SVT - Stolen Vehicle Tracking). Since the position of the vehicle is known in the vehicle location device, this location information can be saved even remotely when a signal or interrogation information is transmitted to the vehicle when the mobile communication interface is capable of receive this interrogation information (or this interrogation signal) to then transmit the location information of the vehicle. In an alternative embodiment of the present invention, it may be provided that the location information is automatically transmitted after a predetermined time interval, that is, every twenty-four hours or thirty-six hours ( at least when a motion of the vehicle has been detected during this period) a signal is transmitted by the mobile communication interface to transmit the vehicle location information. Also, it may be provided that the vehicle location information is transmitted automatically when the vehicle is stopped and then at least every twenty-four hours or thirty-six hours when the vehicle is not started.

Another aspect of the present invention relates to a method of generating a location information of a vehicle using a location device, the location device comprising or being associated with a satellite positioning location interface, the localization module comprising or being associated with a localization module, the satellite positioning location interface and the dead reckoning module enabling the location device to generate the location information of the vehicle , the generation of the location information of the vehicle being provided via the localization module to the esteem when the vehicle is detected to be in a location of poor reception conditions of satellite signals, and the location module estimating being calibrated when the vehicle is detected to be in an extended area of good con satellite signal reception conditions.

By such an embodiment of the present invention, it is advantageously possible for the determination of the location of a vehicle (or the position of a vehicle) can be performed with a location error or reduced positioning thanks to the step almost continuous calibration which makes it possible to use the sensors of the localization module to the estimate to obtain the position of the vehicle with a small deviation from its real position. According to a preferred variant of the present invention, the locating device comprises or is associated with a mobile communication interface, is dependent on a control signal, the location information of the vehicle is transmitted to a call center. 'emergency.

According to another preferred variant of the present invention, the location information of the vehicle is transmitted automatically during a predetermined time interval or in dependence on the reception of interrogation information received by the mobile communication interface.

Other features and advantages of the present invention will appear more clearly on reading the following detailed description of embodiments of the invention given by way of non-limiting example and illustrated by the appended drawings in which: FIG. 1 shows schematically the course of an alarm following an accident of a vehicle, the vehicle being equipped with a mobile communication interface, including an eCall system, Figure 2 schematically shows a block diagram of a localization device according to the FIG. 3 schematically represents a vehicle with a locating device, the locating device corresponding to a first embodiment according to the present invention, FIG. 4 schematically represents a vehicle with a locating device, the corresponding locating device. to a second embodiment according to the FIG. 5 schematically represents a vehicle with a locating device, the locating device corresponding to a third embodiment according to the present invention, FIG. 6 schematically represents a flowchart corresponding to a method of generating a piece of information. locating a vehicle according to the present invention, FIG. 7 schematically represents a diagram of acquisition and formatting of data obtained by the location-based positioning interface and / or the localization module (GPS data and / or odometric data, especially data ABS (anti-lock system)), FIG. 8 schematically represents a flowchart of a calibration of data obtained by the satellite location and / or the dead reckoning localization (GPS data and / or odometry data, including ABS data (anti-lock system)), FIG. 9 schematically represents a flow chart of a data processing by a Kalman filter method, especially for the example of rear wheel data (in particular the diameter or the radius of the rear wheels). of the vehicle), FIGS. 10 and 11 schematically represent the evolution of the results of filtering in dependence on the iterations, FIG. Briefly, a flowchart of a generation of vehicle location information, FIG. 13 schematically represents a flow chart of the generation of the vehicle location information obtained by the satellite location and / or module location interface. for estimating localization (GPS data and / or odometric data), FIG. 14 diagrammatically represents the evolution over time of a signal-to-noise ratio of signals obtained by the satellite positioning location interface, and FIG. 15 schematically shows a visualization of an example (using a plot of a road) of application of the location device according to the present invention.

In the accompanying drawings, the corresponding parts bear identical reference signs in different figures.

In Figure 1, the course of an alarm following an accident of a vehicle is schematically represented. The vehicle is equipped with a mobile communication interface, including an eCall system. In a first step, an alarm signal is emitted following an accident of the vehicle. The communication interface is part of a mobile communication network. The accident is notably detected by means of sensors (in particular sensors (not shown), notably acceleration, for example used for triggering the airbag inside the vehicle. alarm signal can alternatively be achieved through manual interaction by the user of the vehicle, especially when it is a case of medical emergency.

In a second step, information on the position of the vehicle is detected by a navigation system of the vehicle, in particular a location device, the navigation system including a satellite positioning location interface. In the following, the location positioning interface satellite is also called satellite sensor or GPS sensor. To obtain a correct location (ie a more precise location) of the vehicle, the position information of the vehicle is determined continuously by a method of locating the vehicle in the esteem (called in English: "Dead reckoning" ). For this, the present invention provides that the data or signals of different sensors are merged to obtain the position of the vehicle. The GPS sensor is one of these sensors. The determined position of the vehicle is then transmitted to a nearby emergency call center. Other information may be transmitted as well, including the nature of the accident, if it is a serious accident, etc.

In a third step, the emergency call center tries to get in touch with the passengers of the vehicle. At the same time, the emergency services are called in a fourth step, the information on the position of the vehicle being transmitted to the rescue services.

The more precisely the position of the vehicle is known, the better the rescue operation can be realized. For this, it is advantageous to know the position of the vehicle continuously, and without being influenced by the environment of the vehicle. In addition, it is essential to know the position of the vehicle with great precision. This can be achieved by means of a locating device and a method according to the present invention.

In FIG. 2, a block diagram of a locating device 1 according to the present invention is schematically represented. The locating device 1 comprises (or is associated with) a satellite positioning location interface 1.2 (also called a GPS sensor or satellite sensor). Moreover, the location device 1 comprises (or is associated with) a location module 1.1. Thus, the data of at least two sensors are merged to obtain (or generate) the vehicle location information. In the example shown, it is the data of an odometric sensor (integrated in the estimating localization module 1.1) and a GPS sensor (integrated in the satellite positioning location interface 1.2). Via the odometric sensor 1.1, the position (or location information) of the vehicle can be reliably obtained on the basis of odometric data. Via the satellite positioning location interface 1.2, the position (or location information) of the vehicle can be reliably obtained on the basis of satellite signals. During an interruption of the reception of the satellite data (in particular when the vehicle is in a tunnel), the determination of the location information of the vehicle is not possible. Thanks to the merging of the location of the location module 1.1 (including the odometry sensors) and the location positioning interface data 1.2, precise determination of the position of the vehicle is nevertheless possible according to the present invention. , even in the absence of receiving satellite signals. Due to the high accuracy in determining the location information of the vehicle according to the present invention, the position of the vehicle can be obtained with great precision, but with reduced material costs. Thanks to the use of a plurality of different (redundant) data sources to obtain the vehicle position, it is possible to reduce the influence of errors of the sensors used, in particular the errors of the odometric sensors (in the module of localization in the esteem 1.1).

In Figure 3, a vehicle F with a locating device 1 is schematically shown. The locating device 1 shown in Figure 3 corresponding to a first embodiment according to the present invention.

According to the first embodiment, the locating device 1 comprises a gyroscope 1.3 by means of which variations of course of the vehicle F can be detected during the movement of the vehicle F. The data obtained by the gyroscope 1.3 are transmitted to a similar-digital converter 1.4. The analog-to-digital converter 1.4 converts the analog data into digital signals for further processing. The digital signals are subsequently communicated to a processing module 1.5, in particular a microprocessor. In addition, the signals of an odometer 1.6 are also communicated to the processing module 1.5. These signals correspond, for example, to the signals of the wheels R1 to R4 of the vehicle F. These signals of the wheels R1 to R4 of the vehicle F are, for example, issued from an anti-blocking system 1.7 of the vehicle F, the anti-lock system being shown in Figure 5. In addition, the signals from the interface of location by positioning satellite 1.2 (including the satellite sensor or GPS sensor) are also communicated to the processing module 1.5.

With the processing module 1.5, a fusion of the data of the different sensors is possible, and the location information of the vehicle can be determined.

The first embodiment according to FIG. 3 of the location device 1 is very efficient, and it is in particular independent of a data bus, for example a data bus of the CAN (controller area network) type. ). Thus, the solution according to the first embodiment of the locating device 1 is able to be post-equipped in the vehicle F.

In Figure 4, the vehicle F with the locating device 1 is schematically shown. The locating device 1 shown in Figure 4 corresponding to a second embodiment according to the present invention.

According to the second embodiment (and unlike the first embodiment shown in FIG. 3), the locating device 1 does not comprise a gyroscope 1.3, but a compass 1.8 by means of which variations of heading of the vehicle F can to be detected during the movement of the vehicle F. The data obtained by the compass 1.8 are transmitted to the analog-digital converter 1.4. The analog-to-digital converter 1.4 converts the analog data into digital signals for further processing. The digital signals are subsequently communicated to the processing module 1.5, in particular a microprocessor. In addition, the signals of an odometer 1.6 are also communicated to the processing module 1.5. These signals correspond, for example, to the signals of the wheels R1 to R4 of the vehicle F. These signals of the wheels R1 to R4 of the vehicle F are, for example, issued from an anti-blocking system 1.7 of the vehicle F, the anti-lock system being represented in FIG. 5. Furthermore, the signals of the satellite positioning location interface 1.2 (in particular of the satellite sensor or GPS sensor) are also communicated to the processing module 1.5.

The second embodiment according to FIG. 4 of the localization device 1 is also very efficient, and it is in particular independent of a data bus, for example a data bus of the CAN (controller area) type. network). Thus, the solution according to the second embodiment of the locating device 1 is able to be post-equipped in the vehicle F.

In Figure 5, the vehicle F with the locating device 1 is schematically shown. The locating device 1 shown in FIG. 5 corresponding to a third embodiment according to the present invention.

According to the third embodiment of the location device, the signals of the location positioning interface 1.2 (including the satellite sensor or GPS sensor) are communicated to the processing module 1.5. The processing module 1.5 is also connected to a control module 1.9 or to a control unit of a data bus system 1.10, in particular a CAN data bus (controller area network). of the vehicle F. Data on the speed of the rear wheels R3, R4, respectively, are communicated to the processing module 1.5. This data is generated in particular thanks to the anti-blocking system 1.7 of the vehicle F, notably thanks to a sensor (not shown) of rotation speed of the rear wheels R3, R4 of the vehicle F (which are part of the odometric sensor, ie the locating module at the estimate 1.1 of the vehicle F).

With the aid of the processing module 1.5 and from the rotational speeds (or angular velocities u> i, ω _Γ ) of the rear wheels R3, R4, rays Ri, Rr of the rear wheels, and the distance L _v rear wheels R3, R4 relative to each other, a variation of the heading H of the vehicle F is calculated according to the formula: as well as a distance traveled.

The third embodiment according to FIG. 5 of the locating device 1 has the particular advantage that additional sensors are not necessary, which reduces the costs. For this reason, the third embodiment lends itself in particular to the original equipment of the vehicles F, in particular during the production of the vehicle F. Thus, a solution adapted to the type of vehicle in question is possible in a simple and effective manner. In FIG. 6, a flowchart corresponding to a method for generating a location information of a vehicle F according to the present invention is schematically represented.

D1 data from the GPS sensor (ie from the satellite positioning location interface 1.2) is communicated to a NMEA 2.1 driver of a data processing unit 2 (The abbreviation "NMEA" corresponds to a specification for communication between marine equipment, including GPS equipment, which is defined and controlled by the National Marine Electronics Association (NMEA). Moreover, odometric data D2 (in particular data from anti-blocking system 1.7, for example wheels R1 to R4), derived from the localization module 1.1, including an odometric sensor, are transmitted to the control unit. data processing 2 (and processed by a processing unit 2.2). In addition, system parameters P and vehicle F are supplied to the data processing unit 2.

During a first processing step VS1, data synchronization is performed before the data is supplied to a navigation element 3. In the navigation element, a check if the GPS data D1 is present is performed.

If the GPS data are available, the location information, ie the position of the vehicle F, is calculated (in a second processing step VS2) from the GPS data D1 (thanks to the location interface by satellite positioning 1.2) and a calibration of the GPS sensor as well as GPS data D1 is performed.

When the GPS data D1 is not available, the location information, ie the position of the vehicle F, is calculated (in a third processing step VS3) from the odometric data D2 as well as the latest GPS data. D1 available.

In FIG. 7, a data acquisition and formatting diagram obtained by the satellite positioning location interface 1.2 (D1 data) and / or the location estimation module 1.1 (GPS data and / or Odometric data, including ABS data (anti-lock system) (data D2) is schematically represented.

The GPS data D1 and the odometric data D2 are supplied to the data processing unit 2 in the form of .txt files, that is to say in a txt format. Preferably, the GPS data format D1 and odometric D2 is given in form as shown in Figure 7.

The calibration step mentioned in FIG. 6 (during the processing step VS2) is preferably performed using a Kalman filter (not shown) according to FIG. 8. FIG. 8 schematically represents a flowchart of FIG. a calibration of data obtained by the location positioning interface by satellite positioning 1.2 and / or the location module with the estimate 1.1 (GPS data and / or odometric data, in particular data ABS (anti-lock system)).

The purpose of this calibration step corresponds to an estimation of the state of the vehicle F as a function of the radius of the rear wheels R3, R4 and a difference in the radius of these two wheels R3, R4.

At this level, the two complementary data sources (that is, the satellite positioning location interface 1.2 (GPS data D1) and the location estimation module 1.1 (odometric data D2)) exist which have different update rates: the satellite positioning location interface 1.2 with a low frequency (for example about 1 Hz), and the location module 1.1 with a higher frequency (for example about 50 Hz).

To perform a linear coupling of GPS data D1 and odometric D2, an exact calibration of the odometric sensor (that is to say the positioning module at the estimate 1.1) as well as the GPS sensor (that is to say the interface locating by satellite positioning 1.2) is necessary.

When calibrating the GPS data D1, an estimated radius Rr_Estim of the rear wheels R3, R4 is determined. During the calibration of the odometric data D2, a difference R between the radii of the two rear wheels R3, R4 is determined.

During calibration, it is assumed that an average value of parasitic noise is equal to zero. In addition, the average value of the measurement noise must be zero. Another premise is to assume that there is no correlation between noise and measurement noise, in other words: measurement noise is independent of stray noise.

A verification of these premises during the calibration is done in such a way that it is assumed - following a complicated modeling of the effect of the environment - that the value The average noise is zero. A covariance of a measurement error is due to the GPS sensor (ie the satellite positioning location interface 1.2) such that, therefore, the average value of the measurement noise is zero. In addition, the D1 GPS data (from the satellite positioning location interface 1.2) as well as the D2 odometric data (from the localization module 1.1), associated with the process and the measurement, are obtained with different sensors (ie with the satellite positioning location interface 1.2 and with the localization module 1.1), such that there is no correlation between noise and noise measurement.

When calibrating using the Kalman filter, the following system of equations is used:

= ^A - ^X k + ^W k [2]

As well as the following analysis system: y _k = ^c - ^x k + ^z k [3]

The vector of the process at the moment k is given by and the measurement vector at the moment k is given by: w _k being the parasitic noise and ZR the measurement noise.

The vector of the process is given by: and Rl _k = Rr _k + dR _k [7] as well as

Dr _{k + 1} = dR _k [8] to arrive at:

To determine the measurement vector, a distance traveled by the right rear wheel R4 and the variation of heading is determined, and the measurement vector is given by:

The linear relationship between the process vector and the measurement vector is given by the following equation:

The spokes of the rear wheels R3 and R4 can be determined, for example, and with a tolerance of 1 mm to:

Rr = 0.3396 ± 10 * [m] [12] and dR = 0.0 ± 10 ^"3 [m] [13] as follows:

The measurement error of the GPS sensor (ie the satellite positioning location interface 1.2) at a distance of 5 meters is given as follows: j measurement - longitude + 0 ^" latitude ■ [15]

So, it follows:

0 heading) with the error value of the GPS cap constant according to:

-3

σ _∞ ccaapp = 10 [17]

FIG. 9 schematically represents a flow chart of a data processing by a Kalman filter method, especially for the example of rear wheel data (in particular the diameter or the radius of the rear wheels of the vehicle).

For the initialization of the filter, a fourth processing step VS4 provides a check if two valid signals exist. When the two signals do not exist, a new initialization of the measurement is performed. When the two signals exist, a fifth processing step VS5 provides for the determination of the variation of heading as well as the distance traveled by the rear wheels R3, R4.

A sixth processing step VS6 provides for determining whether the distance traveled and the heading variation are greater than predetermined limit values, respectively. When these two conditions are met, the radii of the rear wheels R3, R4 and the difference of the radii from each other are estimated in another processing step.

When conditions are not verified, a new initialization is performed. Filtering is valid when two measures exist that are valid and succeed one another. The filtering is carried out for the determination of the heading with a very high precision and with a minimum calibration speed. In addition, the filtering is performed for the minimization of the relative error and with a minimum calibration distance.

The initial value of the radii is, for example, 0.335 m and the initial value of the difference dR of the radii Rr used is zero: dR = 0

FIGS. 10 and 11 show diagrammatically the evolution of the results of a filtering in dependence on filter iterations I. For the right rear wheel R4, a radius Rr of

0.33945 m was determined, and for the left rear street R3, an RI radius of 0.33954 m. The evolution L1, determined using the method according to the present invention, corresponds well with the evolution 3σ L2 and converges relatively quickly.

FIG. 12 schematically represents a flowchart according to FIG. 6 of a generation of a vehicle location information F. The main part of FIG.

the algorithm corresponds to the part H for which a code is generated. The main part H is in particular made by the navigation element 3.

FIG. 13 schematically represents a flow chart of the generation of the vehicle POS location information F obtained by the satellite positioning location interface 1.2 and / or the location estimation module 1.1 (GPS data and / or data). odometrics) as performed in the navigation element3.

When new D1 GPS data arrives, it is checked in a seventh VS7 processing step. Then it is checked if the data are valid. When this check is positive, the POS position of the vehicle F is determined in an eighth step VS8. Then, the calibration of the odometric sensor 1.1 and the GPS sensor 1.2, as well as GPS data D1 and odometric data D2 is performed during the second step VS2.

When GPS data D1 are not valid, the POS position of the vehicle F is determined from the odometric data D2 in a ninth step VS9.

FIG. 14 schematically represents the evolution over time of a signal-to-noise ratio of signals obtained by the satellite positioning location interface 1.2. The evolution L3 shows that a valid signal is present when the signal-to-noise ratio has a value of about 35. For different values of the signal-to-noise ratio, the signal is not valid.

FIG. 15 schematically represents a visualization of an example (using a plot of a road) of application of the location device according to the present invention. The route includes a T1 tunnel. An initial course is at least determined at the entrance X of the tunnel. The initial heading Z shows the course without prediction.

In the determination, according to the present invention, of the POS position of the vehicle F in the tunnel T1, the POS position of the vehicle F is determined for the last time by means of the location positioning interface 1.2. input X of the tunnel T1. There is no valid GPS signal present inside the T1 tunnel, and therefore, the POS position must be determined from the odometric data D2 (ABS data). This determination is so precise that the difference between the calculated position of the vehicle F and the actual position of the vehicle F at the exit of the tunnel T1 is very small or even absent according to the present invention.

Claims

claims:

1. Device for locating (1) a vehicle (F),

the locating device (1) comprising or being associated with a satellite positioning location interface (1.2),

the locating device (1) comprising or being associated with a localization module (1.1),

the positioning satellite positioning interface (1.2) and the dead reckoning module (1.1) enabling the location device (1) to generate a vehicle location information (F),

the locating device (1) being characterized in that

when the vehicle (F) is detected to be in a location with poor reception conditions of satellite signals, the generation of the vehicle location information (F) is provided via the location module at the location of estimates (1.1), and

a calibration of the dead reckoning module (1.1) is provided when the vehicle (F) is detected to be in an extended location of good conditions for receiving satellite signals.

2. Locating device (1) according to claim 1, characterized in that the

locating device (1) comprises or is associated with an interface of

mobile communication for transmission of vehicle location information (F) to an emergency call center.

3. Locating device (1) according to any one of the preceding claims, characterized in that the calibration of the estimating localization module (1.1) is provided using the application of a Kalman filter.

4. Locating device (1) according to any one of the preceding claims, characterized in that the locating device (1) provides a merging of the data of the localization module at the estimate (1.1) and the interface of location by satellite positioning (1.2).

5. Locating device (1) according to claim 2, characterized in that the mobile communication interface is provided

to transmit the location information automatically for a predetermined time interval or to receive interrogation information with a view to transmitting the location information.

A method of generating a location information of a vehicle using a location device (1),

the satellite positioning location interface (1.2) and the satellite positioning module

prediction localization (1.1) enabling the location device (1) to generate the vehicle location information (F),

the method of generating the location information being characterized in that

- The estimating localization module (1.1) is calibrated when the vehicle (F) is detected to be in an extended location of good satellite reception conditions.

The method of generating the location information according to claim 6,

characterized in that the locating device (1) comprises or is associated with a mobile communication interface, and that depending on a control signal the vehicle location information (F) is transmitted to a call center of 'emergency.

8. A method of generating the location information according to any one of claims 6 or 7, characterized in that the location information of the vehicle (F) is transmitted

- automatically for a predetermined time interval or

in dependence on the reception of interrogation information received by the mobile communication interface.

9. A method of generating the location information according to any one of claims 6, 7 or 8, characterized in that the calibration of the module of Dead reckoning (1.2) provides a step for applying a Kalman filter.

10. A method of generating the location information according to any one of claims 6, 7, 8 or 9, characterized in that the method comprises a step of merging the data of the localization module to the esteem (1.2) and the satellite positioning location interface (1.1).