CN104364827B - 机动车辆的传感器数据评估 - Google Patents
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Abstract
计算装置被连接到机动车辆的诊断端口或通信端口以(例如,从多种压力传感器、温度传感器、氧传感器、燃料传感器以及出于其他原因而通常安装在机动车辆上的其它传感器)获取车辆传感器数据。所获取的传感器数据被无线地传输到远程服务器,在远程服务器处,所获取的传感器数据可与具有所存储的传感器数据的数据库相比较,以识别该机动车辆。描述的附加功能是利用上传的传感器数据。传感器数据可以被近乎实时地上传到该服务器,和/或被本地缓冲以及通过周期性或插话式推送或拉回通信协议被上传。
Description
相关申请
本申请是于2012年6月8日提交的且以引用的方式纳入本文的美国临时申请NO.61/657,192的非临时申请。
版权声明
2012-2013AirbiquityInc.本专利文档的公开内容的一部分涉及包含受到版权保护的材料。版权所有者不反对任何人复制呈现在专利和商标局专利文件或记录中的专利文档或专利公开内容,但在其它方面保留所有版权权利。37CFR§1.71(d)。
技术领域
本公开内容涉及动力车辆,且更具体地涉及机动车辆,且涉及车辆和集中服务器之间的数据通信以能够实现多种有益的应用。
背景技术
普遍存在的CAN总线(用于控制器局域网络)是被设计成在没有主机计算机的情况下允许微控制器和装置在车辆内彼此通信的车辆总线标准。CAN总线是用在OBD-II车辆诊断标准中的五个协议之一。OBD-II标准对自1996年以来在美国销售的所有汽车和轻型卡车是强制性的,并且EOBD标准对自2001年以来在欧盟销售的所有汽油车辆是强制性的且对自2004年以来所有柴油车辆是强制性的。CAN是一种用于连接电子控制单元(ECU)的多主控广播串行总线标准。
每个节点能够发送和接收消息,但不是同时的。消息主要由代表消息的优先权的ID(标识符)组成,且最高达8个数据字节。消息在总线上串行传输。此信号模式以非归零(NRZ)方式编码且通过所有节点发送。通过CAN网络连接的装置通常是传感器、致动器以及其他控制装置。一般而言,这些装置不直接连接至总线,而是通过主处理器和CAN控制器连接至总线。在任何情况下,CAN网络被限制至机动车辆。
发明内容
以下是本发明的内容,以提供对本发明的某些方面的基本理解。此内容不旨在标识本发明的关键/重要原理或记述本发明的范围。其唯一目的是为了以简化的形式呈现本发明的某些方面作为稍后呈现的更详细的描述的序言。
一般而言,车载电子通信在机动车辆中继续发展,但它们仍被限制在车辆中。本公开内容的一个特征是将车载网络、传感器和其他节点的各个方面扩展到远程服务器位置。
在本公开内容的另一个方面,远程服务器能够从机动车辆获取数据,该数据包括车载传感器数据。
在又另一个方面,传感器数据能够被用来在远程服务器处远程识别机动车辆。
在又另一个方面,传感器数据能够被用来在远程服务器处远程识别机动车辆的当前驾驶员。
参照附图,将从以下优选实施方案的详细描述中明了本发明的其他方面和优点。
附图说明
图1是例示了符合本公开内容的车队管理监控系统的一个实施例的选定部件的简化方框图。
图2例示了从远程车辆收集电子传感器数据的基于服务器的过程。
具体实施方式
由于某些车辆上的数据通信端口不提供是唯一标识符的车辆标识号码(VIN),因此会出现一个问题。在不具有唯一地识别车辆的能力的情况下,车队管理系统会被严重限制。例如,它不能够实施自动供应系统(provisionsystem)以给车辆系统快速地供应校准参数。在某些情况下,这样的参数对于车辆的行为可以是唯一的。下载的参数或其他数据可被车载(on-board)软件所使用。在某些实施方案中,车载软件或系统可以利用驾驶员行为算法来监控驾驶员行为。另外,在没有手动地将数据与车队车辆关联的情况下,自动系统不能够从车辆收集数据,如果可能,则通过某些其他手段。利用一种唯一地识别每个车辆的方式,可以从远程服务器实施各种有利的功能。
在一个实施方案中,计算装置可被连接到机动车辆的诊断端口或通信端口以例如从多种压力传感器、温度传感器、氧传感器、燃料传感器以及出于其他原因而通常安装在机动车辆上的其它传感器获取车辆传感器数据。该计算装置可以是移动装置,诸如,智能手机。该装置可被连接到端口,例如OBD端口。该装置能够通过电缆或短程无线连接(例如,连接)连接至车载网络。
所获取的传感器数据可通过智能手机无线传输至远程服务器,在远程服务器处,所获取的传感器数据可被存储和/或与存储的传感器数据的数据库进行比较以识别机动车辆和用于其它功能。所获取的传感器数据也可经由车载或嵌入式NAD(网络接入装置)而被传输。
传感器数据可以近乎实时地上传到服务器,和/或本地缓冲并通过周期性或插话式推送或拉回通信协议上传。所获取的传感器数据可被存储在中央服务器处。所获取的传感器数据可被存储在联接至中央服务器的数据库中。它可被用来形成存储的基准数据。所确定的车辆ID可以被后端服务器系统用来比较车辆的历史操作以确定是否存在任何与其行为相关联的异常现象。此外,车辆ID可以被用来确定任何异常现象是否可能是由操作车辆的驾驶员引起的,如下文进一步解释的。另外,车辆ID可以用于将数据或软件从服务器供应到车辆,特别是使其适配当前条件。
在图1中,简化方框图例示了车队管理或驾驶员行为监控系统的一个实施例的主要部件。在此实施例中,机动车辆的数据通信端口100或其他接口经由电缆或无线连接联接到计算和通信装置,例如,用户的“智能手机”104。例如,连接或类似的短程无线连接可被用在便携装置和车辆端口/适配器之间,但可以经由任何可用的手段形成此连接。
在一个实施方案中,智能手机104经由蜂窝数据通信网络110(也称为“移动网络”)和IP网关(在需要IP网关的情况下)与接收、存储和维护若干类型的数据的远程服务器(“后端系统”)120通信。一种类型可以是历史数据122。历史数据122可包括但不限于以下数据:(a)用于车辆识别的传感器数据;(b)驾驶员和车辆行为的历史数据;(c)校准参数和其他用于下载到车辆的数据;(d)提供的地理定位数据,例如,通过内部或外部GPS传感器提供的地理定位数据。除了历史数据之外,服务器系统可以包括用于提供车辆中的计算装置的供应管理器130。车辆中的计算装置可以包括便携装置(如例示的),或在另一个实施方案中包括出于多种目的而被嵌入在车辆中的一个或多个处理器。
在一些实施方案中,存储的基准传感器数据包括在至少一个已知的稳定状态条件期间从对应的机动车辆获取的传感器数据。为了例示,第一稳态状态条件可被定义在车辆发动机从冷启动起动之后的一个预定时间窗口内,例如,5秒。这可以被称为冷条件。
第二稳态状态条件可被定义在车辆发动机连续运行至少一个预定最小时间段结束之后。例如,此周期可以是在5分钟或10分钟的量级上。它也可以被称为“热”条件或运转条件。在某些实施方案中,存储的基准传感器数据包括在冷条件期间从对应的机动车辆获取的传感器数据。在某些实施方案中,存储的基准传感器数据包括在热条件或运转条件期间从对应的机动车辆获取的数据。多个传感器读数(例如,来自三个或四个不同传感器的读数)的集合可以被存储在服务器处并被用于识别远程车辆。在某些实施方案中,传感器读数可以是冷条件、热条件或这两种类型的组合。
以例示性而非限制性方式,用于提供数据的车辆传感器可以包括以下:
·发动机冷却剂温度
·发动机空气温度
·燃料轨压力
·发动机油温度
·绝对节气门位置限制
·怠速时的发动机RPM
·λ排气氧传感器电压
因此,例如,可以在冷条件下获取怠速时的发动机RPM,也可以在热条件下获取相同的量度。对于燃料轨压力和发送机油温度,可以获取相同的数据(热和冷),总共九个测量。此类型的数据集可被用来识别车辆。经过的时间段可被用来描述冷到热。或者,变化率可被用来指示运转(稳态)条件。此外,可以使用其他传感器,或代替提到的这些传感器。更多数量的传感器通常会更好地区分一个车辆与另一个车辆。使用已知的数据库查询技术,可以完成获取的数据与先前存储的基准数据的比较。可以使用模糊匹配。
在某些实施方式中,所述从远程车辆获取传感器数据包括获取针对前述稳态传感器输出值的至少三个的传感器数据;以及其中所述比较步骤包括将所述至少三个稳态传感器输出值与对应的存储的基准数据进行比较。
因此,在本公开内容的一个方面,识别车辆的方法可以包括如下两个表征的组合,即表征在已知的稳态车辆条件下从车辆数据通信端口读取的传感器数据值,以及当车辆的状态正以先前表征的变化率和变化方向变化时表征特定传感器值。车辆传感器测量的准确度优选地是在<=+/-1精确度的量级上。
其他量度可以包括动态测量条件。动态测量的实施例可以包括但不限于以下:
·映射到先前记录的发动机冷启动温度的起动时的发动机怠速。
·在指定热发动机温度下的发动机怠速
·相对于先前在从冷温度变化到热温度耗费的时间内记录的平均
发动机负载,发动机温度从冷启动变化到热温度的持续时间。
·区分具有类似传感器数据值的两个车辆的GPS定位。
在一个实施方案中,我们提出部分地基于稳态传感器输出值来表征车辆。这将涉及在稳态车辆连接下由数据通信端口提供的车辆传感器数据的测量,诸如但不限于以下:
发动机冷却剂温度,通常是在-40°F至419°F(-40℃至215℃)的范围内测量的。此传感器通常具有+/-5%的精确度,该精确度相当于从一个传感器输出到另一个传感器输出的相对于冷却剂的实际温度的+22.95°F(+5℃)到-22.95°F(-5℃)的偏差。通过该从传感器到传感器的输出偏差,输出可以连同其他类型的传感器输出一起用于开发用于车辆的“指印(fingerprint)”。
发动机空气温度,通常是在-40°F至419°F(-40℃至215℃)的范围内测量的。此传感器通常具有±5%的准确度,该准确度相当于从一个传感器到另一个传感器的相对于发动机吸入空气的实际温度的+22.95°F(+5℃)到-22.95°F(-5℃)的偏差。通过该从传感器到传感器的输出偏差,输出可以连同其他类型的传感器输出一起用于开发用于车辆的“指印”。
一个制造商和型号车辆与另一个制造商和型号车辆的燃料轨压力会存在极大不同。对于相同的制造商和型号车辆,从一个车辆到另一个车辆会存在偏差,该偏差是燃料压力调节器的准确度和燃料压力传感器的准确度的函数。虽然这两个装置的准确度是1%,但总准确度将是+/-2%。这是对于特定车辆唯一的可测量的传感器输出。
一个制造商和型号车辆与另一个制造商和型号车辆的发动机油温度会存在极大不同。对于相同的制造商和型号车辆,从一个车辆到另一个车辆会存在偏差,该偏差是油粘度、发动机组质量和热消散的函数,且油温度准确度通常是+/-5%。这是对于特定车辆唯一的可测量的传感器输出。
绝对节气门位置是以0到100%的最大节气门开口测量的。对于相同车辆制造商和型号或对于不同的车辆制造商和型号,最小值可以是唯一的。这是由于机械关闭的节气门限制,该机械关闭的节气门限制通常由空气怠速固定螺钉(airidlesetscrew)或节气门铸件关闭位置止动件(throttlecastingclosedpositionstop)支配。
发动机RPM:此值通常在实际发动机RPM的1%内,然而,发动机RPM是在任何稳态条件下影响发送机RPM的许多车辆特定变量的一个因素。这些车辆特定变量包括稳态条件下的发动机和空气的温度、在节气门的上游由于空气过滤器清洁造成的空气压力下降。在燃料和空气燃烧过程期间每个发动机气缸良好地生成气缸压力,以及生成闭环发动机怠速RPM,在该RPM下,通过发动机管理系统获得期望的测量空气燃料比,该期望的测量空气燃料比是相对于针对使用的燃料类型在期望的发动机RPM下的化学计量空气燃料比。此期望的发动机RPM可以是导致在那个稳态条件下发动机的最佳排放输出的发动机管理系统学习输出的产物,且不同车辆存在不同的期望的发送机RPM。
λ传感器:对于在车辆中使用的特定燃料,由于传感器的寿命、传感器准确度、用于氧参考单元的传感器制造技术,因此对于不同传感器,λ传感器电压输出范围可能不同。可被测量的有源λ传感器的数量可以被用来确定对于发动机带有不同数量的气缸的多个车辆制造商和型号的差异或负责相对于发动机排放控制发动机输出的发动机管理系统的差异复杂性。在一个实施方案中,组合使用前述量度中的若干个以确定车辆的唯一的标识或轮廓。
在另一个方面,我们表征了车辆的动态变化,以确定传感器输出值的变化率分布图。例如:
1.当车辆将温度从冷启动变化到预定热运行温度时的发动机怠速RPM。
2.相对于从冷启动发动机温度到预定热发动机温度的发动机冷却剂温度变化的发动机油温度变化。
因此,某些实施方案可以被概述如下:一种识别机动车辆的计算机实施的方法,包括:在车辆的第一稳态运行条件期间从该车辆获取第一传感器数据;在该同一车辆的第二稳态运行条件期间从该车辆获取第二传感器数据;其中该第一传感器数据和该第二传感器数据均包括从不少于三个安装在该车辆上的车载传感器获取的数据,该第一数据和该第二数据是在不同时间从相同的传感器获取的;以及存储所获取的第一传感器数据和该已获取的第二传感器数据,以形成在后续识别该车辆中使用的基准传感器数据。
符合本公开内容的方法可以进一步包括将该第一传感器数据和该第二传感器数据与存储的基准传感器数据比较;以及基于所述比较步骤形成该车辆的标识符。
图2是一个简化的流程图,例示了从远程车辆收集电子传感器数据的基于服务器的过程200。在该图中,无线通信链路202被形成在中央服务器(例如,车队(fleet)管理系统)和远程车辆之间,该链路可在无线电信网络上。该链路可以利用带内信令以在声音信道上传输数据。该链路可以利用数据服务。
如果传感器数据在车辆处缓冲并准备好(判定204),则该传感器数据被上传(方框206)。如果该传感器数据没有准备好,该过程可以在208循环。上传的数据可在该过程中经历误差校正,且可选地上传的数据可被梳理(scrub)以帮助确保有效数据(方框210)。
在数据准备好之后,可以查询联接到服务器的数据库(例如,基准数据库)以查找匹配的数据(方框220)。匹配的基准传感器数据可以被用来识别车辆。如果找到唯一匹配(判定222),则数据可以被添加到数据库(方框230)。在某些情况下,该过程可以经由240循环以获取额外的数据。如果最初在222处未找到唯一匹配,则可以例如基于获取每个车辆的对应定位数据,表明报告类似传感器值的多个车辆之间的区别。定位数据可以从车辆中的GPS接收器获取。GPS接收器可以被联接到车载网络使得该定位数据是可访问的。在使用移动装置(诸如,智能手机)与服务器通信的情况下,嵌入GPS接收器的智能手机可以被用来获取车辆的定位。如果消歧不成功(判定框232),则可以请求额外的传感器数据(方框250),且经由循环252重复匹配过程。
驾驶员行为
本公开内容的另一个特征涉及:获取传感器数据,该数据可以被缓冲、被存储、或被近乎实时地传输;以及分析该传感器数据以推断驾驶员行为的特点。可针对给定的驾驶员在一段时间内累积数据,以形成分布图。与该分布图的偏差可以指示驾驶员由于医疗或其他因素的损伤。基于传感器数据的分布图还可以被用来推断车辆的当前驾驶员的身份。
燃料效率
本公开内容的另一个特征涉及获取传感器数据,以及基于存储的数据,计算机动车辆的里程运价率(mileagerate)或燃料效率。里程运价率指的是每加仑液体燃料行驶的英里数,或对于电动车辆而言每千瓦小时的电能行驶的英里数。使用上面的技术,可以确定每个车辆在多种条件下的燃料效率。与正常燃料效率的偏差可以指示需要注意的维护问题。如果不存在维护问题,则如果可以排除驾驶员行为是导致燃料效率可变性的原因,计算出的平均燃料效率中的差异还可以被用来唯一地识别车辆。
在某些情况下,传感器数据中反映的车辆性能的变化可能是由于驾驶员的行为造成的,而不是维护问题造成的。通过对经一段时间获取的数据进行分析可以区分这两个原因。其他情况–非常不同的车辆引起非常不同的变化,而不是驾驶员引起的。
对本领域技术人员来说,显然可以在不脱离本发明的基本原理的前提下对上述实施方案的细节做出改变。因此,本发明的范围应仅由以下权利要求确定。
Claims (9)
1.一种用于远程识别机动车辆的方法,包括:
(a)从安装在该车辆上的多个电子传感器电子地获取传感器数据;
(b)经由无线链路将所获取的传感器数据从该车辆传输到一个远程服务器;
(c)在该远程服务器处,接收所获取的传感器数据,并且将所获取的传感器数据与在该远程服务器处存储的基准数据进行比较;
(d)基于所述比较识别该机动车辆;以及
(e)表征车辆的动态状态变化,以确定针对安装在给定车辆中的所述多个电子传感器中的至少一个的变化率分布图,并将所述动态状态变化的分布图添加到所述存储的基准数据,用于识别对应的车辆。
2.根据权利要求1所述的方法,其中所述存储的基准数据包括先前从多个机动车辆中的每一个的多个车载传感器获取的传感器数据。
3.根据权利要求2所述的方法,其中对于一个所选择的车辆,所述存储的基准数据包括从由以下传感器组成的一组中选择的至少三个传感器获取的数据:
●发动机冷却剂温度
●发动机空气温度
●燃料轨压力
●发动机油温度
●绝对节气门位置限制
●怠速时的发动机RPM
●λ排气氧传感器电压。
4.根据权利要求3所述的方法,其中对应于所选择的传感器中的至少一个的所述存储的基准数据包括在对应的机动车辆的第一运行条件下获取的第一数据和在对应的机动车辆的第二运行条件下获取的第二数据。
5.根据权利要求4所述的方法,其中对应的机动车辆的该第一运行条件是冷条件,且对应的机动车辆的该第二运行条件是稳态运行条件。
6.根据权利要求5所述的方法,其中该稳态运行条件被限定为该车辆的启动之后的一个预定时间段。
7.根据权利要求1所述的方法,其中从一个冷启动条件到一个预定热运行温度确定所述动态状态变化。
8.根据权利要求3所述的方法,其中所述识别该机动车辆包括基于获取每个车辆的对应的定位数据,表明报告类似传感器值的多个车辆之间的区别。
9.根据权利要求8所述的方法,其中所述获取每个车辆的对应的定位数据是从位于相应车辆中的GPS接收器获取。
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EP2859464A4 (en) | 2015-08-05 |
WO2013184877A2 (en) | 2013-12-12 |
CN104364827A (zh) | 2015-02-18 |
WO2013184877A3 (en) | 2014-03-06 |
US9104538B2 (en) | 2015-08-11 |
TW201404636A (zh) | 2014-02-01 |
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