EP3021290B1 - Telematische gehäusevorrichtung für kraftfahrzeuge - Google Patents

Telematische gehäusevorrichtung für kraftfahrzeuge Download PDF

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Publication number
EP3021290B1
EP3021290B1 EP15193692.9A EP15193692A EP3021290B1 EP 3021290 B1 EP3021290 B1 EP 3021290B1 EP 15193692 A EP15193692 A EP 15193692A EP 3021290 B1 EP3021290 B1 EP 3021290B1
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Prior art keywords
module
mode
microcontroller
sensor
telematic
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EP15193692.9A
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English (en)
French (fr)
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EP3021290A1 (de
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Francesco CUCINOTTA
Daniele Costa
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Marelli Europe SpA
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Magneti Marelli SpA
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station

Definitions

  • the present invention relates to a telematic-box device for motor vehicles that comprises a module for connection to mobile-communication networks, a satellite location module, and a sensor configured for detecting the acceleration and braking parameters of the motor vehicle.
  • the telematic box is in general an electronic control unit that integrates a telephone module for connection to the cellular communication networks, a module for multiconstellation satellite location (for example, GPS, Galileo, GLONASS), and a triaxial accelerometer for detecting the acceleration and braking parameters of the vehicle.
  • a telephone module for connection to the cellular communication networks
  • a module for multiconstellation satellite location for example, GPS, Galileo, GLONASS
  • a triaxial accelerometer for detecting the acceleration and braking parameters of the vehicle.
  • the possibility of detecting simultaneously the position and operating data of the vehicle and of sending and receiving information from outside thanks to the mobile-communication module, for example GSM, enables the telematic box to perform different functions and applications of location, safety, and info-mobility and enables the vehicle and the driver to gain access to services linked to smart management of mobility.
  • the mobile-communication module for example GSM
  • the telematic box may be used, for example, as black box for insurance services, management of fleets, tracking of vehicles, infologistics, car pooling, e-call, i.e., automatic emergency calls in the event of accident or turning-over of the vehicle, e-toll, i.e., telematic payment of tolls or other road services, remote diagnosis, i.e., remote monitoring of operation of the vehicle that enables a central infrastructure to identify possible failures or faults, as well as acquisition of information, for example on car parks, CTZs, traffic, and road conditions.
  • e-call i.e., automatic emergency calls in the event of accident or turning-over of the vehicle
  • e-toll i.e., telematic payment of tolls or other road services
  • remote diagnosis i.e., remote monitoring of operation of the vehicle that enables a central infrastructure to identify possible failures or faults, as well as acquisition of information, for example on car parks, CTZs, traffic, and road conditions.
  • the above telematic-box device on account of its high energy consumption, is normally connected, via wiring, to the battery of the motor vehicle. This, however, leads to drawbacks in its installation on the vehicle.
  • Document US2012/197486 discloses a battery powered telematic box including solar cells to recharge the battery, communicating through a Bluetooth link with an interface in the diagnostic port of the vehicle.
  • the system includes accelerometers, GPS devices, GSM devices and a microprocessor.
  • the device of includes also a circuit for conditioning the power supply.
  • Other prior art telematic-box devices are disclosed in documents US2014/0163848 and GB2471727 .
  • the object of the present invention is to provide an improved device that will enable a greater freedom of installation of the telematic-box device on the motor vehicle.
  • the above object is achieved thanks to a device as well as to a corresponding method having the characteristics recalled specifically in the ensuing claims.
  • the solution according to the invention regards a telematic-box device for motor vehicles comprising autonomous supply means, of the type including a rechargeable accumulator, sized for supplying autonomously energy for a given time, this given time differing according to the application and the conditions of use.
  • the device comprises a module for connection to mobile-communication networks, a satellite location module, and a sensor configured for detecting the acceleration and braking parameters of the motor vehicle, where the microcontroller module is configured for managing at least the module for connection to mobile-communication networks, the satellite location module, and the sensor, it being possible to set the aforesaid microcontroller module, module for connection to mobile-communication networks, satellite location module, and sensor selectively in an active-operation mode and in one or more reduced-operation modes in which they implement saving of energy as compared to the active-operation mode.
  • this rechargeable accumulator is associated, in a relationship of energy exchange, with a solar panel integrated in the telematic box and sized for supplying energy for a given time in the absence of collection of solar energy by the solar panel, this given time differing according to the application and the particular conditions of use.
  • a method for managing energy comprises procedures for managing energy that depend upon design parameters of hardware components of the telematic box. This method enables the telematic box to support the main functions for a time range comparable to that of telematic boxes connected in wired mode to the power supply of the motor vehicle.
  • the telematic-box device is configured for being installed on the windscreen of the vehicle. This is favoured by the absence of connection wiring, in particular dedicated and protected wiring, with the motor vehicle, whether for power supply or for other purposes.
  • the telematic-box device comprises a microcontroller module configured for acquiring data of the acceleration and braking sensor and for carrying out operations of analysis on the data acquired from the sensor.
  • the senor configured for detecting the acceleration and braking parameters of the motor vehicle is configured for storing samples detected in buffers of its own and for notifying via interrupts to the microcontroller that a number of samples in these buffers has reached a given threshold, and the microcontroller module is configured for acquiring data of the sensor by activating, upon reception of the above notification, transfer of data.
  • the microcontroller is configured for using a DMA (Direct Memory Access) controller of its own to gain access to the buffer of the sensor and remains in the reduced-operation mode for the entire duration of data transfer from the buffer.
  • DMA Direct Memory Access
  • the microcontroller is configured for carrying out an operation of crash detection, which comprises carrying out, at regular time intervals, the operation of analysis on a stored set of data detected by the sensor configured for detecting the acceleration and braking parameters so as to detect possible crash events.
  • the microcontroller is configured, in the case where the operation of analysis identifies a crash event, for storing for a time interval prior to the event and a time interval after the event, the data detected by the sensor.
  • the configurations described above of the microcontroller and of the acceleration and braking sensor enable measurements and detections to be made, in particular detection of crash events, with a very low energy consumption, with evident advantages for an autonomous-supply device, both as regards the device in itself and in the framework of the energy-management method referred to above.
  • the telematic-box device may in any case comprise a connection for external supply, for example for connection to the electric power supply of the motor vehicle, in particular a micro-USB connector.
  • FIG. 1 Illustrated in Figure 1 is a perspective view of a telematic-box device 10 that comprises a keypad 11 and output openings 12a for a speaker 12.
  • Figure 2 is an exploded view of the telematic-box device 10, which comprises from the top down:
  • Figure 3A illustrates in detail the telematic-box electronic module 30.
  • the telematic-box electronic module 30 comprises a microcontroller 31.
  • Designated by 40 is a satellite location module, in particular a GPS module, which is associated to a GPS antenna 41, via a linear amplification module 41a.
  • the location module 40 sends via a serial port (UART - Universal Asynchronous Receiver-Transmitter) to the microprocessor 31 information regarding position, state of reception of the signal, etc.
  • Designated by 50 is a module for communication with a mobile-communication network, in particular a GSM modem, associated to a mobile communications antenna 51 of the internal type.
  • the communication module 50 is interfaced in signal-exchange relationship with the microcontroller 31 to enable transmission and reception of signals, in particular on a port 31a that is preferably a UART port.
  • the communication module 50 may comprise a SIM (Subscriber Identity Module) 50a, or also SIMs on-chip.
  • Designated by 52 is an audio connector, in particular with HMI (Human Machine Interface), to enable sending at output, in particular through an audio amplifier 52a, of the audio signals of the communication module 50, for example to the speaker, and reception at input for example of audio signals coming from a microphone so as to be able to implement voice communication services.
  • the communication module 50 is supplied by a reduced voltage VR, in particular 3.8 V, which is raised, in the example described, via a boost conversion circuit 50c.
  • Designated by 60 is a second short- or medium-range wireless communication module, in particular a Bluetooth LE (Low Energy) module with a corresponding Bluetooth antenna 61.
  • a Bluetooth LE (Low Energy) module with a corresponding Bluetooth antenna 61.
  • Designated by 70 is a set of movement and impact sensors, which comprises an accelerometer 71 of the triaxial type, with an output range of +-16g.
  • the set of movement sensors 70 is represented as also comprising two elements that in various embodiments may be optional, namely, a gyroscope 72 and a 24-g accelerometer 73, which needs need to be power supplied.
  • the set of sensors 70, in particular the accelerometer 71 communicates with the microcontroller 31 via an interface bus 31c, which is in particular an SPI (Serial Peripheral Interface) bus.
  • SPI Serial Peripheral Interface
  • Designated by 80 is an input port connected to a USB interface 31e of the microcontroller 31.
  • Designated by 90 is a flash memory associated to the microcontroller 31, in particular through the SPI bus 31c.
  • a main connector 100 enables access from outside to GPIO (General-Purpose Input/Output) ports 31b of the microcontroller 31 following upon the signal Key In, generated by insertion of the key in the dashboard, as well as to a 1-Wire bus 101 (optional) implemented through a UART port 31a for 1-Wire bus, and comprises a safety latch/low-side output relay, for example for an engine-blocking function, governed by the GPIO interface 31b of the microcontroller 31.
  • the 4-pin main connector 100 it is possible to connect, in the telematic-box electronic module 30, the battery voltage V BAT of the vehicle.
  • the 1-Wire bus is used, for example, for diagnostics or for communication to peripheral devices.
  • This connector 100 may not be present in variant embodiments with solar panel, but is present in the battery-powered embodiment of Figures 5-7 .
  • Designated by 110 is a JTAG connector for access via a JTAG port 31d, as well as via a UART 31a, to carry out tests on the microcontroller 31.
  • the microcontroller 31 moreover drives a buzzer 111, for issuing signals through the speaker 12, and a LED 112, which enables lighting of the keypad 11 from inside through the light guides 13.
  • the LED 112 and the buzzer 111 are mounted and managed only in the voiceless version (without HMI).
  • 31g Designated moreover by 31g is an I2C-bus port, whereas designated by 31f is an input of an analog-to-digital converter, sent to which are signals representing parameters PK regarding the battery 17, such as the battery temperature and the indicator of the battery level of the module 122, described in what follows.
  • Other signals are then sent to the GPIO ports 31b, such as interrupts generated by the acceleration sensor 71 or by the gyroscope 72, whereas, through GPIO outputs 31b, the microcontroller 31 controls, for example, operation of a battery charger 130 and of a battery-control module 131 described with reference to Figure 3B .
  • the GPIO outputs 31b are used, for example, for enabling recharging from the solar panel or from USB, and for enabling the 1-Wire interface.
  • FIG. 3B illustrates a supply portion 30a of the telematic-box electronic module 30, which comprises on one side the backup battery pack 17, connected through a battery connector 121, along which there may be inserted a connection with a battery-level indicator 122, to a linear regulator 123, which is a low-consumption linear regulator (quiescent current ⁇ 1 ⁇ A) for supplying a regulated supply voltage Vcc, and to a battery charger 130.
  • the battery charger 130 comprises an input 130a for 5-V USB supply and optionally a connection, via a DC-DC converter 132, to the battery voltage V BAT of the motor vehicle.
  • a battery-control module 131 which measures parameters PK of the battery 17, such as the temperature, and supplies them to the analog-to-digital inputs 31f and to the GPIO interfaces 31b of the microcontroller 31. On this line the 3.8-V reduced voltage VR is also picked up.
  • the battery pack 17 is charged by the solar panel 18, which, via a solar-panel connector 151 is connected to a converter 140 for sending a charging voltage to the backup battery pack 120.
  • the converter 140 is a device based upon an operation of a switching type with integrated MPPC (Maximum Power Point Controller) control for optimizing the energy supplied by the solar panel.
  • the telematic-box device described herein may comprise other types of autonomous supply means, other than the solar panel.
  • the telematic-box device may comprise only a primary battery, preferably rechargeable, but may not comprise the panel 18.
  • Figure 5 illustrates in this regard a perspective view of a telematic-box device 10' that comprises a substantially C-shaped top lid 14', which, with a bottom lid 19' having a complementary C-shape, forms a substantially cubical box, when the two lids 14' and 19' are assembled together.
  • a window 13a for a light guide 13 Present on the top lid 14' is a window 13a for a light guide 13, visible in the exploded view of Figure 6 of the telematic-box device 10', which comprises from the top down:
  • the rechargeable battery or accumulator 17' is sized for supplying autonomously energy for a given time, this given time differing according to the application and conditions of use.
  • the telematic-box electronic module 30' substantially corresponds to the telematic-box electronic module 30 described with reference to Figure 3A .
  • the telematic-box electronic module 30' substantially has the same components as those represented in Figure 3A and described with reference to Figure 3A .
  • the telematic-box electronic module 30' has, instead, a supply portion 30a' that differs in part from the supply portion 30a represented in Figure 3B .
  • This supply portion 30a' of the telematic-box electronic module 30' is represented in Figure 6 .
  • FIG. 6 illustrates the supply portion 30a' of the telematic-box electronic module 30'.
  • the components that have functions corresponding to those of Figure 3B are designated by the same reference numbers.
  • the supply portion hence comprises a rechargeable battery 17', connected through the battery connector 121, along which there may be inserted a connection with the battery-level indicator 122, to the linear regulator 123, which is a low-consumption linear regulator (quiescent current ⁇ 1 ⁇ A) for supplying a regulated supply voltage Vcc, and to the battery charger 130.
  • the battery charger 130 comprises an input 130a for 5-V USB supply and optionally the connection, via DC-DC converter 132, to the battery voltage V BAT of the motor vehicle.
  • a battery-control module 131 which measures parameters PK of the battery 17', such as the temperature, and supplies them to the analog-to-digital inputs 31f and to the GPIO interfaces 31b of the microcontroller 31. On this line the 3.8-V reduced voltage VR is also picked up.
  • Operation of the telematic-box electronic module 30' apart from the fact that it has a rechargeable battery instead of the solar panel, is similar to that of that of the telematic-box electronic module 30, and the components, such as the microcontroller 31, the location module 40, the communication module 50, the wireless module 61, and the set of sensors 70, have the same characteristics; in particular, they each comprise at least one active mode, in which they are fully operative, and one or more reduced modes, in which they operate with reduced functionality.
  • the microcontroller 31, of an EFM32GG type manufactured by Energy Micro is configured for operating at different clock frequencies. Since the consumption in general rises with the clock frequency, by varying this frequency energy consumption can be controlled.
  • the microcontroller 31 is configured for having a plurality of operating modes, five in the example described herein, which make it possible to enable a decreasing number of peripheral functions, starting from an active mode or run mode (EM0), where the microcontroller 31 is fully operative, to a first reduced mode EM1, a second reduced mode EM2, a third reduced mode EM3, and finally a fourth reduced mode EM4, where progressively fewer functions are enabled.
  • the consumption of the microcontroller decreases or increases according to the operating mode selected.
  • the CPU of the microcontroller 31 is in sleep mode, but the peripherals are available, including the DMA controller, the PRS (Peripheral Reflex System), and the memory system.
  • the second reduced mode EM2 which is a deep-sleep mode, the high-frequency oscillator of the microcontroller 31 is deactivated and a lower-frequency oscillator, in particular a 32.768-kHz oscillator, is used, and specific low-energy peripherals (LCD, RTC, LETIMER, PCNT, WDOG, LE UART, I2C, ACMP, LESENSE, OPAMP, USB) remain available.
  • the third reduced mode EM3 (stop mode) and the fourth reduced mode EM4 (shutoff mode) have even fewer functions.
  • Table 1 Appearing by way of example in Table 1 are, in the first column, the clock frequency f in megahertz of the microcontroller 31, and, in the remaining columns, the five operating modes, from EM0 to EM4. Appearing in the rows are the consumption levels in microwatts.
  • Table 1 f (MHz) EM0 EM1 EM2 EM3 EM4 32 6400 1600 1. 1 0.9 0.02 28 5628 1456 21 4263 1113 14 2856 784 11 2277 627 6.6 1399.2 409.2 1.2 292.8 136.8
  • peripherals of the microcontroller 31 are considered in the energy budget, in particular interfaces, specifically USART and UART serial interfaces of the communication module 50, interfaces such as the SPI of the accelerometer 71, interfaces such as the LE UART low-energy interface of the location module 40, and other modules such as a timer, the PRS, an RTC (Real-Time Counter), and a DMA.
  • interfaces specifically USART and UART serial interfaces of the communication module 50
  • interfaces such as the SPI of the accelerometer 71
  • interfaces such as the LE UART low-energy interface of the location module 40
  • other modules such as a timer, the PRS, an RTC (Real-Time Counter), and a DMA.
  • the accelerometer 71 is in turn configurable as regards consumption, via different operating modes, comprising:
  • the accelerometer 71 or in general the sensors of the set 70 may be used according to self-calibration procedures that enable the telematic-box device 10 to be placed in any position, for example according to the self-calibration procedures for inertial sensors described in the patent application No. EP 2 469 229 B1 , filed in the name of the present applicant.
  • the GSM communication module 50 has different operating modes, for example:
  • the GSM communication module 50 may be switched off (first mode) via hardware (by supplying power to specific pins, in the GL865 or GL868 Telit modems, in particular, to a pin VBATT_PA and not to the battery pin VBATT of the module 50) or via software (command AT#SYSHALT in the modems referred to).
  • the GSM communication module 50 In the idle mode, the GSM communication module 50 is fully operative, but does not receive or transmit any datum.
  • GSM-ON mode i.e., with the GSM communication active
  • GPRS-ON mode i.e., with the GPRS communication active
  • the current consumption may then vary according to communication sub-modes, such as GSM900 or DCS1800, or GPRS classes, e.g., GPRS class 1 or GPRS class 10.
  • the receiver which, in the example, is of a UBlox type, supports two main operating modes as regards consumption levels:
  • the location module 40 switches between operations of start/navigation and low activity or no activity of the system.
  • the location module 40 does not switch off completely, but is a low-power tracking mode is maintained to reduce consumption.
  • the location module 40 cannot be used in power-save mode when it is configured for receiving GLONASS signals.
  • the wireless module 61 supports different consumption modes, such as a start-up mode, a sleep mode, a module-initialization mode, and a scanning mode. These modes are generally known in the context of Bluetooth modules.
  • the chip of the wireless module is in general of a 2.4-GHz Bluetooth Low-Energy compliant type.
  • the device according to the invention comprises a microcontroller 31, a location module 40, a communication module 50, and a set of sensors 70, which each comprise at least one active mode, in which they are fully operative, and one or more reduced modes, in which they operate with reduced functionality.
  • the wireless module 61 may present the aforesaid active mode and reduced modes.
  • the telematic-box device described herein is configured for managing the aforesaid microcontroller 31, location module 40, communication module 50, and set of sensors 70 by switching them between the respective active mode and the respective one or more reduced modes according to switching schemes that are able to bring about an overall energy saving for the device 10 so that they can operate on the basis of the energy supplied by the autonomous supply means, which are of the type comprising a rechargeable accumulator, the battery 17, associated in a relationship of energy exchange with the solar panel 18 integrated in the telematic box 10.
  • the autonomous supply means which are of the type comprising a rechargeable accumulator, the battery 17, associated in a relationship of energy exchange with the solar panel 18 integrated in the telematic box 10.
  • the set of movement sensors 70 it is envisaged to optimize the energy consumption of the accelerometer 71, at the same time preserving the performance thereof.
  • the accelerometer 71 must be used, for measuring acceleration, in the active mode, or measurement mode, described above.
  • the low-power and auto-sleep reduced modes are not preferably used by the device proposed herein, since the low-power mode implies reduction of the resolution of the sensor in so far as it reduces the internal sampling rate, whereas the auto-sleep mode does not envisage acquision of samples during the periods of inactivity, thus causing loss of samples.
  • the device according to the invention is configured for achieving energy saving by managing the microcontroller 31, rather than by managing the set of sensors 70, in particular the accelerometer 71, during measurement.
  • the accelerometer 71 is used for carrying out measurement in the active mode, whereas, when the measurement is not made, it is kept in the second, sleep, mode.
  • the microprocessor 31 may obtain a single measurement sample from the accelerometer 71 or else, preferably, a plurality of these measurement data or samples.
  • the accelerometer 71 like the model ADX345L used in the embodiment provided by way of example, is provided with an internal FIFO memory, or internal buffer, which is able to store the aforesaid plurality of samples, in particular up to 31 samples.
  • the accelerometer 71 is configured for notifying to the microcontroller 31 that the number of samples stored has reached a threshold N a , of a programmable type.
  • This notification event via a full-buffer interrupt IFB, may be used as trigger for activating transfer via DMA controller, as represented in greater detail with reference to Figure 8 .
  • the microcontroller 31 remains in a low-consumption state throughout transmission of the data.
  • the energy-management method may envisage selection of specific procedures of use of given modules of the telematic box 10.
  • the microcontroller 31 is configured for a procedure of acquisition via interrupts designated by the reference number 200 in the flowchart of Figure 8 , where the microcontroller 31 is configured for acquiring the acceleration data (or data of other sensors in the set 70), not via, for example, a polling on the SPI bus 31c shared with the accelerometer 71, which is also a possible acquisition mode, but rather by operating via interrupts, to save on the CPU cycles that are normally used for accessing the SPI data buffer in the accelerometer 71 and possibly for setting the CPU of the microcontroller 31 in the first reduced mode, or sleep mode (for example, EM1 in the EMG32GG microcontroller).
  • the accelerometer 71 in measurement mode, for example low-power reduced mode, stores in the SPI buffer a number equal to the threshold N a of acceleration data or samples measured.
  • the accelerometer 71 is configured (step 220) for verifying whether this buffer is full, i.e., whether it has reached the threshold N a , and notifying the microprocessor 31 of this condition via a respective full-buffer interrupt IFB.
  • the reduced mode for example typically the second reduced mode EM2
  • the active mode EM0 to enable DMA transfer
  • the microcontroller 31 can return into the first reduced mode, the sleep mode EM1, and remain there for the entire duration of transfer into the microprocessor 31 of the acceleration data from the SPI bus managed by the DMA controller within this step 245.
  • microprocessor 245 not to be activated for transmission or reception of each individual byte (assuming that the transmission and reception buffers of the microcontroller 31 are one-byte buffers, as in the case of the EMG32GG microcontroller presented by way of example herein).
  • the microprocessor 31 may possibly go, if an enabling condition 248 is verified, to a step of analysis 250, where it enters the active mode EM0 and carries out analysis of the set of acceleration data transferred. Otherwise, the acquisition procedure 200 restarts from step 210.
  • step 250 may in general establish, according to a given criterion, as explained more fully also with reference to the intervals 640 of Figure 4 , whether the N a acceleration data acquired from the buffer of the accelerometer 71 identify the occurrence of specific events, for example crash events.
  • the enabling condition 248 may be set so that the microprocessor 31 carries out this step of analysis 250, not at each transfer cycle 220-240, but rather according to a given multiple N c of the time corresponding to the transfer cycle.
  • the operation of analysis 250 with crash detection is carried out, in particular, according to a given multiple N c of the transfer cycle.
  • the condition block 248 may not be present, and the operation of analysis 250 is carried out at each instance of execution of the acquisition procedure 200.
  • the satellite location module 40 in order to save energy, a procedure of use is envisaged where the module is set in the first, power-save, reduced mode, ON/OFF sub-mode. In a preferred way, a refresh period of 10 s is adopted.
  • a procedure of use of the microcontroller 31 envisages setting it in one of the reduced-operation modes, in particular preferably in the second reduced-operation mode, EM2.
  • the microcontroller 31e is in switched on in the active mode (EM0) whenever the GNSS receiver of the satellite location module 40 starts to send NMEA (National Marine Electronics Association) strings on the LE UART port.
  • NMEA National Marine Electronics Association
  • the mean consumption is 5.7 mA.
  • the satellite location module 40 may also send binary strings.
  • the consumption of the device proposed may be further reduced using the DMA controller of the microcontroller 31 and a timeout interrupt on the reception pin of the LE UART port necessary for switching on the microcontroller 31 after a new NMEA or UBX message has been received.
  • the GNSS information is recovered via binary messages envisaged by the UBX protocol (proprietary protocol of UBlox).
  • the telematic-box device 10 described with reference to Figures 1 , 2 , 3A , and 3B is configured mainly for carrying out the following operations:
  • Figure 4 presents a diagram representing a method for managing the device proposed herein.
  • Designated by 500 is a bar representing the cycle of use of the telematic-box device 10, i.e., a sequence of time intervals during which a respective procedure is carried out for setting the operating modes of the aforesaid microcontroller 31, location module 40, communication module 50, and acceleration sensor 71.
  • This bar preferably represents a 24-hour cycle, from a start-of-cycle time t i , corresponding to 0.00 hours, to an end-of-cycle time t f , corresponding to 23.59 hours.
  • Each time segment indicated on the bar 500 represents one of the above time intervals.
  • a location-initialization procedure 505 is first carried out, where the cold GPS fix is performed, i.e., an procedure of cold acquisition of the satellites, for a given duration of a few minutes.
  • the cold GPS fix is performed, i.e., an procedure of cold acquisition of the satellites, for a given duration of a few minutes.
  • Designated, instead, by 510 is a plurality of trip periods, or "key on" periods, which start, that is, from when the dashboard of the vehicle is switched on.
  • the device can be configured, as has been mentioned, for getting information from the accelerometer 71, which operates as virtual key, according to what is described, for example, in the patent application No. EP 2 469 229 B1 , filed in the name of the present applicant.
  • the above trip periods 510 are illustrated in detail in the underlying bar 600 and will be described in what follows.
  • the trip periods 510 may, of course, have be in variable number and have a variable arrangement in time over the 24-hour cycle, according to the use of the vehicle.
  • Designated, instead, by 520 is a daily procedure of data transmission via the communication module 50, which preferably envisages also an operation of reception of SMS messages, in addition to the ones envisaged in the procedure 620 of the trip periods 510 described in what follows.
  • This transmission procedure 520 in general envisages transmitting vehicle data, for example recorded by the set of sensors 70, but also data of the motor-vehicle control unit, to remote centres, for purposes of diagnosis of the state of operation of the vehicle and of the engine, of tracking, and other functions mentioned previously.
  • the above daily data-transmission procedure 520 is carried out preferably immediately prior to the end-of-cycle time t f .
  • intervals 515 are represented, in particular appearing in white, where the device 10 is as a whole in sleep mode.
  • sleep intervals 515 for example:
  • tk i Designated by tk i is a start-of-trip time, corresponding insertion of the key in key-on position of the dashboard.
  • tk i a start-of-trip time, corresponding insertion of the key in key-on position of the dashboard.
  • a key-activation procedure 605 is carried out whenever there is a change of the position of the key, in particular from key on to key off, and vice versa.
  • Duration of the key-activation procedure 605 is appoximately 30 s.
  • the key-activation procedure 605 precedes an end-of-trip time tk f , i.e., when the key is brought into the key-off position; the key-activation procedure 605 is carried out, at the end of which there is the end-of-trip time tk f , i.e., the end of the time segment corresponding to this procedure 605.
  • Designated by 610 is a hot-fix procedure of the location module.
  • the hot-fix procedure 610 is carried out a plurality of times during the trip period 510, in particular at regular intervals 615.
  • Designated by 620 is a procedure for controlling reception of messages, in particular SMS messages. During this procedure 620:
  • the procedure for controlling reception of the messages 620 is carried out a plurality of times during the trip period 510, in particular at regular intervals 630.
  • trip intervals 640 are represented, in particular appearing in white, where the device 10 is as a whole set in run mode, in particular, for making measurements via sensors, whereas the location and communication functions are disabled.
  • trip intervals 640 for example:
  • intervals 640 one or both of the following two operations are moreover carried out:
  • the telematic-box device 10 described herein comprises two stages of life, with reference to the state diagram of Figure 10 , a first stage of life 800, in which the device 10 is not installed, in so far as, for example, it is still in the warehouse or on the shelf, or in some other non-installed condition, and a second stage 900, in which the telematic-box device 10 is installed and operative.
  • the keypad 11 comprises, for example, a user button, pressing or release of which is denoted by the action UB, and a disconnection switch, pressing or release of which is denoted by the action DS.
  • the device 10 is in the transport-mode state 810, also referred to as low-consumption transport mode, in which no operation is performed by the device 10 itself.
  • the device 10 is configured for passing, when a specific user button of the keypad 11 is pressed (action UB) and subsequently released, into a state 820 of verification of activation.
  • the device 10 goes into a self-installation state 830, in which it carries out self-installation, which comprises, for example, the aforementioned steps of self-calibration that enable location of the telematic-box device 10 in any position, for example according to the self-calibration procedures for inertial sensors described in the patent application No. EP 2 469 229 B1 , filed in the name of the present applicant; otherwise, control returns to the transport-mode step 810.
  • the telematic-box device via the use of modules that can operated in reduced mode and procedures of use of these modules and of management in a period of time, in particular, over the twenty-four-hour cycle, is able to operate autonomously, without it having to be connected, via wiring, to the battery of the motor vehicle. This enables a greater freedom of installation of the telematic-box device on the motor vehicle.
  • the telematic-box device 10 of Figure 1 or 10' of Figure 5 is configured for carrying out an acquisition procedure 200 or a crash-detection function 300, as has been described, constitutes in itself an important aspect of the solution described herein, irrespective of whether these procedures are included in the process 500 of management of the device proposed, on account of the low consumption that the use itself of the above procedures 200 and 300 entails for the telematic-box device 10, 10', which is particularly advantageous in an autonomously supplied device.

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Claims (16)

  1. Telematikbox-Vorrichtung für Kraftfahrzeuge, die ein Modul zum Anschluss an Mobilfunknetze (50), ein Satellitenortungsmodul (40), und einen Sensor (70; 71) umfasst, der zum Erfassen der Beschleunigungs- und Bremsparameter des Kraftfahrzeugs ausgebildet ist, wobei die Vorrichtung ebenso autonome Versorgungsmittel der Art aufweist, die einen in die Telematikbox (10) integrierten wiederaufladbaren Akkumulator (17') und ein Mikrocontrollermodul (31) umfassen, das zum Verwalten wenigstens des Moduls zum Anschluss an Mobilfunknetze (50), des Satellitenortungsmoduls (40) und des Sensors (70; 71) ausgebildet ist, wobei es möglich ist, das Mikrocontrollermodul (31), das Modul zum Anschluss an Mobilfunknetze (50), das Satellitenortungsmodul (40) und den Sensor (70; 71) jeweils wahlweise zwischen einem aktiven Arbeitsmodus und einem oder mehrere reduzierten Arbeitsmodi einzustellen, in denen sie eine Energieeinsparung im Vergleich zu dem aktiven Arbeitsmodus realisieren.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Microcontrollermodul (31) ausgebildet ist, um mittels einer vorgegebenen Interrupt-Prozedur Daten des Sensors (70; 71) zu erhalten (200), der zum Erfassen der Beschleunigungs- und Bremsparameter des Kraftfahrzeugs und zum Ausführen von Analyseoperationen (250) bezüglich der von dem Sensor (70; 71) erhaltenen Daten ausgebildet ist.
  3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass der Sensor (70; 71), der zum Erfassen der Beschleunigungs- und Bremsparameter des Kraftfahrzeugs ausgebildet ist, zum Speichern von Proben, die in seinem eigenen Puffer erfasst werden, und zum Melden (220) mittels eines Interrupts (IFB) an den Mikrocontroller (31), dass eine Anzahl von Proben in den Puffern einen vorgegebenen Schwellenwert (Na) erreicht haben, ausgebildet ist, und dadurch, dass das Mikrocontrollermodul (31) zum Erhalten (200) von Daten des Sensors (70; 71) durch Aktivieren einer Datenübertragung (240) aufgrund eines Empfangs der Meldung (IFB) ausgebildet ist.
  4. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass der Mikrocontroller (31) zum Verwenden eines eigenen Speicherdirektzugriff (DMA) Controllers zum Erlangen von Zugriff auf den Puffer des Sensors (70; 71) ausgebildet ist, der für die gesamte Dauer der Übertragung von Daten aus dem Puffer im reduzierten Arbeitsmodus (EM1) verbleibt.
  5. Vorrichtung nach einem der vorhergehenden Ansprüchen 2-4, dadurch gekennzeichnet, dass der Mikrocontroller (31) zum Ausführen einer Unfallerkennungsoperation (300) ausgebildet ist, die ein Ausführen der Analyseoperation (250) bezüglich eines gespeicherten Satzes (Na) von durch den Sensor erfassten Daten (70; 71) in regelmäßigen Zeitintervallen (Nc) umfasst, der zum Erfassen der Beschleunigungs- und Bremsparameter ausgebildet ist, um alle möglichen Unfallereignisse (CE) zu erfassen.
  6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass der Mikrocontroller (31) in dem Fall, in dem die Analyseoperation (250) ein Unfallereignis (CE) erkennt, zum Speichern der durch den Sensor (70; 71) erfassten Daten für ein Zeitintervall (Nd) vor dem Ereignis und ein Zeitintervall (Np) nach dem Ereignis ausgebildet ist, insbesondere mittels des DMA-Controllers.
  7. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Microcontrollermodul (31) zum Ausführen einer zeitlichen Reihenfolge (500) von Zeitintervallen, die mit entsprechenden Prozeduren zum Einstellen der Arbeitsmodi für seinen eigenen Betrieb verknüpft sind, und zum Betrieb des Moduls zum Anschluss an Mobilfunknetze (50), des Satellitenortungsmoduls (40) und des Sensors (70; 71) ausgebildet ist, insbesondere wobei die zeitliche Reihenfolge einen Beginn (ti) und ein Ende (tf) aufweist, die mit dem Beginn und dem Ende eines Tages übereinstimmen.
  8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass die zeitliche Reihenfolge (500) Einstellvorgänge, die Reiseperioden (510) des Kraftfahrzeugs zugeordnet sind, und Einstellvorgänge, die Inaktivitätsperioden (515) des Kraftfahrzeugs zugeordnet sind, umfasst.
  9. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass die zeitliche Reihenfolge ferner einen oder mehrere Einstellvorgänge, die Perioden (505) einer Initialisierung des Ortungsmoduls (40) zugeordnet sind, und einen oder mehrere Einstellvorgänge, die Perioden (520) einer Übertragung von Daten über das Kommunikationsmodul (50) zugeordnet sind, umfasst.
  10. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass sie einen Einstellvorgang, der einer Periode (505) einer Initialisierung des Ortungsmoduls (40) zu Beginn (ti) der zeitlichen Reihenfolge (500) zugeordnet ist, und einen Einstellvorgang, der einer Periode (520) einer Übertragung von Daten über das Kommunikationsmodul (50) am Ende (tf) der zeitlichen Reihenfolge (500) zugeordnet ist, umfasst.
  11. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass die Einstellvorgänge, die Reiseperioden (510) zugeordnet sind, eine entsprechende zeitliche Reihenfolge (600) von Vorgängen des Einstellens des Arbeitsmodus umfassen, die Einstellvorgänge umfassen, die Intervallen (640) zugeordnet sind, in denen Messungen ausgeführt werden.
  12. Vorrichtung nach Anspruch 11, dadurch gekennzeichnet, dass die Intervalle (640), in denen Messungen ausgeführt werden, eine Funktion (300) zum Erfassen von Unfallereignissen (CE) umfassen.
  13. Vorrichtung nach Anspruch 12, dadurch gekennzeichnet, dass die zeitliche Reihenfolge (600) von Vorgängen des Einstellens des Arbeitsmodus ferner Einstellvorgänge (610) zum Warminitialisieren des Ortungsmoduls (40), die periodisch gemäß einer ersten Periode (615) ausgeführt werden, und Einstellvorgänge zum Empfangen von Nachrichten (620), die periodisch gemäß einer zweiten Periode ausgeführt werden, umfasst.
  14. Vorrichtung nach Anspruch 13, dadurch gekennzeichnet, dass die Reiseperiode (510) zwischen einer ersten Zeit (tki), zu der das Fahrzeug gestartet wird, insbesondere der Schlüssel-Einschalt-Aktion, und einer zweiten Zeit (tkf), zu der das Fahrzeug gestartet wird, definiert ist; und
    wobei zu der ersten Zeit und der zweiten Zeit die entsprechende Zeitsequenz (600) ferner einen spezifischen Einstellvorgang (605) umfasst, der das Einstellen des Mikrocontrollers (31), des Ortungsmoduls (40) und des Sensor (71) in den aktiven Arbeitsmodus für eine gegebene Zeitdauer beinhaltet.
  15. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Ortungsmodul (40) zum Betrieb im EIN/AUS-Energiesparmodus ausgebildet ist und der Mikrocontroller (31) zum Betrieb in einem reduzierten Modus und zum Übergang in den aktiven Modus (EMO), wann immer das Ortungsmodul (40) Ortungszeichenfolgen auf einer verbrauchsarmen Schnittstelle des Ortungsmoduls (40) sendet, ausgebildet ist.
  16. Verfahren zum Verwalten von Energie einer Telematikbox-Vorrichtung für Kraftfahrzeuge, das die von der Telematikbox-Vorrichtung für Kraftfahrzeuge nach einem der Ansprüche 1 bis 14 durchgeführten Operationen realisiert.
EP15193692.9A 2014-11-10 2015-11-09 Telematische gehäusevorrichtung für kraftfahrzeuge Active EP3021290B1 (de)

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DE102017212585A1 (de) * 2017-07-21 2019-01-24 Robert Bosch Gmbh Vorrichtung und Verfahren zum Betreiben eines Solarmoduls
DE102018211047B4 (de) 2018-07-04 2020-03-12 Thyssenkrupp Ag Sensorvorrichtung und Verfahren zur Überwachung des fahrbetriebsbedingten Zustandes eines Fahrzeugs
CN111131513B (zh) * 2019-12-31 2022-09-16 惠州市德赛西威汽车电子股份有限公司 一种车载多媒体连接t-box网络功能检测系统及方法
EP4094261A4 (de) * 2020-01-21 2023-09-27 Calamp Corp. Systeme und verfahren zur erkennung eines aufprallereignisses in einem geparkten fahrzeug
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