ES2646412B1 - Driver assistance system and associated data acquisition and processing methods - Google Patents

Abstract

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 useful information related to the state of the vehicle to the user of the invention 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 destined to offer the functionality, or a corresponding set of 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, inertial sensor data installed in the vehicle, acoustic and visual signals: coming from the cabin of the vehicle to offer the functionality of black box.

Description

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DESCRIPTION

Driver assistance system and methods of acquisition and processing of associated data.

Technical Field of the Invention

The invention relates to a device for assistance to the driver and / or the user of the vehicle using data acquired from multiple sources of the vehicle itself, as well as its method of acquisition and processing thereof.

State of the Art

The most popular and used vehicle data acquisition and storage equipment are tachographs, which are devices that record different data about the behavior of the vehicle during driving. Part of its high use is due to the mandatory use of certain vehicles. In Spain, the Ministry of Development 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 Registry of Industrial Property of Spain, carry out their measurements through sensors connected to the vehicle's engine, offering, unlike other patents, a simpler installation, such as the patent with publication number 2137876. The tachographs are also known from EP-0 188 429-B1 and EP-0 191 413-B1. An alternative to them is that described in document FR-A-2 635 894, which counts the hours of operation of an engine by detecting the vibrations generated by it. Another alternative, set out in document DE -U- 93 16 639, detects the speed of a vehicle by means of a pulse generator. Finally, a distance transducer, connected to the gearbox of the vehicle along with a microprocessor for the treatment of the information, as can be seen in the patent with publication number 2072189, has also been used for the measurement.

One of the problems involved in the manufacture of tachographs is to design a device that avoids fraudulent use. A fraud of this type is that drivers extend their driving hours by destroying some of the stored information. For example, a driver can use a first chart from 7:00 in the morning to noon and then use a second chart from noon to 10:00 at night. The driver can then destroy the first graphic and claim that the second represented his full work day. Some patents

that have emerged to try to avoid these frauds are the patents presented in documents DE-A-4321642, EP-A-0676728 and ES2141521, which encode the

Driver information in the information acquired by the tachograph. Other alternatives are those proposed in document ES-2-401-592-T3, which proposes an electronic tachograph with a specific design to prevent fraud, and in document ES-2337972-A1, in which it is proposed the use of the electronic ID 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 A1 describes a device for recording information to determine guilt in case of accidents in which the information is housed in the vehicle itself, while document ES 2382994-T3 seeks to resolve this by A radio communication 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 15 that takes data from the injection pump and the gearbox to recommend to 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, the recorders of 20 flight data capable of recording operating parameters of the aircraft are also known. These recorders have not been used in land vehicles since the operating parameters are different. The system described in US 5,594,414 to measure the distance between two adjacent documents stands out in this case.

25 Another possibility is to take the CAN bus data from the vehicle, as described in document ES-2-176-085-B1. There are also inventions taking into account other data for the elderly, 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 CAN bus information.

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Brief Description of the Invention

Device for assistance to the driver / user of a vehicle using data acquired from multiple sources of the vehicle itself.

The present invention relates to a system and associated procedures for obtaining data and storing, processing and presenting useful information related to the state of the vehicle to the user of the invention as well as offering emergency warning and black box services. It should be noted the modularity of the design of this system,

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which is composed of multiple subsystems, each destined to offer the corresponding functionality, or a set of functionalities. The specific information with which the proposed system works is as follows:

(i) Absolute positioning of the vehicle: obtained through the signal received from the GNSS system.

(ii) Vehicle information obtained through the OBDII standard.

(iii) Data of inertial sensors (Inertial Measurement Unit, IMU) installed in the vehicle (wheel tachometer, accelerometers, speedometer, etc.).

(iv) Acoustic (audio) and visual (video) signals: from the vehicle cabin to offer black box functionality.

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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 responsible for processing IMU data using the algorithm described in Figure 3.

(ii) Improving the accuracy and availability of positioning: using the GNSS and IMU data, it is possible to merge the information using the Kalman filter as an algorithm to combine all the data used and using the simplification of the Ackerman model to define the vehicle dynamics .

(iii) Black box functionality: a record of all relevant data is used to know the causes of accidents (data from the 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 mobile network connection module (with Internet access included) that allows monitoring, temporary backups and interaction for system control remotely.

(vi) The interface to show most of the final results to the user consists of a graphic display or display, although the speaker and the array of LEDs will also be used to provide simple information and / or to be provided without the driver losing driving attention.

The scheme of the subsystems that make up the system proposed in this patent is illustrated graphically in Figure 1 in more detail.

Brief description of the drawings

Figure 1 shows a scheme of the system with the arrangement of all subsystems within a generic vehicle:

5 o On the front of the vehicle there is the central subsystem (A), the OBDII data recording subsystem (B), the data and sound acquisition system (C) and all user interaction subsystems (D ). o The GPS data recording subsystem will be located in the central part of the vehicle

(AND).

10 o The inertial sensor subsystem (FRL, FRR, Ffl and Ffr) is distributed in four points located near the four wheels of the vehicle, or Internet connection system using 3G / 4G modem (G).

Figure 2 shows the flow chart of the general operation of the central unit at the time of initializing the system.

Figure 3 and Figure 4 show the flow chart with the necessary steps for the preferred embodiment proposed for this system when the vehicle is stopped and moving, respectively.

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Detailed description of the invention

Next, the preferred embodiment is described, without limiting its scope. The present invention aims at acquiring and storing data of a vehicle from multiple different sources in order to obtain useful information therefrom 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 acquisition and operation, connected directly to the central subsystem and operating under the orders and governance of the latter. 30 The central unit (Figure 1.A), which acts as an interface between the different subsystems, is in charge of taking the data from the rest of the acquisition systems, their storage, their processing and the sending of data to the action subsystems. Peripheral subsystems have specific functions and obey the orders of the central subsystem. These peripheral subsystems 35 are divided into two categories: peripheral acquisition or data collection subsystems (Figure 1 B / C / E / F) and peripheral subsystems for action or interaction with the user (Figure 1.D / G).

The data collection subsystems (Figure 1.B / C / E / F) are responsible for taking data from different sensors, reaffirming a preprocessing if necessary, and sending the acquired data to the central system (Figure 1.A) . The data collection can be synchronous or asynchronous in all subsystems, the central system being in charge of indicating the type of data to be taken as well as adjusting the acquisition parameters in the cases that exist. The data collection subsystems considered in our system are: inertial sensors (Figure 1.F), image, video and audio acquisition subsystem (Figure 1.C), OBDII data logger (Figure 1.B) and receiver GPS (Figure 1 E).

10 The user interaction subsystems (Figure 1.D / 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 1G) and LCD touch screen, 15 loudspeakers and a luminous LED array (Figure 1.D).

The inertial sensor subsystem (Figure 1.F) consists of a series of sensors located at the ends of the vehicle to have the vehicle information that allows to know its status, position and movement regime. The sensors of which this system consists 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 allows to know the state of the vehicle and will have an engine capable of turning it at least 360 ° in azimuth and 90 ° in elevation to be able to focus on any interior point of the vehicle. In addition, this camera has an integrated microphone capable of acquiring the audio signal when desired.

The OBDII data recording subsystem (Figure 1.B) consists of an acquisition device that connects to the communications bus with which the car switchboard communicates with the sensors of the car. From said data bus, the OBDII data recording subsystem 30 acquires the following vehicle variables: speed of each car wheel, steering wheel angle, vehicle rotation rate, car side acceleration, engine revolutions, gear engaged in the gearbox and brake pedal pressure.

The GPS data recording subsystem (Figure 1.E) is responsible for receiving the frames 35 provided by the GPS receiver using the NMEA 0183 protocol and performing the necessary preprocessing to calculate the position coordinates and speed and heading values, which is the data that this subsystem sends to the central unit.

The user message receiving subsystem is responsible for receiving requests for information from the system user 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 5 user requests.

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 an Internet connection . This server allows communication with the user through electronic mails 10, in which the central unit encapsulates the information that in each case wishes to send to the user.

The rest of the user interaction subsystems are the LCD touch screen, the speaker and the array of luminous LEDs (Figure 1.D). These systems send information to the user in real-time driving, taking into account that they must reach the same quickly and without losing the driver's attention.

The central unit (Figure 1 A), the third subsystem, is formed by a single-board minicomputer with an open source “RTLinux” operating system that guarantees real-time execution and allows flexible scripting. In this way you can add functionalities to the system in a modular way 20 taking advantage of all its possibilities.

For the protection and integration of the system into the vehicle, a waterproof protective case of flame retardant plastic material 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 assess the possible causes of it With the information stored.

The subsystem of nerve sensors will be used to reconstruct the trajectory that the vehicle follows when it is in motion. To do this, the inertial sensor data (Figure 1.F) will be combined with the data from the OBDII data recording subsystem 30 (Figure 1.B). Thus, this trajectory generated from the inertial sensor subsystem can be combined with that obtained from the GPS data recording subsystem (Figure 1.E) in order to obtain greater accuracy and not lose position in areas without coverage GPS In addition, the pressure, temperature and relative humidity data provided by these sensors are used to determine the causes of possible vehicle accidents (black box functionality). They are also used to implement alarms that alert the driver when these variables present anomalous 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 saturate the storage system, older images and audio are erased progressively. Another application is to record or take pictures of the entire interior of the vehicle, using its ability to move 360 ° in azimuth and 90 ° in elevation, when requested by the user. This allows the user to know the status of their vehicle when it is parked.

The OBDII data recording subsystem (Figure 1.B) allows to analyze the driving 10 of the vehicle and send recommendations to the driver to improve the efficiency of his driving. In addition, these data are combined with those of inertial sensors and GPS data to reconstruct the vehicle's trajectory.

The GPS data recording subsystem (Figure 1.E) allows the reconstruction of the vehicle's trajectory. In addition, the GPS position of the vehicle is stored periodically in order to be able to send its position to the user through the mail server when he demands 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.

20 Next, the behavior of the central unit corresponding to the preferred mode of operation is described.

Figure 2 shows the flow chart of the general operation of the central unit at the time of initializing the system. When starting the system, a series of preliminary checks are carried out to verify that all sensors that are connected to the acquisition system are functioning correctly. In case of error, the relevant 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).

30 When the vehicle is stopped, the system operates in the embodiment illustrated in the flow chart of Figure 3. In this case, after detecting the vehicle stop state (S1), the system is listening to the Waiting to receive an SMS or email (S2). When an email is received, the type of information requested by the user (S3) will be checked. In case of sending 35 of the current location, the geodetic coordinates of the GPS sensor (S4) will be obtained and an email or SMS will be sent back with the requested information in appropriate format (S5). In case you are requested to send photographs of the state of the

Vehicle will take a picture with the system webcam (S6) and will be sent as an attachment in an email or multimedia SMS (S7). On the other hand, as long as said event of receiving an email does not occur, the system will periodically capture audio and image data from the webcam (S8) and will perform a log log with 5 of them storing them in the system memory ( S9). In order to avoid overflowing the system memory, a mechanism for checking the size used in memory by said log (S10) will be implemented and when a certain threshold is exceeded, the oldest files (S11) will be deleted.

10 When the vehicle is running the system operates in the embodiment illustrated in the flowchart of Figure 4. In this case the system performs a series of tasks, once the vehicle's state of motion has been detected (M1 ). Again the system will be waiting to receive an email (M2) in case you want to locate the vehicle, p. 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 and other sensor data (M3) and a properly formatted email with the requested positioning information (M4) will be sent. Simultaneously, the system will periodically acquire data from the GPS receiver (M5), OBDII connector (M6), inertial sensors 20 (M7), as well as temperature and pressure (M8). These measurements will be stored in memory, used for data fusion, and will be displayed using the user interaction system (M9) in the most appropriate format so as not to distract the attention of the road driver. This data will be used in turn to check the accident event (M10). While 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 airplanes. Again, in order to avoid overflowing the system memory, it will be checked if the space used in memory exceeds the allowed limit (M13), in which case the oldest files (M14) 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 rapid acceleration in any of the axles, it will be checked if the vehicle has stopped as a cause of it (M15) and If so, an emergency notice will be sent via SMS or mail (M16).

Within the flow chart above (Figures 2, 3 and 4), corresponding to the preferred embodiment, and novel in itself, the following novel methods are proposed to greater:

1.- Method to maintain and improve positioning accuracy by merging 5 data from the GPS receiver with various nerve sensors and automotive sensors, using the Kalman filter and the Ackerman model. This method applies the approximation of the Ackerman steering geometry to model the movement of the vehicle, relating the wheel speeds, vehicle rotation rate, steering wheel angle, lateral vehicle acceleration and other variables. 10 In this way, it is possible to merge the data measured by the different sensors of the system, offering greater precision and robustness against failures of any of the sensors. This fusion of the measured variables (zk) is done by means of the Extended Kalman filter to obtain the positioning information (xk).

15 SYSTEM-CAR STATUS (xk):

Xk = (xk, ykA.Uk, 5k) T

where xk denotes the UTM coordinate position on the X axis (east-west), and k denotes the UTM coordinate position on the Y axis (north-south), 0k denotes the direction of the vehicle's direction with respect to the positive X-axis, uk denotes the vehicle speed module, and 6k denotes the angle formed by the fictitious center front wheel 20 and the current heading of the vehicle.

VARIABLES MEASURED BY SENSORS (zk):

Zk = (XGNSS <yCNSS * 0GNSS- UGNSS- UFL <UFR ’URL> URR <Aw * AcC | at, Rotrate) T

where xGNSS denotes the UTM coordinate position on the X axis (east-west) supplied by the GPS receiver, and GNss denotes the UTM coordinate position on the 25 Y axis (north-south) supplied by the GPS receiver, 9GNSS denotes the heading supplied by the GPS receiver, uGNSS denotes the vehicle speed supplied by the GPS receiver, uFL denotes the left front wheel speed, uFR denotes the right front wheel speed, uRL denotes the left rear wheel speed, uRR denotes the speed of the right rear wheel, 5SW denotes the 30 angle of rotation of the steering wheel with respect to the balance position, Acclat denotes the lateral or centripetal acceleration of the vehicle, and Rotrate denotes the rate of rotation of the vehicle, that is, the rate at that changes the direction of the vehicle.

The fusion is performed by specifying the extended Kalman filter using the following state transition (/) and measurement (/ i) functions.

xk =

(x * \

yk

uk

w

“/ (** - 1) =

/ Xk-1 + & T ■ U * _a • cos (0fe_1) ^

yfc_i + AT • Ufc.i • sin (0fc-i)

»* -! + AT -A1-Un (í „_,)

L

Uk-1

^ k-l

image 1

(tan (5fc) ■ ¿) 2 + - tanCffk) ■

(Wr ■ tan (5k) \ Ufc'i1 + ------ 2L ------) 'Uk ’

T

Wr ■ tan (5fe) \ uk ‘

1 --------- ‘Sratio’ - ■ tan (5 *), - • tan (ffk)

L

where L is the distance from the front axle to the rear, Wr is the distance between 5 wheels of the rear axle, Wf is the wheelbase of the front axle, Srat¡0 is the steering ratio, that is, the factor that relates the angle turned by the steering wheel of the car ye! An angle that would turn a dummy center wheel that equals the two front wheels, and AT is the time between the acquisition of two consecutive samples.

10 2, - Accident detection method based on the combined use of automotive sensor data, inertial sensors and 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 predetermined threshold has been detected.

15 2.b) Acceleration on the vertical axis is negative several consecutive samples,

for at least half a second (involving a vehicle rollover).

2.c) The vehicle's turn rate is higher than a certain preset threshold ...

In case of accident detection by any of the three events mentioned, the system will activate an accident confirmation alert. Thus, in case of detection of

a false accident because the user has performed a strange maneuver, it will be possible to abort the actions configured in the system in case of an accident and the event will not be saved as an accident in the system memory.

5 3.- Communication and / or system information subsystem. 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 10 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.

15 4.- Asynchronous communication method / protocol with devices for obtaining vehicle information (eg its location and interior condition) on demand. This protocol consists of sending a message (with a default format) in which you request the information that you want to obtain from the system. The system processes said request and sends a response with the requested data (again in a default format 20) through the communication subsystem described above.

5.- Method for determining the optimal parameters of real-time driving and recommendation system for the user to modify their behavior. This method includes:

25 5.1) Method for determining the most appropriate gear based on the

Engine revolutions, vehicle speed and driver profile. Depending on the type of engine and fuel used, different thresholds will be used to suggest reducing or increasing gear.

5.2) Method to determine driving roughness. In the event that the user commits sudden accelerations, after performing an ARMA filtering of the signals

in the rough, you will be notified preventing dangerous situations that may cause an accident.

5.3) Method to evaluate driving efficiency based on fuel consumption, engine speed, tire wear, etc. The method

35 will provide the user with information on the evaluation of his 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 evaluated. This report will provide

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also a numerical result of the evaluation, in order to allow the user to keep track of their evolution and to be able to make comparisons with other users and to develop a ranking according to the efficiency behind the wheel of each driver.

6.- Method to reprogram the operation of the vehicle according to the conditions of the road and the driver's profile (his personal and own way of driving) adapting the behavior of the vehicle to his needs and improving the performance of the vehicle. The re-programming of the vehicle's operation will allow the following parameters to be modified by means of the OBDM standard (this method will be specific to each specific car model, so that a study for each of the car models contemplated would have to be done previously, thus achieving a full customization of the method that is most optimal):

• Turbo pressure.

• Turbo pressure threshold.

• Injection.

• Injection pressure.

• Injection pressure threshold.

• Torque, smoke and speed limiters.

Before starting the march, 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 programming of the vehicle based on external variables supplied by the acquisition subsystem, such as road conditions.

The reprogramming offered by this method allows the customization of the car, varying the curve of the torque dynamically. In this way, you can take advantage of the power in overtaking or climbing and reduce it in flat sections, allowing you to reduce vehicle consumption and pollute less.

Claims (12)

5 10 fifteen twenty 25 30 35 1- Driver assistance system characterized in that it consists of the following parts: 1.a) Acquisition or data acquisition subsystem: inertial sensors, image, video and audio acquisition subsystem, OBDII and GPS data logger. 1.b) Subsystem or central unit that takes data from the rest of the acquisition systems, is responsible for its storage, its processing and the sending of data to the various action subsystems. 1.c) Performance or user interaction subsystems: user message receiver, email server, LCD touch screen, loudspeaker and an array of luminous LEDs. 2- Driver assistance system, according to claim 1, characterized by having a data acquisition subsystem consisting 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 communication bus (B) , and of a camera with 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: collecting and storing the data acquired by the subsystems of data collection mentioned in the previous claims, process and analyze signals and data in real time, and provide information to the system user 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. In addition, this central system will allow the user to add, replace and / or eliminate the computer programs that govern said system and provide the user with the functionalities. 5 10 fifteen twenty 25 30 35 6. - Driver assistance system, according to the preceding claims, characterized in that the central unit or subsystem is located inside a waterproof protective case of plastic and fire retardant 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. - Method of acquiring and processing data of a vehicle for assistance to its driver, characterized in that it performs the following tasks: a) acquire data from the system sensors; b) store the acquired data to provide the black box functionality, deleting the oldest information as the memory is filled; 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 data from inertial and vehicle sensors (OBDII) with GPS receiver data, to improve accuracy and robustness of positioning; g) determine and notify in real time the optimal driving parameters; h) reprogram the operation of the vehicle according to the conditions of the road and the driver's profile. 9. - Method of acquiring and processing data of a vehicle for assistance to its driver, according to claim 8, characterized by performing data fusion of the GPS receiver with various inertial sensors and automotive sensors using the Kalman filter and the model of Ackerman for improving the accuracy of vehicle positioning. 10. - Method of acquiring and processing data of a vehicle for assistance to its driver, according to claim 8, characterized by the combined use of the data from the automotive sensors, inertial sensors and the GPS receiver for accident detection. 11. - Method of acquiring and processing data of a vehicle for assistance to its driver, according to claim 8, characterized by sending a warning via SMS and email in case of emergency or accident. 12. - Method of acquiring and processing data of a vehicle for assistance to its driver, according to claim 8, characterized by obtaining information of the vehicle on demand using asynchronous communication with the device. 13.- Method of acquiring and processing data of a vehicle for assistance to 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 his driving habits . 5 14. Method of acquiring and processing data of a vehicle for assistance to 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 its consumption