GB2518676A - Telematics system and associated method - Google Patents
Telematics system and associated method Download PDFInfo
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- GB2518676A GB2518676A GB1317256.4A GB201317256A GB2518676A GB 2518676 A GB2518676 A GB 2518676A GB 201317256 A GB201317256 A GB 201317256A GB 2518676 A GB2518676 A GB 2518676A
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- accelerometer
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
- G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
- G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
- G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C25/00—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass
- G01C25/005—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass initial alignment, calibration or starting-up of inertial devices
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/18—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration in two or more dimensions
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
- G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/40—Correcting position, velocity or attitude
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
- G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/52—Determining velocity
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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
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
- G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
Abstract
There is provided a telematics system wherein a data processor (16) is configured to: calculate a first rotation to isolate horizontal components of orientation data obtained from a three-axis accelerometer (14); calculate a second rotation of the orientation data dependent on acceleration data obtained from the velocity measuring device (12); and to perform the first and second rotations on the orientation data to calibrate the orientation of the accelerometer (14) relative to a vehicle (10) on which the accelerometer (14) is mounted. Processor (16) is configured to identify a first value representative of a first angle of orientation of the accelerometer (14) relative to a first axis and a second value representative of a second angle of orientation of the accelerometer (14) relative to a second axis, the first axis being orthogonal to the is second axis, and to use the first value and the second value to calculate the first rotation. An associated method of calibrating the orientation of accelerometer (14) is also provided.
Description
Title: Telematics System and Associated Method
Field of the invention
This invention relates to a telematics system for monitoring vehicle movement using an accelerometer and a velocity measuring device, such as a global positioning system, and an associated method for calibrating the orientation of the accelerometer relative to the vehicle.
Background to the invention
io Telematics systems are used in vehicles to determine the position and speed of a vehicle over time. Typically a global positioning system (GPS) is mounted on a vehicle to provide information about the location of the vehicle relative to geo-synchronous satellites and from this the speed and acceleration of the vehicle can be obtained from readings obtained over time. To provide more reliable acceleration is information, the GPS is often used in combination with an accelerometer also mounted on the vehicle. The orientation of the accelerometer relative to the vehicle is unkno and must be derived using information from the GPS and the accelerometer.
Prior art methods for calibrating the orientation of the accelerometer relative to the GPS can involve acquisition and storage of large amounts of data, so compromising processing speed unless expensive data processors are used. Other methods involve determining the orientation of the accelerometer while the vehicle is stationary which can introduce a bias and result in an inaccurate calibration, so giving incorrect information about the vehicle's speed and acceleration.
Summary of the invention
In accordance with one aspect of the present invention, there is provided a telematics system comprising a three-axis accelerometer associated with a moving object, and configured to generate orientation data, a velocity measuring device, such as a GPS or car odometer combined with detection of the angle of a vehicle's wheels, and a data processor, wherein the data processor is configured to: calculate a first rotation to isolate horizontal components of orientation data; calculate a second rotation of the orientation data dependent on acceleration data obtained from the velocity measuring device; and to perform the first and second rotations on the orientation data to calibrate the orientation of the accelerometer relative to the moving object.
Typically the accelerometer will be mounted on a vehicle also carrying the velocity measuring device. By calibrating the orientation of the accelerometer using rotations in this way, less data needs to be stored to calibrate the position of the accelerometer relative to the vehicle and the calibration can take place faster.
The first and second rotations may be combined to apply a single transfonnation to io the orientation data, which will generally be a gravity vector.
Preferably the processor is configured to identi& at least one first value representative of a first angle of orientation of the accelerometer relative to a first axis and at least one second value representative of a second angle of orientation of the accelerometer relative to a second axis, the first axis being orthogonal to the second axis, and to use the first value and the second value to calculate the first rotation. Generally the first angle will be between the gravity vector and an x-axis and the second angle is between the gravity vector and a z-axis.
Desirably the at least one first value representative of the first angle and the at least one second value representative of the second angle are trigonometric functions only.
Typically cosine and sine values will be obtained for the first angle and the second angle as accelerometer data is acquired. Using trigonometric functions instead of calculating the angle itself reduces processor time required and so improves the speed at which calibration can be achieved, with typically calibration being twice as fast when using trigonometric functions as compared to calculating angles. However alternatively the first and second values may be calculated as angles or acquired from look-up tables. If angles are calculated, then more processing time is needed than when using trigonometrical functions on a comparable processor. Using look-up tables uses up memory reducing operational processor memory.
The second rotation is preferably calculated using vector and scalar products of the accelerometer data with acceleration data obtained from the velocity measuring device.
The first and second rotations may be calculated as rotational matrices to be applied to original accelerometer data.
To ensure that data is not acquired unless a journey is being undertaken, the processor may be configured to accumulate orientation data andior velocity data when moving io between 5km/h up to 80km/h.
If desired, the processor may accumulate data for a set period of time to smooth noisy data. Typically data will be acquired for one second, this producing sufficient data for accurate calibration of the orientation to take place, but longer or shorter periods may is be desired and thus the period of data acquisition may range from 0.2 seconds to one hour.
The velocity measurement device and the accelerometer will typically generate data at different frequencies and accordingly the processor may sample the velocity measurement data and the accelerometer data at different frequencies. Thus, by way of example, the accelerometer may be sampled at 100Hz and the UPS at 10Hz.
The invention also lies in a method of calibrating the orientation of a three-axis accelerometer associated with a moving object, the method comprising acquiring orientation data, such as gravity vector data, from an accelerometer, acquiring velocity data from a velocity measuring device, such as a UPS or car odometer combined with detection of the angle of a vehicle's wheels, and supplying the orientation data and velocity data to a data processor, wherein the method thrther comprises: calculating a first rotation to isolate horizontal components of the orientation data; calculating a second rotation of the orientation data dependent on acceleration data derived from the velocity data; and performing the first and second rotations on the orientation data to calibrate the orientation of the accelerometer relative to the moving obj cct.
Typically the accelerometer is mounted on a vehicle.
The first and second rotations may be combined to apply a single transformation to the orientation data.
Desirably the method further comprises identifying at least one first value io representing a first angle of orientation of the accelerometer relative to a first axis and identifying at least one second value representing a second angle of orientation of the accelerometer relative to a second axis, the first axis being orthogonal to the second axis, and using the first value and the second value to calculate the first rotation. The first angle is preferably between the gravity vector and an x-axis and the second angle is between the gravity vector and a z-axis.
Desirably the at least one first value representative of the first angle and the at least one second value representative of the second angle are obtained as trigonometric functions only. Typically cosine and sine values will be obtained for the first angle and the second angle as accelerometer data is acquired. Using trigonometric functions instead of calculating the angle itself reduces processor time required and so improves the speed at which calibration can be achieved. However alternatively the first and second values may be calculated as angles or acquired from look-up tables.
The trigonometric fUnctions used are preferably cosines and sines and the method may further comprises calculating the sines and cosines of the angles between the orientation vector and x and z axes by normalising vector components, and calculating the first rotation as a combination of rotation by the first angle about the z-axis followed by a rotation by the second angle about the x-axis.
The second rotation is preferably calculated using vector and scalar products of the accelerometer data with the acceleration data obtained from the velocity measuring device.
The first and second rotations may be calculated as rotational matrices to be applied to the original accelerometer data.
Preferably, the orientation data and/or velocity data is accumulated when moving s between 5km/h up to 80km/h) and data may be acquired for a set period of time ranging from 0.2 seconds to one hour, and more preferably data is acquired for 0.2 to seconds.
The velocity measurement device and the accelerometer may each be sampled at a in different frequency to acconimodate different data generation rates of the velocity measurement device and the accelerometer.
If desired, quatemions may be used to fmd an average three-dimensional rotation and to apply the average rotation to the accelerometer data. is
A Newton-Raphson method may be used for performing normalisation of data components.
The invention will now be described, by way of example, with reference to the accompanying drawings in which: Figure 1 is a schematic diagram of a telematics system in accordance with the present invention; Figure 2 is a flow chart indicating steps undertaken to calibrate an accelerometer used in the telematics system; and Figure 3 is a flow chart illustrating steps undertaken to run an initial calibration.
Description
A vehicle 10 monitored by a telematics system is shown in Figure 1 with a velocity measuring device 12 in the form of a GPS and accelerometer 14 mounted on the vehicle at different positions. GPS 12 measures the position of vehicle 10 relative to geo-synchronous satellites from which can be deduced the two-dimensional velocity of the vehicle, i.e. speed and bearing, and where required altitude. Accelerometer 14 is typically a 3-axis accelerometer measuring acceleration as a gravity vector made up of components along the x, y and z axes. Both devices 12, 14 acquire data which is passed to processor 16 for processing before being sent via modem 20 to a remote sewer 22. Server 22 comprises recording and processing elements which allow information about the vehicle's movements to be recorded, andlor processed, and/or s monitored, and/or relayed to a third party.
The orientation of accelerometer 14 relative to vehicle 10 is unknown and needs to be determined if data acquired by both devices 12, 14 is to be used to provide accurate information on the vehicle acceleration. In Figure 1, the axes of the accelerometer are to shown as x-axis 24, y-axis 24', z-axis 24" with the axes of vehicle 10 being x-axis 26, y-axis 26', z-axis 26". For accelerometer 14, z-axis 24" is deemed to be the axis producing the highest readings of a gravity vector. The positive x-axis is considered as the forward direction of vehicle 10, with the x-y plane defined as the vehicle chassis. The accelerometer axes are offset from the vehicle's axes by an unknown angle.
To calibrate the orientation of accelerometer 14 relative to vehicle 10, a calibration process as shown in outline in Figure 2 is undertaken by processor 16. The calibration process involves using the UPS and accelerometer data to calculate rotations in the form of rotational matrices that can be applied to the unprocessed accelerometer data. Data from accelerometer 14 is firstly rotated to isolate components in a horizontal x-y plane which has an unknown alignment to the x-y plane of the vehicle chassis. A second rotation for the accelerometer data is calculated dependent on acceleration data relating to vehicle 10 and calculated from the (lIPS data, with the axes of the UPS acceleration data defined to be the x and y axes of vehicle 10. Applying the two rotations to the accelerometer data allows the accelerometer data to be calibrated to axes exactly match the axes of the vehicle, so giving a true acceleration of the car in three dimensions.
The calibration of the accelerometer orientation will now be described in detail with reference to Figure 2. The new method comprises two phases of calibration: rotating the orientation vector or gravity vector obtained from accelerometer 14 so that the gravity vector points along the down-axis (hereon referred to as the negative z-axis); and rotating about a vertical or z-axis in order to produce the correct horizontal accelerations. The steps are typically performed using an algorithm.
Processor 16 is a 32-bit microprocessor with 16KB of memory and can only support fixed point arithmetic. Processor 16 accumulates gravity vector readings from accelerometer 14 as long as vehicle 10 exceeds a certain speed and calculates a first rotation that directs each gravity vector reading in the negative z-direction. This is done by calculating a value representative of the angle that the (x, y) components of the gravity vector makes with the x-axis and also a value representative of the angle that the gravity vector makes with the z-axis and combining these values to give a first to rotational matrix. Processor 16 then calculates the longitudinal and lateral accelerations of vehicle 10 according to the velocity measurement from UPS 12 and calculates a second rotation required about the z-axis to match the direction of horizontal acceleration obtained from the rotated accelerometer data with the acceleration values calculated from the velocity measurements. This is done using the vector and scalar products of the two acceleration vectors obtained from UPS 12 and accelerometer 14. Finally, both first and second rotations are applied to the accelerometer data in order to rotate the original, unrotated accelerometer data to have axes corresponding to that of the vehicle's frame.
The calibration method perfonned by processor 16 will now be described in detail.
When a vehicle ignition starts, see step 30 of Figure 2, processor 16 monitors the speed of vehicle 10 using the UPS data and at step 34 begins to accumulate gravity vector data from accelerometer 14. Gravity vector data is only acquired once the speed of vehicle 10 first exceeds a desired speed that indicates the vehicle is likely to continue moving rather than, for example, parking. Once this speed, typically 5km/h is reached, step 32, and until the speed first falls back below 5km/h, step 36, the orientation data from accelerometer 14, i.e. the gravity vector data, is accumulated for a period of time, which can range from 0.2 seconds to one hour but will more usually be one second.
The rotation matrix necessary to align the gravity vector in the negative z-direction is then calculated, step 38. This is Phase 1 of the rotations needed for calibration to take place. In Phase 1, the horizontal gravity component and the vertical gravity component are calculated separately. These two components are then rotated to ensure the accelerometer data represents a gravity vector pointing downwards. To calculate the horizontal gravity component, the cosine and sine of an angle a between the horizontal component of the gravity vector and the x-axis are accumulated for s each data reading of the gravity vector. Generally the x and y components are normalised so that there is no need to consider the magnitude of the gravity vector and the normalisation factor also outputted in the process, the normalisation factor being equal to the magnitude of the horizontal component of the gravity vector. Calculating trigonometric flmctions such as the sine and cosine of the angles, rather than finding jo the angles themselves, is quicker and makes for an easier implementation in fixed point arithmetic, which enables a cheaper processor to be used. Alternatively the angles can be obtained by using lookup tables.
Once the cosine and sine of the angle representing the horizontal gravity component have been calculated, processor 16 then calculates the cosine and sine of an angle f3 between the gravity vector and the z-axis, i.e. the vertical gravity component, by normalising the horizontal gravity component with the z component of the gravity vector.
A rotation matrix is then used to invert the direction of gravity for the a and [3 sine and cosine values. This is done by rotating by -(a -about the z-axis, then by -(p +!!) about the new x-axis, so giving a rotation matrix of: /1 0 0 \fsina -cosa 0 (0 -sinfl cosfl)(cosa sina 0 \o -cosfl -sinflJ\ a o 1 / sina -cosa 0 = -cosasinfl -sinasinfl cosfl \-cosacosf) -sinacos/1 -sinfl Equation 1 The horizontal components of the gravity vector data have thus been identified.
The accelerometer data is then rotated as follows, where Rij are the components of the rotation matrix: fXR\ fR11 R12 R13\/X\ /XR11+yRl2+zRl3 (YR)=(R21 R22 R231(Y)=(xR21+YR22+zR23 \ZR/ \R31 R32 R33/ z \xR3l+yR32+zR33 Equation 2 This Phase 1 rotation of step 38 ensures the gravity is set to point downwards.
Calculating the composition of the horizontal a and vertical components separately, and then applying them to the data as a single rotation is quicker and so saves on processor time. The exact orientation relative to x-y axis of vehicle 10 is still unknown.
io Processor 16 then undertakes Phase 2 of the calibration. Phase 2 determines the horizontal rotation required to complete the uuill rotation of the accelerometer data to the vehicle's frame. It compares the accelerations derived from a two-dimensional velocity measuring device, such as UPS 12, with the x and y components of the accelerometer data that has had the Phase 1 rotation applied to it.
Generally the rotated accelerometer data and calculated accelerations will be averaged over a set period, either for a specific time or for a specific number of processing cycles dependent on the frequencies of UPS 12 and accelerometer 14 so as to allow for the accelerometer and velocity measurements to take place at different rates. This smooths noise in the sets of data.
Thus in step 40, processor 16 accumulates UPS data and rotated accelerometer vectors. Accelerations of the UPS data are calculated.
For the two-dimensional velocity data from UPS 12, the longitudinal (x, forwards positive) and lateral (y, left positive) accelerations of the vehicle xAcc and yAcc are calculated as follows, where data is obtained as speed v and heading 0 from a UPS, and t(n) is the time that the nth velocity sample [v(n), 0(n)J was taken: v(n)-v(n-1) xAcc = t(n)-t(n-1) Equation 3 O(n)-O(n-1) yAcc = -v(n) x t(n)-t(n--1) Equation 4 The minus sign in the expression for the y-acceleration indicates increasing 0 corresponds to accelerating to the right.
Two values of acceleration data for UPS 12 and accelerometer 14 are acquired at each sampling point and these are accumulated for one second, subject to the speed of the vehicle being between 5km/h and 80km/h at the start of the one second period. This overcomes two potential problems: it smooths noisy data; and it enables the velocity is measurement device to be sampled at a different frequency to the accelerometer.
Often a UPS will generate data at a frequency of around 10Hz and an accelerometer around 100Hz.
At the end of the accumulation period, the horizontal rotation of the accelerometer data required to match the directions of the two accumulated vectors is calculated using the vector and scalar products, step 42. Where 9 is the angle of said rotation about the z-axis, velAcceleration' is the acceleration vector of vehicle 10 and accelerometer' is the gravity vector from accelerometer 14 then: Iaccelerometer x velAccelerationl = IaccelerometerllvelAccelerationl sinq Equation 5 accelerometer. veL4cceleration = I accelerometer I IvelAccelerationl cos Equation 6 Normalising the scalar product with the vector product produces the cosine and sine of the angle of rotation p. By accumulating the sine and cosine of the horizontal :11 rotation angle, rather than the angle itself, processing power is reduced as using the angle itself would generate discontinuities at 3600 and require more processing power.
This calculation is repeated on sequential data readings, preferably until at least 128 values of cos q and sin ç have been accumulated for ease of processing. With a suitable processor, the calculation could be undertaken once only, rather than being repeated for a number of times.
These accumulated values are normalised to produce estimates for cos qi and sin qi, i.e. io horizontal orientation of GPS relative to horizontal (x-y) orientation of accelerometer.
The required horizontal calibrations can be averaged over a series of calibration calculations, step 44. A final rotation matrix is then calculated, stcp 46, as follows, where Hij are the components of the rotation matrix found at the end of Phase 1: fR11 R12 R13\ /cosq -sinq O\ (1111 1112 o 1R21 R22 R23J( sinq cost, OJ( 1121 1122 1123 \R31 R32 R331 \ o a / \1131 1132 1133 /1111 cosq' -1121 sinqi 1112 cos -1122 sinq -1123 sinq (Hh1sinç+H21cosq, Hl2sinq'+H22cosqi H23cosq.' 1131 1132 1133 Equation 7 The calibration is now complete, step 48. The original accelerometer data is rotated in the way described at Equation 2 and is now calibrated to the orientation of vehicle axes 26, 26', 26", so giving a final equation: (XR\ /811 812 B13\ fAll A12 A13\ 1X (YR)=j821 822 B23fli121 A22 A23fly \ZRJ k831 832 833/ \A31 A32 A33) z /1111 812 813\fXAll+yA12+ZA13 821 822 823 flxA2l+yA22+zA23 \831 832 833/ \xA3l + p132 + zA33 / (xAll + yAl2 + zAl3)B11 + (xA21 + yA22 + zA23)812 + (xA3l + p132 + zA33)813 = { (xAil + yAl2 + zAl3)B21 + (xA2l + p122 + z.423)B22 + (xA3l + yA32 + zA33)823 \ (xMl + p112 + zAl3)831 + (xA2l + yA22 + zA23)B32 + (xA3l + p132 + zA33)833 Equation 8 Undertaking the above data processing steps uses approximately 1KB of the 16KB memory of processor 16.
When undertaking the processing steps, and when normalising the respective component of the gravity vector by calculating square roots, typically a Newton-Raphson method will be used to find the square root of x. Thus working in fixed point arithmetic, one takes a first guess Yo of 2"{bit length of x}; then iterate three times using: Equation 9 For accuracy, generally 4 bits to the right of the decimal point will be used when using 32-bit fixed point arithmetic. To increase processing speed, bit-shifting is used IS whenever multiplying or dividing by a power of 2. For the outputted sine and cosine, it is recommended to use 10-bits to the right of the decimal point.
When a telematics unit comprising GPS 12, accelerometer 14, processor 16 and modem 20 is newly installed with no prior calibrations, it is desirable to obtain results quickly with a satisfactory level of accuracy and the initial calibration is adjusted, see Figure 3. After starting, step 60, the gravity vector is measured at rest for 15 samples initially, step 62, to complete the Phase 1 calibration, step 64. Then a Phase 2 calibration is completed as above, steps 68 to 72, except for undergoing 64 acquisitions of both cos p and sin p rather than 128. This allows rotated data to be outputted as soon as possible.
The gravity vector can be accumulated over subsequent calibrations, although in this case exponential forgetting is ideally used to prevent overflow in fixed point arithmetic and to place appropriate weight on more recent calibrations in case the orientation of accelerometer 14 changes relative to vehicle 10.
Instead of accumulating the gravity vector, cos q, and sin qi between successive calibrations, the rotation outputted from the method can be converted to a quatemion.
These quatemions are then averaged, with or without exponential forgetting, and renormalised (since rotation quaternions have unit magnitude) to produce an output quaternion, which is to be interpreted as its corresponding rotation. The accelerometer data can then be rotated by this rotation, preferably using a rotation matrix, but any other method may be executed.
Any of the accumulating stages of Phase two can be omitted, although this is likely to produce less accurate results.
to The method described above is equally applicable to other systems such as (lIPS navigation systems assisted by an accelerometer.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
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| GB1317256.4A GB2518676B (en) | 2013-09-28 | 2013-09-28 | Telematics system and associated method |
| EP14186140.1A EP2853901B1 (en) | 2013-09-28 | 2014-09-24 | Telematics system and associated method |
| US14/497,696 US10082522B2 (en) | 2013-09-28 | 2014-09-26 | Telematics system and associated method |
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| GB1317256.4A GB2518676B (en) | 2013-09-28 | 2013-09-28 | Telematics system and associated method |
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| GB2518676A true GB2518676A (en) | 2015-04-01 |
| GB2518676B GB2518676B (en) | 2019-04-10 |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| US9958473B1 (en) * | 2017-05-01 | 2018-05-01 | Smartdrive Systems, Inc. | Calibrating sensor unit orientation for use in a vehicle monitoring system |
| US11473911B2 (en) * | 2017-10-26 | 2022-10-18 | Sony Semiconductor Solutions Corporation | Heading determination device and method, rendering device and method |
| GB2583914A (en) * | 2019-05-07 | 2020-11-18 | Intercept Ip Ltd | Accelerometer calibration |
| DE102019117089A1 (en) * | 2019-06-25 | 2020-12-31 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method for calibrating the orientation of an acceleration sensor provided in a vehicle |
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| GB201317256D0 (en) | 2013-11-13 |
| EP2853901B1 (en) | 2018-11-21 |
| US20150094977A1 (en) | 2015-04-02 |
| EP2853901A1 (en) | 2015-04-01 |
| GB2518676B (en) | 2019-04-10 |
| US10082522B2 (en) | 2018-09-25 |
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