FIELD OF THE INVENTION
[0001] The present invention relates generally to communications and more specifically to
a novel and improved telematics communication device for automotive applications.
The present invention also relates to a novel and improved method for emergency signalling
for automotive applications.
BACKGROUND OF THE INVENTION
[0002] Latest developments in automotive electronics are dealing with the automatic monitoring
of the state of a vehicle, such as a car, bus, train, airplane, or any similar vehicle.
Such monitoring is based on the integration of numerous sensors into the bodywork
such that the vehicle's most important structural and functional parts may be monitored.
It is becoming of increasing interest to collect a variety of information, regarding
different aspects of a vehicle, which may have different applications depending on
their usage.
[0003] As an example, a first level of monitoring could be based on vehicle diagnostics,
such as wheel tire pressure or wear, oil or fuel liquid levels, structural integrity
measurements, or any other vehicle parameters which give an indication as to the "health"
of the vehicle in terms of mechanics and electronics. A second level could be based
on vehicle live parameters, such as speed, average fuel consumption, driving distance
left till next fuel tank fill up, number of passengers, how many passengers have their
seatbelts attached, temperature at different locations of the vehicle, or any other
measurements which give an indication of the current state of the vehicle at any one
moment in time in terms of its current usage patterns.
[0004] Location determination is one such measurement, giving an indication of the positional
state of the vehicle, which has been widely accepted by vehicle users as an aid in
route calculation and navigation. Current positioning devices within vehicles are
stand-alone units comprising a Global Navigation Satellite Systems GNSS, which may
be bought off-the-shelf and fixed to the windscreen or dashboard of the vehicle at
a distance easily accessible by the driver. A disadvantage with such systems is that
they provide a single functionality without any further connectivity, either externally
or with other electronic devices inside the same vehicle.
[0005] Most other vehicle state information is gathered via sensors in a central controller,
normally comprised inside a telematic unit. Current telematic units collect sensor
data, and after some processing, display the raw data or simple statistic information
in the vehicle's dashboard directly. A disadvantage with these current telematic units
is also their independence from other vehicle systems as well as their lack of external
connectivity.
[0006] Therefore current vehicle units do not provide the possibility for live periodic
transmission of vehicle telematic data to an external entity, such as a server, or
data warehouse. Furthermore, these parameters are an example of information which
belongs to the same vehicle, however they are provided independently from each other.
In other words, their delivery to the user of the vehicle is performed in a mutually
independent manner. It is therefore the user, being the driver or passenger, which
decides how to use or combine the information being provided via a variety of sources.
[0007] Therefore there is a need to take advantage of the synergistic effect of the combination
of a variety of vehicle statistical data, currently only available in a mutually independent
manner. Furthermore, there is a need to combine location information with other vehicular
data in order to provide the users of the vehicle with location based services, and
also in order to provide location based services which are vehicle specific. Such
service provision would be dependent on a combination of vehicular state information,
and vary according to the first, second, or other levels of vehicle diagnostics provided
by the multiple sensors or electronic control units throughout the vehicle.
[0008] One example where such information is advantageous if provided in combination is
in solving current traffic problems in large urban areas. Another example would be
for vehicle manufacturers to analyse the driving habits of their customers. Yet another
example would be for the public traffic authorities to understand why certain "black"
spots cause so many accidents.
[0009] Yet another vital application is the transmission of an SOS emergency signal in cases
of distress, or heavy vehicle accident, to a central node for further routing to the
appropriate emergency services, such as police, ambulance, fire brigade, or the like.
Such a service is being developed in several countries, and may be known as automatic
emergency call, or eCall system.
[0010] Current commercialised positioning units which may be considered for use in possible
eCall systems have developed from previous positioning units in that they incorporate
external communication functionality to a central server. The idea with these current
eCall systems is that they transmit the position of the vehicle when activated. However
the disadvantage with these current solutions is that they cannot provide any other
vehicle information to any external entity as they are limited to transmitting only
position information which has been determined within the same unit.
[0011] Another disadvantage to the current eCall units available to vehicle users is that
whereas the main unit is installed somewhere in the vehicle (central console, central
tunnel, trunk, or similar location), the antennas for wireless communication, for
example cellular, and/or navigation service provision via a Global Navigation Satellite
System GNSS, are external, installed on top of the roof, windshield or other part
of the vehicle, depending on the specific cellular or GNSS antenna characteristics.
Hence the connection from the positioning unit to the antennas requires typically
a long coaxial cable for each antenna.
[0012] The choice of having an external antenna connection has the advantages of good electromagnetic
characteristics, such as good transmission and reception performance. However, on
the other hand, external antennas increase integration costs (cost of cabling, connectors
and operator installation time), as wiring cannot be standardized (as it varies from
vehicle to vehicle). Additionally, external antennas easily suffer breakage, either
due to clipping with external objects, such as the roof of a tunnel or garage, or
due to other acts, such as vandalism.
[0013] Another problem with current eCall units is their dependence on the wired connection
with the vehicle's main power supply. Since they have not been designed with the possibility
of complete loss of connectivity due to an accident, when vehicles comprising these
current units undergo a heavy crash, the unit's wired connections are severed, in
addition to the whole unit being destroyed in the process. Therefore they would neither
have electric power, nor wired connections to the external antennas, for emitting
a distress signal after the accident. This could have disastrous consequences in case
of accidents where the chance of survival of injured passengers depends directly on
the reaction time of the emergency services.
[0014] Documents
EP 1338 058 B and
WO 01/80353 A disclose communication and control systems/ antennas incorporated into the rearview
mirror assemblies of a vehicle. The former document discloses a multiservice antenna
system integrated in a plastic cover fixed in the inner surface of the transparent
windshield of a motor vehicle. The shape and design of the antenna arc based on combined
miniaturization techniques which permit a substantial size reduction of the antenna
making possible its integration into a vehicle component such as, for instance, a
rear-view mirror. At least a first antenna of the antenna system includes a conducting
strip or wire, being shaped by a space filling curve. Similarly, document
WO 01/80353 A discloses a vehicle communication and control system that may be readily installed
in a vehicle and that utilizes minimal additional wiring. According to some of the
disclosed embodiments of said document, the electrical components of the "brick" of
a communication and control system are integrated into a rear-view mirror assembly.
Preferably, the microwave antenna (50) for the GPS (80) and the cellular telephone
antenna (114) are also integrated into the rear-view mirror assembly.
[0015] Documents
US 2007/167147 A1 and
EP 1 486 760 A1 refer to wireless communication means providing an emergency notification, for instance,
positioning information of a vehicle. In particular, document
US 2007/167147 A1 discloses a method and apparatus for providing emergency notification by a wireless
mobile device in response to triggering a sensor. A detection system, which may be
located within a vehicle, comprises one or more sensors configured to sense an emergency
event and transmit a message via a wireless link regarding the emergency event. The
integrated vehicle telematic system disclosed in document
EP 1 486 760 A1 comprises wireless communication means and means for receiving data from a positioning
system to derive positional information. The telematic system further comprise integrated
antenna means for said wireless communication means and said means for receiving data
from a positioning system. The telematic system is further adapted to be arranged
at a location within said vehicle providing for good antenna properties.
[0016] Reduced size antenna systems are described in documents
US 2005/259013 A1 and
US 2003/151556 A1. The former relates generally to a new family of antennas with a multiband behaviour
and a reduced size. The general configuration of the antenna consists of a multilevel
structure which provides the multiband behaviour, combined with a multilevel and/or
space-filling ground-plane. The multilevel structure consists of two arms of different
length that follow a winding parallel path spaced by a winding parallel gap (parallel
to the arms) with a substantially similar shape as each of said arms, that is, with
a similar winding path as the aims. The resulting antenna covers the major current
and future wireless sendees, opening this way a wide range of possibilities in the
design of universal, multi-purpose, wireless terminals and devices.
[0017] Document
US 2003/151556 A1 discloses an antenna system including a fractalized element that may be a ground
counterpoise, a top-hat located load assembly, or a microstrip patch antenna having
at least one element whose physical shape is at least partially defined as a first
or higher iteration deterministic fractal. The resultant fractal element may rely
upon an opening angle for performance, and is more compact than non-Euclidean ground
counterpoise elements or the like. A vertical antenna system includes a vertical element
that may also be a fractal, and a vertical antenna can include vertically spaced-apart
fractal conductive and passive elements, and at least one fractal ground element.
Various antenna configurations may be fabricated on opposite surfaces of a substrate,
including a flexible substrate, and may be tuned by rotating elements relative to
each other, and/or by varying the spaced-apart distance therebetween. Fractalized
ground counterpoise elements and/or microstrip patch antenna systems may be fabricated
on a flexible printed circuit substrate, and/or placed within the support mount of
a cellular telephone car antenna.
SUMMARY OF THE INVENTION
[0018] It is therefore an object of the present invention to provide a solution to the above
mentioned problems.
[0019] The invention is defined by the independent claims. Further aspects of the invention
are outlined in the dependent claims. Embodiments which do not fall within the scope
of the claims do not describe part of the present invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] The features and advantages of the present invention will become more apparent from
the detailed description set forth below when taken in conjunction with the drawings,
in which like reference characters identify correspondingly throughout.
- Figure 1
- shows a functional block diagram of an exemplary in-vehicle telematics communication
device according to the present invention.
- Figure 2
- depicts the inside of an exemplary in-vehicle telematics communication device according
to the present invention.
- Figure 3
- depicts the housing of an in-vehicle telematics communication device according to
the present invention.
- Figure 4
- is a graphic representation of various antenna integration strategies possible according
to the teachings of the invention.
- Figure 5
- is a graphic representation of cellular antenna characterization at different locations.
- Figure 6
- is a graphic representation of GNSS antenna characterization at different locations.
- Figure 7
- is a graphic representation of Bluetooth antenna characterization at different locations.
- Figure 8
- is a graphic representation of the radiated emissions from the vehicle in an example
GNSS band.
- Figure 9
- is a graphic representation of the radiated emissions from the vehicle in an example
cellular band.
- Figure 10
- represents graphically the flexibility and malleability of the housing of an exemplary
device according to the present invention.
- Figure 11
- represents graphically the modularity of the housing of an exemplary device according
to the present invention.
DESCRIPTION OF THE EMBODIMENTS OF THE INVENTION
[0021] From the following description, it will be understood by the person skilled in the
arts that although any one preferred aspect of the invention already provides solutions
to the problems of the prior art devices and methods, the non-obvious combination
of multiple aspects provides additional synergistic advantageous effects over the
prior art.
[0022] FIG. 1 depicts the functional block diagram of an example telematics communication
device 100. The device 100 is adapted to support a wide range of services, such as:
- Automatic emergency notification (eCall);
- Manual emergency notification;
- Breakdown assistance (bCall);
- Remote vehicle diagnostics;
- Toll collect;
- Pay as you drive (PAYD);
- Stolen vehicle location;
- Remote door lock/unlock;
- Fleet management.
[0023] In order to provide such wide ranging services, numerous telematic data must be collected
from different sensors. The multiple sensor units fixed all over the vehicle may transmit
raw measurements to a central processing unit. They may also be integrated within
a single module together with an electronic control unit, where a preprocessing of
measurements is performed, in order to transmit to the central controller, or even
to other modules, data already in a state which might be further utilised.
[0024] Example measurements could include a sub-set from a plurality of telematic data,
such as:
- wheel tire pressure or wear;
- liquid levels (oil, fuel, coolant), average fuel consumption, driving distance left
till next fuel tank fill up;
- structural integrity measurements;
- speed, acceleration, maximum speed reached;
- number of passengers, how many passengers have their seatbelts attached;
- temperature at different locations of the vehicle;
- airbag deployment flag as an indicator of the occurrence of an accident;
- window open/close, doors locked/unlocked.
[0025] The performance of the telematics device is dependent on a plurality of parameters:
- wireless communication reception sensitivity;
- wireless communication transmission range;
- internal data communication;
- processing power;
- overall volume and weight;
- ease of integration and installation at production line;
- accuracy of positioning system;
- availability and integrity in the positioning.
[0026] The power supply means of device 100 comprises a DC/DC converter 105 connected to
the vehicle's main power supply line 101. Power supply means also comprises an internal
backup battery 104 connected to the remaining circuitry and processing means 108 via
switch 107. Thanks to its high processing power, the unit is able to run several services
and communication technologies at the same time, and can operate as the main telematics
gateway of the vehicle.
[0027] Processing means 108 comprises means for control processing 109 as well as means
for internal communications 110 with the rest of the vehicle. These two functionalities
may be comprised within the same programmable micro-controller or they may be independent
inter-connected units, as depicted via the broken line.
[0028] Control processing means 109 is adapted to detect a loss of connectivity, via data
line 106, with the vehicle's main power supply line 101 and therefore activate switch
107 to connect the internal backup battery 104. Such automatic detection of loss of
power has the advantage of providing service continuity in case the telematics communication
device's connection to the vehicle's cables is lost, for example, due to a crash.
Therefore the device of the present invention can continue to function and transmit
data independently from this connection, at least temporarily, for a duration of several
hours.
[0029] Such data provision continuity may be vital in order to request the immediate assistance
of emergency services. After connectivity with the vehicle's main power supply line
101 is re-established, processing means 109 is adapted to recharge the internal backup
battery 104 via internal recharging circuitry. Once recharged, means 109 is adapted
to disconnect switch 107, thereby leaving battery 104 ready for the next eventuality.
[0030] Means for internal communications 110 provides connectivity with multiple modules
throughout the vehicle. Each module may comprise a single sensor unit, a single electronic
control unit ECU, or a combination of sensor and electronic control units. Therefore
the internal communications means 110 interfaces with at least one module via data
cable 102. Such connectivity is possible as the means for internal communications
implements a data networking protocol which interfaces with similar protocols in the
different modules.
[0031] Therefore data from the sensors and/or electronic control units are routed via the
vehicle cable to the telematics communication device. This data is received by the
means for internal communications 110 and may be further routed either as non-processed
raw data, or a combination of such information may be further processed by the control
processor means 109. Whereas prior art telematics units comprised a plurality of connections
to multiple points within the vehicle, the number of external connectors in the device
of the present invention has been reduced to only one, the main connector of the vehicle.
[0032] An example of one such networking protocol is the CAN protocol for vehicle data communications.
In such example data cable 102 would be a CAN Bus, and every module within the vehicle
would comprise a CAN communications unit connected to the CAN Bus. However any other
protocol providing internal data connectivity over a common communications line may
be implemented.
[0033] Processing means 108 is adapted to further connect with wireless communications means
via switch 111 and connection 120. Means 108 can therefore open or close this switch
depending on whether the telematics device is to have wireless functionality or not.
In the case where the only connection of the telematics device is intended through
wireline connection, this section would be disconnected from the means for power supply.
[0034] Wireless communication means may comprise an internal wireless communication section
and external wireless communication sections, both functionalities being shared by
a common wireless controller 114. It will be understood by the person skilled in the
art that the two functionalities may be implemented as completely independent units
as well.
[0035] Wireless controller 114 comprises a radio frequency section for long range communications
and a Bluetooth module 116 for short range communications. A position determination
module 112, comprising a Global Navigation Satellite System as well as optional inertial
sensors, provides the additional location information in case necessary.
[0036] Radio frequency section comprises at least one transceiver for cellular communications,
connected to RF antenna 115. When more than one cellular communication protocol is
being implemented, the plurality of transceivers may be implemented as a software
definable radio SDR unit, sharing a common antenna. Optionally, separate antenna units
may be provided, or in combination with separate transceiver units. Common cellular
standards currently in use are based on the GSM, CDMA, or OFDMA standards. Optionally
antenna 115 may be a multiple input multiple output MIMO antenna. The implementation
of such a cellular unit, according to the plurality of communication protocols, is
within the scope of the person skilled in the art and will not be further detailed
here.
[0037] Wireless controller 114 has a data connection to processing means 108 to collect
the data being provided via the wireline connection, either in raw format or processed,
in order to transmit it to vehicle-external servers, or vehicle internal modules.
[0038] Bluetooth module 116 has also the functionality for internal data communications
due to its short range communication characteristics. Therefore it complements the
internal communication means section for providing data to, and receiving from, sensors
and/or electronic control units which do not necessarily have a cable connection via
the internal data networking protocol.
[0039] This additional connectivity is especially advantageous in case the standard cable
connections 118 and 102 are lost, for example due to a heavy accident. In such a situation
the Bluetooth module 116, connected to the vehicle's speakers and microphone, would
provide an uninterrupted audio link between the passengers of the vehicle and the
operator of a central emergency service. Such audio link is instrumental in saving
lives when be used for providing vital first aid instructions either to the passengers
themselves or to pedestrians.
[0040] Similarly, the Bluetooth module may be configured to act as a backup external transmission
device by attempting to link to an on-board phone, or a passenger phone with activated
Bluetooth functionality. Periodic dialling of the default emergency services telephone
number would provide redundancy in attempting to notify the appropriate emergency
services.
[0041] Another advantageous example for this wireless connectivity is to have a Bluetooth
SOS button in the vehicle's dashboard. Therefore a user may still request assistance
manually via the wireless connection, even if the standard cable connection 119 is
lost. The button may also be in the form of an LED, which would be activated in case
of an accident to signal visually the position of the SOS button.
[0042] The position determination module 112 may be based on a plurality of location determination
services. One such system is the Global Positioning System GPS, readily made available
for use for the general public. Other systems such as GLONASS, IRNSS or COMPASS also
exist for different geographical regions in the world. In the case of Europe the satellite-based
system being developed is the GALILEO satellite system.
[0043] The GNSS system implemented may be additionally complemented via inertial sensors
located within module 112. Inertial sensors have the functionality of improving the
location estimate calculated from the signals received via the plurality of satellite
transponders. In particular, they have the functionality of updating the current location
of the vehicle in the interval between the reception of different satellite signals.
Therefore since the location is constantly tracked, at any one time very accurate
position information will be available.
[0044] Dead reckoning is the process of estimating a vehicle's current position based upon
a previously determined position, or fix, and advancing that position based upon known
speed, elapsed time, and course. Classic schemes of Inertial Navigation Systems INS
include external motion sensors such as gyroscopes, accelerometers and other devices
besides a GNSS receiver. These sensors increase highly both the final price of the
equipment and the complexity of the installation into vehicles.
[0045] The telematics communication device object of the present invention provides the
innovative solution whereby the telematic information gathered via the vehicle's data
bus is used for building an INS based on these data. With such procedure the accuracy
of the positioning service is improved in hard environments with low satellite coverage
in a cost effective and reliable manner.
[0046] Relevant telematic data, in addition to the location information provided by the
GNSS module, obtained from the vehicle's internal communication bus could be:
- Yaw rate provided by a gyroscope;
- Differential wheel ticks;
- Unified wheel ticks;
- Acceleration provided by accelerometers.
[0047] Particular advantage of this characteristic is provided in areas where satellite
coverage is blocked by large obstacles, such as building or tunnels in urban zones,
or forest or mountains in rural zones. Therefore location information provision will
still be possible when the vehicles are transiting through regions of low satellite
signal level reception.
[0048] Prior art positioning applications suffer from a basic limitation in that they do
not guarantee service availability nor service integrity. These two aspects are indispensable
for the provision of a plurality of services. Service integrity is an important component
for the implementation of GNSS safety critical applications as well as for liability-critical
applications. The latter applications are delicate in that performance problems can
generate significant legal or economic consequences when not properly identified.
[0049] The telematics communication device of the present invention conforms to the service
requirements in order to provide the necessary guarantee to fulfil service availability
and integrity needs. This is possible due to the integration of a Protection Level
PL calculation with each position determination. The Protection Levels correspond
to the radius of a plurality of circumferences centered at calculated positions. The
multiple circumferences build a region where the actual calculated position is guaranteed
to a pre-determined level. The telematics communication device of the present invention
has been designed to comply with a protection level with a probability of 99.9999%.
[0050] Protection Level analysis while designing the device filters the wrong detections
and thereby avoids problems caused by erroneous calculations. This is especially important
in liability-critical applications: for example, in an electronic toll collect system
that charges the user depending on the number of kilometers driven within a specific
road or zone.
[0051] FIG. 2 depicts a section of the inside of an exemplary telematics communication device
of the present invention. The compact design can be readily appreciated in this configuration
200. A section of the power supply means 201 is contiguous to the internal backup
battery 202. Connector 203 provides wireline connectivity between the device and the
rest of the vehicle. In particular, the telematics communication device is provided
with electric power supply via this connector. Likewise, most data communication and
exchange with the rest of the vehicle normally takes place via connector 203.
[0052] A particular advantage of the device of the present invention is the complete integration
of the antennas from the different communication means, thereby removing the necessity
of having a long external coaxial cable connecting the telematics device with external
antennas. Similarly, the antennas are protected from tampering, therefore guaranteeing
permanent connectivity. The various antennas of the at least one communication module,
from the group of cellular RF, Bluetooth or GNSS antennas, are built in such a way
that they comply with the compact limitation of the device's housing. The integrated
cellular and Bluetooth antennas 205 are designed not to be contiguous with GNSS antenna
204 in order to minimise interference.
[0053] The integration of prior art external antennas into such small devices is possible
via the use of miniaturized communication antennas based on space-filling geometries
or Planar Inverted F Antenna PIFA structures.
[0054] In an embodiment at least one antenna may be a space-filling curve antenna in the
form of a circuit board, with a printed pattern based, at least in part, on specific
space-filling curve geometry. Due to the pattern fixing process, there is no constraint
that the board be flat. The circuit board may have many different shapes and forms,
be flat or curved, spherical or conical, as long as it can contain the copper serigraphy
which will form the antenna pattern.
[0055] The high adaptability of the pattern design allows for the integration of the miniature
antenna into a wide variety of shapes. However, no matter the shape or form of the
antenna, its space-filling curve pattern is designed in order to enable it to receive
either GNSS signals, or receive and transmit RF signals or Bluetooth signals.
[0056] Antennas based on space-filling curves are characterised by their self-similar repetitive
designs, enabling to maximise their length, or increase their perimeter, to cover
inside sections or outside structures, of the supporting material which can receive
or transmit electromagnetic signals. A space-filling curve can be described as a curve
that is large in terms of physical length but small in terms of the area in which
the curve can be included. Whatever the design of such space-filling curve is, it
can never intersect with itself at any point except the initial and final point (that
is, the whole curve can be arranged as a closed curve or loop, but none of the parts
of the curve can become a closed loop). A space-filling curve can be fitted over a
flat or curved surface, and due to the angles between segments, the physical length
of the curve is always larger than that of any straight line that can be fitted in
the same area (surface) as said space-filling curve.
[0057] The self-similar repetitive design is obtained via a multi-scalar repetition of a
pattern, or motif, and results in the advantageous characteristics described, among
which are its ability to operate simultaneously at a plurality of frequency bands,
and frequency ranges, as well as providing the possibility of integration. The inconvenience
of the long coaxial cables connecting external antennas with the telematics unit of
the prior art is solved by providing at least one antenna with a highly compact pattern.
This characteristic enables the space-filling curve antenna to be implemented in an
exceptionally small surface area, allowing it to be integrated with a single housing.
[0058] The space-filling curve pattern may be printed on a standard copper printed circuit
board. An example of such a board would be the thin FR4 PCB (example dimensions: 35µm
Cu, 0.2mm thick) as well as other supports which offer a good compromise between ease
of assembling, flexibility, cost and dielectric properties. As supports for the copper
either blended plastic films, Moulded Interconnected Device MID technology, cartons
or flex-film may be used. Other materials which offer the advantageous feature during
integration of flexibility are ceramic-based materials. The antenna may be integrated
into the device by attaching it via clips or heatstaking it to the device.
[0059] One example of how a space-filling curve antenna may be designed is following the
Hilbert geometry as it offers a very high degree of miniaturisation. Consequently,
it also offers good integration characteristics inside the device. The Hilbert geometry
allows for a variety of designs where different patterns vary in complexity and degree
in which the space of the antenna is filled. The overall effect is to change the antenna's
effective length and therefore electromagnetic properties.
[0060] As can be seen from FIG. 4 various designs exist offering a good compromise between
performances and integration power. FIG 4A depicts the front cover 401, the back cover
403 and the printed circuit board 402 of an exemplary device according to the present
invention, where the antennas are assembled in the PCB . FIG. 4B depicts the PCB 402
with the pattern printed 420 on the board. FIG. 4C depicts the pattern printed on
a flexible plastic film 430, which may then be fixed on any surface of the housing
or the board. FIG. 4D depicts the integration of the antennas 440 using MID technology.
[0061] However other antenna geometries exist which offer the advantages of high degree
of miniaturisation. Antenna patterns may be designed by using the Koch geometry or
the Meander geometry. Further miniaturisation may also be achieved via the use of
a PIFA configuration, consisting on connecting two parallel conducting sheets, said
sheets separated either by air or a dielectric, magnetic or magnetodielectric material,
said sheets connected through a conducting strip near one of the sheets corners and
orthogonally mounted to both sheets. The antenna is fed through a coaxial cable, said
coaxial cable having its outer conductor connected to first sheet, being the second
shit coupled either by direct contact or capacitatively to the inner conductor of
said coaxial cable.
[0062] Space-filling curve antennas may also be designed as a conducting arm, part of the
arm being shaped as a space-filling curve, or as a miniature microstrip patch antenna,
part of said space-filling curve antenna being shaped as a space-filling curve, based
on any of the abovementioned geometries. Space-filling curve antennas may also be
formed as a superposition of two conducting sheets. These conducting sheets may have
a space-filling curve pattern designed on them, or they may have a gap shaped as a
space-filling curve.
[0063] The various patterns are carefully designed in order to provide a good compromise
between antenna performance and degree of integration. The correct choice while designing
the geometry of the antenna will depend on a number of factors, as well as finally
affect the performance of a number of parameters of the antenna 100. Among these factors
and parameters are antenna size, its relative gain, electromagnetic radiation patterns,
impedance characteristics, degree of flatness or curvature, frequency range of operation,
antenna efficiency, specific absorption rate and polarization.
[0064] It is to be understood that the advantageous features of the preferred embodiments
of the present invention are equally applicable to other types of space-filling curve
antennas such as, IFA, monopole, dipole, coupled monopole, or loop antennas, and the
person skilled in the art is able to apply the miniaturisation and integration teachings
described to space-filling curves and PIFA antennas to any combination of antennas.
[0065] The antennas depicted in FIG. 2 are located inside the housing of the telematics
device. However the at least one antenna may be also integrated on the exterior of
the back cover. In either configuration the shape of the antenna's board is chosen
to fit in with the rest of the components.
[0066] The advantages of integrating the miniature space-filling curve antenna within the
same housing as the remaining components are readily apparent, as the pattern may
be also designed to optimise its fit in relation to the remaining components, following
the constraints of the printed circuit board size, area and forms, as can be appreciated
from FIG. 4D. When integrated within the housing the space-filling curve antenna pattern
is designed to be located substantially along the outer perimeter of the communications
device or of the antenna's PCB, in order to maximise its irradiating characteristics
and minimise the interference and electromagnetic coupling of other electronic modules.
The space-filling curve may also be designed to be integrated either in parallel to
the PCB or perpendicular to it. Either way, or even at any other angle, the advantages
of flexibility while designing the pattern exist in order to achieve the advantages
of highest integration and lowest interference reception.
[0067] FIG. 3 depicts the housing of an exemplary telematics communication device of the
present invention. Device 300 is designed to be embedded inside vehicles and be able
to operate in extreme situations, for example, after a heavy accident, where most
of the vehicle's integrity has been compromised. Even after the whole vehicle's mechanic
structure has been destroyed, device 300 is able to operate in order to transmit,
for example, an SOS emergency signal with the necessary telematic information.
[0068] Device 300 comprises a housing 301, wherein all the different components providing
the advantageous aspects of the invention are integrated, and a connector 302, for
connecting the various data cables to the internal vehicular data network and the
power line to the vehicle's main power supply.
[0069] All the components of the telematics communication device are integrated in a compact
manner resulting in a discrete small telematics box. Such device can be positioned
inside the vehicle in remote locations, such as in vehicle zones protected by the
vehicle's own structure. Such positioning safeguards the telematics communication
device's integrity best in situation of heavy collision. Therefore the correct internal
component layout design within housing 301 provides the advantage of flexibility while
installing the device inside the vehicle, and allows it to be placed in the safest
less accident-prone zones.
[0070] Such placement of the telematics communication device has the additional advantage
whereas important components will not be easily accessible for by-passers. In particular,
it will be very difficult to steal such a device, tamper with it, and therefore extra
protection against vandalism is provided.
[0071] These advantages may be obtained also by designing the housing of the telematics
communication device in order to provide it with a degree of flexibility to fit the
shape and form of the place within the vehicle where it will be lodged. Such flexibility
may be provided by building the housing from an inherently flexible and mouldable
material, which once placed within the vehicle, may be solidified into place, for
example through heating, or via a chemical reaction, or the application of electricity.
FIG. 10A depicts an example housing of a device before fitting into the vehicle, and
FIG. 10B depicts the housing conformed to the spacing of the vehicle. Such procedure
would enable the device to be fit into non-uniform spaces, around or in-between existing
objects, therefore optimising space occupation as well as overall protection, due
to the shaping of the flexible part 1001 of the structure. Either the whole structure
or part of it may be made conformable.
[0072] The housing of the device itself may also be designed to comprise at least two inter-connected
modules 1101, 1102, as in FIG. 11, wherein the connection 1103 is made from a thin
flat flexible material or cable. Antenna elements could be placed in one of these
modules, whereas other electronic components, usually bigger in size, could be placed
in other modules. Depending on the overall size and layout of the internal components,
the telematics communication device could comprise two, three or more of these modules
electrically and physically connected with each other so that the device may be fit
into a free space within the vehicle even in difficult to reach zones, or spaces with
a not well defined shape, for example, around or in-between other components and objects,
such as pipes, or vehicle mechanical parts. The modularity of the device's structure
provides the flexibility during placement, and allows finding the optimal place and
orientation for the antenna elements inside the vehicle.
[0073] A combination of these integration strategies is also possible. The housing could
be designed to be modular, as in FIG. 11, and have at least one flexible malleable
module 1102. Such a combination would maximise the integration capabilities of the
device in non-accessible zones, therefore increasing its security against theft and
structural deformations due to heavy crashes.
[0074] The small size of the device allows it to be placed in more accessible locations
as well. Such necessities may arise in order to extend the possibilities of integration
and vehicle-dependent customisation, especially when the main vehicle parts have already
been mounted, and the less accessible regions are not an option for device placement
anymore. More common locations where the telematics communication device may therefore
be placed are for example under the dashboard, inside the glovebox, inside the central
console, or inside the trunk.
[0075] In general terms, the smaller the volume the easier its integration inside the vehicle.
In an exemplary device according to the present invention the device has approximate
dimensions which do not exceed 120mm x 65mm x 35 mm. Moreover, its design can be customized
in several forms and shapes in order to fit inside places with very different dimensions
and configurations inside the vehicle bodywork.
[0076] The device's integrity is further safeguarded by the correct choice of materials
for the housing 301. Special plastic polymers may be chosen which provide the housing
with extra mechanical strength, which in turn will result in a device 300 less prone
to damage when under stress. Example materials may be based on glass fibre reinforced
polyamides, or polypropylene with talc. The shape and form of housing 300 is also
so designed to improve the crash-resistant characteristics of the telematics communication
device 300. The resulting compact and robust electronic and mechanical design is able
to withstand the stresses and G-forces present in an accident scenario.
[0077] In order to provide the exemplary device with an even higher resistance to heavy
loads and pressure, existent in vehicle crash scenarios, the space within the housing
of the telematics device may be filled with a solidifying material, such as silicon
or resin, so that after solidification extra strength is provided to the walls of
the device in addition to the increase in device integrity.
[0078] Dynamic scenarios have been simulated in order to determine the stresses and G-forces
applied to the unit in case of vehicle crash when installed in several vehicle locations.
The material of the packaging has been selected to provide the best mechanical behaviour
while maximizing antenna performance.
[0079] These integrated antennas may also be optimized for performance by choosing the correct
placement of the device inside the vehicle. Since the resulting telematics communication
device object of the present invention comprises complex communication circuitry and
a plurality of electronic modules, thorough integration studies have to be performed
to find out the best location for the device in order to guarantee correct operation
while maximizing the performance of the device.
[0080] The main design guidelines in order to achieve optimised overall system performance
depend on a combination of the placement of the components within the device as well
as the placement of the device inside the vehicle. This combination of placements
should take into account that in order to optimise performance, an iterative procedure
optimising several parameters is necessary, whereby the different antennas:
- should have a good reference plane (ground plane);
- should be placed as far away as possible from any metallic elements;
- should be placed as far away as possible from any source of radiated noise, or capacitative
coupling.
[0081] Additionally, the GNSS antenna could be placed in such manner to have as much a direct
view of the sky as possible. A view angle of approximately 170° is recommended. The
use of other sources of information to aid in location determination in case GNSS
reception is compromised should not be discarded.
[0082] In order to achieve such optimised performance, a thorough integration study is normally
necessary. The vehicle normally has bodywork with metal based components which attenuate
GNSS signal reception and introduce undesirable reflected signals received by the
antenna, commonly known as multipath components. Moreover, metal and plastic components
attenuate both cellular and Bluetooth signal reception and reduce the transmission
range of the device. Furthermore, the telematics communication device should be installed
in a place where it can continue to operate after an accident.
[0083] The combined optimisation of all these different factors results in a non-obvious
iterative procedure yielding the optimal placement for the device inside the vehicle.
Due to all these different complexity factors, and due to the fact that every vehicle
is different, such optimisation has to be done on a case by case basis.
[0084] Such thorough integration study may be based in part on simulations and tests performed
to measure antenna performance in different locations for the different modules, such
as GNSS, cellular and Bluetooth. FIG. 5 is a graphic representation of different electromagnetic
properties of the communication modules in different placements (glove box, dashboard),
with different types of space-filling curve antennas (PIFA, radio PIFA, monopole)
operating at different frequencies (920 Mhz, 1795 MHz). FIG. 6 is a similar graphic
representation of the GNSS module performance at different angular elevations, whereas
FIG. 7 depicts the case for the Bluetooth module.
[0085] Interference caused by emissions in the same frequency band is commonly known as
in-band noise. Measurements aimed at characterising the in-band noise of the GNSS
module is depicted in FIG. 8, and in FIG. 9 for cellular communications. The correct
antenna design, integration within the housing and placement of the device within
the vehicle is a compromise between all these different characterisation patterns.
[0086] Therefore a discrete crash-tolerant telematics communication device for integration
inside vehicles has been described which is able to transmit complex vehicle state
information avoiding the use of any external antennas. Such transmission enables the
provision of services which are tuned specifically to the state of the vehicle at
the instant of telematic information compilation. The vehicle state information may
include, in particular, vehicle positioning information, thereby enabling the provision
of location based services dependent on the remaining telematic parameters of the
vehicle.
[0087] A method of telematic communication is thereby enabled not possible in prior art
positioning units or telematic units. The vehicle incorporating the telematics communication
device of the present invention will be able to collect a variety of sensor data,
and processed information from a variety of electronic control units, and periodically
transmit the information to an external communication node connected to a server or
database.
[0088] The information from multiple vehicles may optionally be used by traffic authorities
to monitor country-wide traffic parameters. The information may optionally be used
by vehicle manufacturers in order to monitor the state of the vehicle and use this
information as feedback in the design process and improvement of the vehicles. The
information may optionally be used by private service providers pushing information
to the vehicle's display modules informing the driver and/or passengers not only of
services available in the vicinity of the vehicle, such as restaurants or hotels,
but more specifically, information linked to the current state of the vehicle. In
the case it is detected the tyre pressure or the fuel level is low, the route to the
next service station may be indicated. If the telematics data is indicative of a vehicle
manufacturer specific problem, the next manufacturer service station may be indicated.
[0089] If the device's control processing means detects a state of anomalous functioning
of the vehicle after having combined a plurality of telematic data from different
sensors, a data and audio link with a service station may be provided, where an operator
located in a remote location may have access directly to the telematic data in order
for it to be analysed by a technician understanding the details of vehicle mechanics
and electronics. In such a situation an overall diagnostic as to the severity of the
malfunction may be given and the appropriate actions to be followed proposed.
[0090] Such telematic data need not be limited only to vehicle specific information, but
since sensors will be installed throughout the vehicle passenger compartment, even
various health monitoring schemes may be installed either as a standard procedure,
or for passengers with a medical record, live monitoring of the vital signs.
[0091] This guaranteed transmission of vehicle state information to emergency services during
periods of vehicle anomalous functioning is advantageously available without interruption
even after a heavy accident. A method of emergency signalling in a telematic communication
device is thereby enabled not possible in prior art positioning units or telematic
units.
[0092] When the device detects a continuous worsening of the vehicle state, or a driver's
state, due to the telematic information being read and processed, or a sudden variation
in telematic levels being monitored indicative of a major change in the state of the
vehicle, or due to loss of functionality of the main wired data connection, or any
such similar information indicative of an accident, the telematics communication device
is still enabled to transmit an SOS emergency signal requesting the immediate assistance
by emergency services, such as ambulance, police, or fire brigade. The autonomous
power supply means provides continued electric power, enabling the continued functioning
of the remaining components. The external communication means periodically transmits
an emergency signal including the latest telematic data, be it either from the vehicle
or its passengers, to a central emergency service center. This data may comprise current
telematic data available via the internal communication means if any wireless connection
is still available, and may also comprise an audio link so that an operator may either
provide instructions as to first aid help, or just reassure the people involved in
the accident.
[0093] In chain accident scenarios involving a plurality of vehicles, gathering a centralised
picture of this scenario, including data such as number of vehicles, number of passengers
involved, if any are old people, children, or people which requires special medical
attention, is vital for providing the best optimised emergency services.
[0094] After the accident, the plurality of telematic data collected may be analysed by
the appropriate traffic authority intending to find out the causes of the accident,
in order to prevent such a situation from happening again.
[0095] Therefore, the telematics communication device of the present invention provides
a variety of advantageous characteristics amongst them the increased security of vehicle
transit.
[0096] It is to be understood to the skilled person in the art that the disclosure of the
various embodiments of the invention is intended as non-limitative preferred examples
and realisations of the inventions, and therefore features of different embodiments
may be readily combined within the scope of the general inventive concept described.
[0097] The various logical blocks, modules, and circuits described in connection with the
embodiments disclosed herein may be implemented of performed with a general purpose
processor, a digital signal processor (DSP), and application specific integrated circuit
(ASIC), a field programmable gate array (FPGA), or other programmable logic device,
discrete gate or transistor logic, discrete hardware components, or any combination
thereof designed to perform the functions described. A general-purpose processor may
be a microprocessor, but in the alternative, the processor may be any conventional
processor, controller, microcontroller, or state machine.
[0098] The methods or algorithms described may be embodied directly in hardware, in a software
module executed by a processor, or a combination of the two. A software module may
reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers,
hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in
the art.
[0099] Those skilled in the art should appreciate that the foregoing discussion of one or
more embodiments does not limit the present invention, nor do the accompanying figures.
Rather, the present invention is limited only by the following claims.
1. A telematics communication device for installation in a vehicle, comprising:
a housing (301);
power supply means (101, 104, 105, 107);
means (110) for internal data communications with at least one module of the vehicle,
wherein said means (110) for internal data communications comprises a data cable (102)
to connect to a data cable of the vehicle;
means (109) for control processing adapted to determine a state of the vehicle based
on data received from the at least one module of said vehicle; and means (114, 116)
for external communications for transmitting at least one signal including the vehicle
state information;
characterised in that
the means for internal and external communications comprise respectively at least
one space-filling curve antenna (115, 117) integrated with the housing (301) of the
device, wherein the at least one space-filling curve antenna (115, 117) is fixed on
a surface of the housing and wherein the at least one space-filling curve antenna
is from the group of Planar Inverted F Antenna PIFA, Inverted F Antenna IFA, or microstrip
patch antenna; and
the housing is at least partly, or fully, made of a flexible mouldable material adapted
to be solidified by heating, by a chemical reaction or by electricity, and wherein
the solidifying step is configured to be applied after the device has been placed
within a free space inside the vehicle conforming to non-uniform structures and spaces
around and in-between other vehicle components.
2. The telematics communication device of claim 1, further comprising a connector (203)
for electrically connecting the device with the vehicle when placed inside.
3. The telematics communication device of claim 2, wherein the plurality of different
means are integrated within a single housing (301).
4. The telematics communication device of claim 3, wherein the means (114, 116) for external
communications is adapted to transmit an audio signal, a light signal or an electromagnetic
signal, or a combination thereof.
5. The telematics communication device of any of the preceding claims, wherein telematics
communication device comprises a printed circuit board and wherein the at least one
integrated space-filling curve antenna is integrated with the housing of the device
(440), or inside its back cover (430), or a combination thereof, and is placed at
any angle to the printed circuit board of the telematics communication device.
6. The telematics communication device of any of the preceding claims, wherein the power
supply means comprises
a connection (105) configured to connect to the main vehicle power supply; and
at least one internal backup battery (104) adapted to be activated when the main vehicle
power supply, or the connection to the main vehicle power supply, fails to operate.
7. The telematics communication device of claim 6, wherein the at least one internal
backup battery is a rechargeable battery (104) adapted to be recharged whenever connected
to the main vehicle power supply.
8. The telematics communication device of any of the preceding claims, wherein the means
(110) for internal data communications is based on a standard vehicular protocol for
data networking.
9. The telematics communication device of any of the preceding claims, wherein the means
for external communications (114, 116) comprises at least a radio frequency RF module
based on cellular communication protocols over the GSM or CDMA air interface.
10. The telematics communication device of any of the preceding claims, further comprising
means (112) for position determination based on cellular techniques or via a global
navigation satellite system GNSS positioning protocol, wherein the means for position
determination includes an antenna (113) integrated within the housing of the device,
and the signal with the vehicle state information comprises also vehicle location
information.
11. The telematics communication device of claim 10, wherein the means (112) for position
determination comprises at least one inertial sensor, and is adapted to update the
location of the vehicle using information from the at least one module even during
temporal absence of any cellular or satellite positioning information.
12. The telematics communication device of any of the preceding claims, wherein the means
(109) for control processing is adapted to automatically detect a state of anomaly,
emergency or crash, based on data received from the at least one module, and notify
the means for external communications for transmitting at least one emergency signal
and/or establish an audio link with an emergency control centre.
13. The telematics communication device of claim 12, further adapted for triggering the
state of emergency of the vehicle manually by the user by means of the activation
of an emergency button.
14. The telematics communication device of any of the preceding claims, wherein the housing
comprises a flexible module (1001) or at least two flexibly interconnected modules
(1101, 1102) permitting relative movement between them, thereby allowing the housing
to be placed within a free space inside the vehicle conforming to non-uniform structures
and spaces around and in-between other vehicle components.
15. The telematics communication device of any of the preceding claims, wherein the housing
is partly made of special plastic polymers, such as glass fibre reinforced polyamides,
or polypropylene with talc, and the physical characteristics of the device, such as
shape and form, have been designed to withstand the mechanical stresses in case of
crash of the vehicle.
16. A method of emergency signaling for vehicles with a telematics communication device
according to any of the preceding claims, the method comprising the steps of:
determining a vehicle emergency state by the means (109) for control processing means
based on data received from the at least one module via the means (110) for internal
data communications;
transmitting at least one signal including information about the vehicle state via
the means (114, 116) for external communications.
1. Telematik-Kommunikationsvorrichtung zum Einbau in ein Fahrzeug, umfassend:
ein Gehäuse (301);
Stromversorgungsmittel (101,104,105,107);
Mittel (110) zur internen Datenkommunikation mit mindestens einem Modul des Fahrzeugs,
wobei das Mittel (110) zur internen Datenkommunikation ein Datenkabel (192) zum Verbinden
mit einem Datenkabel des Fahrzeugs umfasst;
Mittel (109) zur Steuerverarbeitung, die angepasst sind, um einen Zustand des Fahrzeugs
basierend auf Daten, die von dem mindestens einen Modul des Fahrzeugs empfangen wurden,
zu bestimmen; und
Mittel (114, 116) zur externen Kommunikation zum Übertragen mindestens eines Signals,
das die Fahrzeugzustandsinformationen beinhaltet;
dadurch gekennzeichnet, dass
die Mittel zur internen und externen Kommunikation jeweils mindestens eine raumfüllende
Kurvenantenne (115, 117) umfassen, die in das Gehäuse (301) der Vorrichtung integriert
ist, wobei die mindestens eine raumfüllende Kurvenantenne (115, 117) auf einer Oberfläche
des Gehäuses befestigt ist und wobei die mindestens eine raumfüllende Kurvenantenne
aus der Gruppe der planar invertierten F-Antennen, PIFA, der invertierten F-Antennen,
IFA, oder der Microstrip-Patch-Antennen ist und das Gehäuse zumindest teilweise oder
vollständig aus einem flexiblen formbaren Material hergestellt ist, das durch Erwärmen,
durch eine chemische Reaktion oder durch Elektrizität verfestigt werden kann, und
wobei der Verfestigungsschritt eingerichtet ist um angewendet zu werden , nachdem
die Vorrichtung in einem freien Raum innerhalb des Fahrzeugs platziert wurde, der
ungleichmäßigen Strukturen und Räumen um und zwischen anderen Fahrzeugkomponenten
entspricht.
2. Telematik-Kommunikationsvorrichtung nach Anspruch 1, ferner umfassend einen Verbinder
(203) zum elektrischen Verbinden der Vorrichtung mit dem Fahrzeug, wenn sie im Inneren
platziert ist.
3. Telematik-Kommunikationsvorrichtung nach Anspruch 2, wobei die Vielzahl der unterschiedlichen
Mittel in einem einzigen Gehäuse (301) integriert ist.
4. Telematik-Kommunikationsvorrichtung nach Anspruch 3, wobei die Mittel (114, 116) zur
externen Kommunikation geeignet sind, ein Audiosignal, ein Lichtsignal oder ein elektromagnetisches
Signal oder eine Kombination davon zu übertragen.
5. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
die Telematik-Kommunikationsvorrichtung eine Leiterplatte umfasst und wobei die mindestens
eine integrierte raumfüllende Kurvenantenne mit dem Gehäuse der Vorrichtung (440)
oder in ihrer Rückabdeckung (430) oder einer Kombination davon integriert ist und
in einem beliebigen Winkel zur Leiterplatte der Telematik-Kommunikationsvorrichtung
angeordnet ist.
6. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Stromversorgungsmittel umfasst:
eine Verbindung (105), die konfiguriert ist, um mit der Stromversorgung des Hauptfahrzeugs
zu verbinden; und
mindestens eine interne Sicherungsbatterie (104), die angepasst ist, um aktiviert
zu werden, wenn die Hauptfahrzeugstromversorgung oder die Verbindung zur Hauptfahrzeugstromversorgung
ausfällt.
7. Telematik-Kommunikationsvorrichtung nach Anspruch 6, wobei die mindestens eine interne
Sicherungsbatterie eine wiederaufladbare Batterie (104) ist, die angepasst ist, um
bei jedem Anschluss an die Hauptstromversorgung des Fahrzeugs aufgeladen zu werden.
8. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Mittel (110) zur internen Datenkommunikation auf einem Standard-Fahrzeugprotokoll
zur Datenvernetzung basiert.
9. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Mittel zur externen Kommunikation (114, 116) mindestens ein Hochfrequenz-RF-Modul
umfasst, das auf zellulären Kommunikationsprotokollen über die GSM- oder CDMA-Luft-Schnittstelle
basiert.
10. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, ferner
umfassend ein Mittel (112) zur Positionsbestimmung basierend auf zellulären Techniken
oder über ein globales Navigationssatellitensystem, GNSS, - Positionierungsprotokoll,
wobei das Mittel zur Positionsbestimmung eine in das Gehäuse der Vorrichtung integrierte
Antenne (113) beinhaltet, und das Signal mit den Fahrzeugzustandsinformationen auch
Fahrzeugortungsinformationen umfasst.
11. Telematik-Kommunikationsvorrichtung nach Anspruch 10, wobei das Mittel (112) zur Positionsbestimmung
mindestens einen Trägheitssensor umfasst und angepasst ist, um den Standort des Fahrzeugs
unter Verwendung von Informationen aus dem mindestens einen Modul auch bei zeitlicher
Abwesenheit von jeglicher zellulären oder satellitengestützten Positionsinformation
zu aktualisieren.
12. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Mittel (109) zur Steuerverarbeitung angepasst ist, um einen anomalen Zustand,
Notfall oder Crash auf der Grundlage von Daten, die von dem mindestens einen Modul
empfangen wurden, automatisch zu erkennen und das Mittel zur externen Kommunikation
zur Übertragung mindestens eines Notsignals zu benachrichtigen und/oder eine Audioverbindung
mit einer Notfallleitstelle herzustellen.
13. Telematik-Kommunikationsvorrichtung nach Anspruch 12, ferner angepasst zum manuellen
Auslösen des Notfallzustandes des Fahrzeugs durch den Benutzer mittels der Betätigung
einer Notruftaste.
14. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Gehäuse ein flexibles Modul (1001) oder mindestens zwei flexibel miteinander verbundene
Module (1101, 1102) umfasst, die eine Relativbewegung zwischen ihnen ermöglichen,
wodurch es dem Gehäuse ermöglicht wird, in einem freien Raum innerhalb des Fahrzeugs
platziert zu werden, der uneinheitlichen Strukturen und Räumen um und zwischen anderen
Fahrzeugkomponenten entspricht.
15. Telematik-Kommunikationsvorrichtung nach einem der vorhergehenden Ansprüche, wobei
das Gehäuse teilweise aus speziellen Kunststoffpolymeren, wie beispielsweise glasfaserverstärkten
Polyamiden, oder Polypropylen mit Talk besteht und die physikalischen Eigenschaften
der Vorrichtung, wie Form und Ausbildung, so ausgelegt sind, dass sie den mechanischen
Belastungen im Falle eines Zusammenstoßes des Fahrzeugs standhalten.
16. Verfahren zur Notfallsignalisierung für Fahrzeuge mit einer Telematik-Kommunikationsvorrichtung
gemäß einem der vorhergehenden Ansprüche, wobei das Verfahren die Schritte umfasst:
Bestimmen eines Fahrzeug-Notfallzustandes durch das Mittel (109) zur Steuerverarbeitung
Mittel basierend auf Daten, die von dem mindestens einen Modul über das Mittel (110)
zur internen Datenkommunikation empfangen wurden;
Übertragen mindestens eines Signals, das Informationen über den Fahrzeugzustand beinhaltet,
über das Mittel (114, 116) zur externen Kommunikation.
1. Un dispositif de communication télématique destiné à une installation dans un véhicule,
comprenant :
un boitier (301) ;
un moyen d'alimentation de puissance (101, 104, 105, 107) ;
un moyen (110) destiné à des communications internes de données avec au moins un module
du véhicule, ledit moyen (110) destiné à des communications internes de données comprenant
un câble de données (102) destiné à se connecter à un câble de données du véhicule
;
un moyen (109) destiné à un traitement de contrôle apte à déterminer un état du véhicule
sur la base de données reçues depuis le au moins un module dudit véhicule ; et
un moyen (114, 116) destiné à des communications externes pour l'émission d'au moins
un signal comprenant l'information d'état du véhicule ;
caractérisé en ce que
les moyens destinés à des communications internes et externes comprennent respectivement
au moins une antenne courbe remplissant le volume (115, 117) intégrée au boitier (301)
du dispositif, la au moins une antenne courbe remplissant le volume (115, 117) étant
fixée sur une surface du boitier et la au moins une antenne courbe remplissant le
volume faisant partie du groupe d'une antenne en F inversé plane PIFA, d'une antenne
en F inversé IFA, ou d'une antenne patch microruban ;
et le boitier est au moins partiellement, ou totalement, réalisé en un matériau souple
apte à être solidifié par chauffage, par une réaction chimique ou par l'électricité,
et l'étape de solidification étant configurée pour être appliquée après que le dispositif
a été placé à l'intérieur d'un volume libre à l'intérieur du véhicule en se conformant
à des volumes et à des structures non uniformes autour, et entre, d'autres composants
du véhicule.
2. Le dispositif de communication télématique de la revendication 1, comprenant en outre
un connecteur (203) destiné à connecter électriquement le dispositif au véhicule lorsqu'il
est placé à l'intérieur.
3. Le dispositif de communication télématique de la revendication 2, dans lequel la pluralité
de moyens différents sont intégrés au sein d'un unique boitier (301) .
4. Le dispositif de communication télématique de la revendication 3, dans lequel le moyen
(114, 116) destiné à des communications externes est apte à émettre un signal audio,
un signal lumineux ou un signal électromagnétique, ou une combinaison des précédents.
5. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le dispositif de communication télématique comprend une carte de circuit
imprimé et dans lequel la au moins une antenne courbe intégrée remplissant le volume
est intégrée au boitier du dispositif (440), ou à l'intérieur de son capot arrière
(430), ou à une combinaison des précédents, et est placée en faisant un angle quelconque
avec la carte de circuit imprimé du dispositif de communication télématique.
6. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le moyen d'alimentation de puissance comprend
une connexion (105) configurée pour se connecter à l'alimentation de puissance principale
du véhicule ; et
au moins une batterie interne de secours (104) apte à être activée lorsque l'alimentation
de puissance principale du véhicule, ou la connexion à l'alimentation principale du
véhicule, ne fonctionnent plus.
7. Le dispositif de communication télématique de la revendication 6, dans lequel la au
moins une batterie interne de secours est une batterie rechargeable (104) apte à être
rechargée chaque fois qu'elle est connectée à l'alimentation de puissance principale
du véhicule.
8. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le moyen (110) destiné à des communications internes de données est basé
sur un protocole standard de mise en réseau de données pour véhicule.
9. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le moyen destiné à des communications externes (114, 116) comprend au
moins un module radiofréquence RF basé sur des protocoles de communication cellulaire
via l'interface radio GSM ou CDMA.
10. Le dispositif de communication télématique de l'une des revendications précédentes,
comprenant en outre un moyen (112) de détermination de position basée sur des techniques
cellulaires ou via un protocole de positionnement de système mondial de navigation
par satellites GNSS, le moyen de détermination de position comprenant une antenne
(113) intégrée au sein du boitier du dispositif, et le signal avec l'information d'état
du véhicule comprenant également une information de localisation du véhicule.
11. Le dispositif de communication télématique de la revendication 10, dans lequel le
moyen (112) de détermination de position comprend au moins un capteur inertiel, et
est apte à mettre à jour l'emplacement du véhicule en utilisant une information provenant
du au moins un module même pendant une absence temporaire de toute information de
positionnement cellulaire ou par satellite.
12. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le moyen (109) destiné à un traitement de contrôle est apte à détecter
automatiquement un état d'anomalie, d'urgence ou d'accident, sur la base de données
reçues en provenance du au moins un module, et à le notifier au moyen destiné à des
communications externes pour émission d'au moins un signal d'urgence et/ou établissement
d'une liaison audio avec un centre de contrôle d'urgences.
13. Le dispositif de communication télématique de la revendication 12, apte en outre à
déclencher l'état d'urgence du véhicule manuellement par l'utilisateur au moyen de
l'activation d'un bouton d'urgence.
14. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le boitier comprend un module souple (1001) ou au moins deux modules interconnectés
de manière flexible (1101, 1102) pouvant bouger l'un par rapport à l'autre, de manière
à permettre ainsi au boitier d'être placé à l'intérieur d'un volume libre à l'intérieur
du véhicule en se conformant à des volumes et à des structures non uniformes autour,
et entre, d'autres composants du véhicule.
15. Le dispositif de communication télématique de l'une des revendications précédentes,
dans lequel le boitier est partiellement réalisé en polymères plastiques spéciaux,
tels que des polyamides renforcés de fibre de verre, ou du polypropylène avec du talc,
et les caractéristiques physiques du dispositif telles que sa forme et son contour
ont été conçues pour résister aux contraintes mécaniques en cas d'accident du véhicule.
16. Un procédé de signalement d'urgence destiné à des véhicules avec un dispositif de
communication télématique selon l'une des revendications précédentes, le procédé comprenant
les étapes suivantes :
détermination d'un état d'urgence du véhicule par le moyen (109) destiné à un traitement
de contrôle sur la base de données reçues en provenance du au moins un module via
le moyen (110) destiné à des communications internes ;
émission d'au moins un signal comprenant une information relative à l'état du véhicule
par l'intermédiaire du moyen (114, 116) destiné à des communications externes.