Patent Document

BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to mobile devices that are equipped with positing unit (for example GPS) and capable of data communications. This invention is in particular related to delivering alerts to vehicle drivers via their mobile devices, such as smart phone and tablet, in order to notify them about traffic ahead. 
         [0003]    2. Description of the Prior Art 
         [0004]    In today&#39;s world, many people own and carry GPS-enabled mobile phones. Due to the e911 mandate, wireless carriers must be able to locate a 911 mobile-phone caller to within 50 to 300 meters of accuracy. Various technologies have been used to satisfy this mandate including embedded GPS hardware in mobile phones. The implementation of such positioning technologies has led to the creation of a class of software application known as Location-Based Services (LBS) that use the device&#39;s location in coordination with other data to create location-aware applications. 
         [0005]    In-vehicle technologies and safety related systems are a growing area of research and product development. The use of in-vehicle safety technologies has been developing and growing for decades. Over the years, there have been numerous evaluations of ITS (Intelligent Transportation Systems) technologies for safety applications. For example, there have been a number of evaluations of the speed limiting and alerting technology known as Intelligent Speed Adaptation (ISA). 
         [0006]    Slow traffic ahead alert systems falls under the category of Active Safety Systems. An active safety system is an in-vehicle system that provides warnings or other forms of assistance to drivers based on information about the motion of self vehicle and other vehicles, obtained from object detection sensors mounted on the vehicles. Active safety systems are divided into two classes: Hard and Soft. A hard active safety system is for fast reaction in the order of a few seconds (2-3 seconds or so) like safety system deployed on high-end cars such as Cadillac, BMW, Lexus, etc that warn drivers about lane departure, lane change blind spot, rear-end collision, etc. Soft active safety systems are situational-awareness functions that provide alerts to drivers on driving conditions within a relatively short-latency time horizon, in the range of 10-60 seconds. An example of these systems is a mobile-phone based slow traffic ahead alert system. Such a system enables drivers to take tactical actions to avoid crashes, or in essence, increase their safety alert time horizon to beyond the just several seconds provided by hard safety systems. In these situations, by offering a timely “slow or stopped traffic ahead” message, the system can effectively inform drivers of roadway hazards or give speed advisories to reduce the chance of collisions. This safety application is similar to a successful implementation of vehicle-infrastructure concept in Tokyo, Japan in recent years. 
         [0007]    To enable a Mobile-phone based traffic ahead alert system, phone communicates with a server to exchange information. These data include but not limited to time, vehicle location, speed, moving direction, and similar information for downstream traffic. 
       SUMMARY OF THE INVENTION 
       [0008]    Object of the present invention is to provide a data exchange protocol to enable mobile device based traffic ahead alert systems. In this kind of alert system, a software application, Client, runs on the phone that exchanges data with one or more Servers. Data that are uploaded to the server(s) include but not limited to time, vehicle location, speed, and moving direction which are updated normally every second. Server sends to the Client location and speed of downstream traffic. Vehicle location changes rapidly at high speed, for example at 40 m/s (˜90 mph) vehicle travels 40 meters in just one second. Thus if motion of the vehicle is not modeled, Client should send to the server raw data sampled as fast as every second. The present invention presents a scheme that reduces the sampling rate significantly, at least 80%. 
         [0009]    In one aspect, a method is provided of exchanging vehicle location information. At intervals, at one or more vehicles, sensor information is input including at least vehicle location information. An estimation process is performed for estimating at sub-intervals at least vehicle location to obtain estimated vehicle data. A subset of the vehicle data is selected and sent to a remote server. A client-side modeling process is performed for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data. The estimated vehicle data and the modeled vehicle data are compared to obtain comparison results. The comparison results are used to select the subset of vehicle data to be sent to the remote server. The vehicle may receive from the remote server other vehicle data for multiple other vehicles. At the vehicle, the other vehicle data may be used to model at least vehicle location for each of the multiple other vehicles. The vehicle may also receive from the remote server local traffic alert information. A server-side modeling process may be performed for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data, with the same model being used by both the client-side modeling process and the server-side modeling process. The foregoing steps may be performed at many different vehicles. 
         [0010]    In another aspect, a system is provided for exchanging vehicle location information, including one or more servers; a communication network; and a plurality of in-vehicle systems carried by a plurality of vehicles. Each in-vehicle system includes one or more navigation sensors or receivers configured to, at intervals, output sensor information including at least vehicle location information. A processor is provided for performing an estimation process for estimating at sub-intervals at least vehicle location to obtain estimated vehicle data. The processor selects a subset of the vehicle data and sends the subset of vehicle data to a remote server. It also performs a client-side modeling process for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data, and compares the estimated vehicle data and the modeled vehicle data to obtain comparison results. Using the comparison results, the processor selects the subset of vehicle data to be sent to the remote server. The one or more servers may be configured to send to respective ones of each of the vehicles other vehicle data for vehicles in a vicinity of that vehicle. The processor at each of the plurality of vehicles may be configured to use the other vehicle data to model at least vehicle location for each of the other vehicles in the vicinity of that vehicle. The one or more servers may be configured to send to respective ones of each of the vehicles local traffic alert information for that vehicle. The system one or more servers may be configured to perform a server-side modeling process for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data, with the client-side modeling process being the same modeling process as the server-side modeling process. 
         [0011]    In another aspect, an in-vehicle system is carried by a vehicle for exchanging vehicle location information. One or more navigation sensors or receivers are provided and configured to, at intervals, output sensor information including at least vehicle location information. A processor is provided and configured for performing an estimation process for estimating at sub-intervals at least vehicle location to obtain estimated vehicle data, and for selecting a subset of the vehicle data and sending the subset of vehicle data to a remote server. The processor is configured for performing a client-side modeling process for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data, and for comparing the estimated vehicle data and the modeled vehicle data to obtain comparison results. The processor is configured to use the comparison results to select the subset of vehicle data to be sent to the remote server. A receiver may be provided for receiving from one or more servers other vehicle data for multiple other vehicles. The processor may be configured to use the other vehicle data to model at least vehicle location for each of the other vehicles. The receiver may be configured to receive from the one or more servers local traffic alert information. The one or more servers may be configured to perform a server-side modeling process for modeling at least vehicle location using the subset of vehicle data to obtain modeled vehicle data, with the client-side modeling process using the same model as the server-side modeling process. 
     
    
     
       IN THE DRAWINGS 
         [0012]      FIG. 1  is block diagram showing the system with one client and one server; 
           [0013]      FIG. 2  is block diagram showing server component of the system; 
           [0014]      FIG. 3  is block diagram showing the overall system with multiple clients and one server; 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0015]      FIG. 1  represents a block diagram embodiment of the present invention, and is referred to herein by the general reference numeral  100 . Major components of the system are the Navigation sensors  101 , the Client software running on the phone  102 , data cellular network  103 , and the Server  104 . 
         [0016]    The Client  102  gets time and location data from the navigation sensors  101  periodically, normally every second. The Navigation sensors include a GPS receiver or equivalent positioning unit; other sensors such as accelerometer, compass, gyro, etc may also be used. Measurements of the Navigation sensors  101  are processed by the Self Estimator  111  to calculate states of self vehicle (SV) at time k and k+1, which k is index of time. Self Estimator  111  estimates position, speed, and heading of the vehicle using an estimation method, like Kalman filtering estimation (wikipedia.org/wiki/Kalman_filter); these quantities collectively constitute the vector {right arrow over ({circumflex over (X)} (k), which is the best available estimate of the state of the vehicle at time k. Time difference between k and k+1 is fixed and equal to the time interval between GPS measurements. For the rest of the discussion, we refer to {right arrow over ({circumflex over (X)} (k) of the Self Estimator  111  as the state of the vehicle at time k. 
         [0017]    The Remote Estimator  112  keeps a copy of the most recent information the Client  102  has stored in the Data Storage  116  regarding its own motion. The Remote Estimator  112  operates first order kinematics model to provide the Scheduler  113  with estimates of SV states at time k+1 given in fact only the information that SV broadcasts to the Server  104  via the Cellular Network  103 . The equations for the kinematics model are as follows: 
         [0000]        {tilde over (X)} ( k +1)= {tilde over (X)} ( k )+ {tilde over (V)} ( k )×cos({tilde over (Φ)} ( k ))×Δ T;  
 
         [0000]        {tilde over (Y)} ( k +1)= {tilde over (Y)} ( k )+ {tilde over (V)} ( k )×sin({tilde over (Φ)} ( k ))×Δ T;  
 
         [0000]        {tilde over (V)} ( k +1)= {tilde over (V)} ( k ); 
         [0000]      {tilde over (Φ)}( k +1)={tilde over (Φ)}( k )+{dot over ({tilde over (Φ)}( k )×Δ T;  
 
         [0000]      {dot over ({tilde over (Φ)}( k +1)={dot over ({tilde over (Φ)}( k );
 
         [0018]    The state vectors {right arrow over ({circumflex over (X)}(.), {right arrow over ({tilde over (X)}(.) consist of positions X, Y (in the universal GPS coordinate frame with a local origin), speed V, and heading angle Φ. Symbols with (̂ ) on top refer to the Self Estimator&#39;s  113  estimates and symbols with (˜) on top refer to the Remote Estimator&#39;s  112  estimates. 
         [0019]    The Neighbor Estimators  114  receive messages from the Server  104  via the Cellular Network  103 . These messages contain the states of the neighborhood traffic, including downstream traffic and/or vehicles that are in the neighborhood of SV. The Neighbor Estimators  114  comprises of several Neighbor Estimators  115 , each operating first order kinematics model to provide SV with estimates of states of Neighborhood traffic for times in-between message receptions from the Server  104 . We keep the model simple because each vehicle may need to operate many Neighbor Estimators, depending on traffic flow conditions. 
         [0020]    Let the Remote Estimator  112  of vehicle i be denoted by RE i . Let the Neighbor Estimator  115  run by neighbor j for vehicle i be denoted NE ji . The purpose of RE i  is to estimate the output of all the NE ji &#39;s. 
         [0021]    Whenever SV receives a message, it updates the relevant parameters in the Neighbor Estimators  114  to reflect the values provided in the transmitted message. The outputs of the vehicle Self Estimator  111  and the Neighbor Estimators  114  drive the traffic alert applications. 
         [0022]    A vehicle&#39;s decision to store the states in the Data Storage  116  at any time instance is made by the Scheduler  113 . The Scheduler  113  receives inputs from both the Self Estimator  111  and the Remote Estimator  112 . It uses equation below to calculate the longitudinal and lateral position errors. These errors are defined below. 
         [0000]      ε long. ( k )=|( {tilde over (X)} ( k )− {circumflex over (X)} ( k ))×cos({circumflex over (Φ)}( k ))−( {tilde over (Y)} ( k )− Ŷ ( k ))×sin({circumflex over (Φ)}( k ))|
 
         [0000]      ε lat. ( k )=|( {tilde over (X)} ( k )− {circumflex over (X)} ( k ))×sin({circumflex over (Φ)}( k ))+( {tilde over (Y)} ( k )− Ŷ ( k ))×cos({circumflex over (Φ)}( k ))|;
 
         [0023]    At time k, if ε long. (k+1) or ε lat. (k+1) exceed their respective thresholds, SV broadcasts {right arrow over ({circumflex over (X)}(k) as specified by the following policy: 
         [0000]        u ( k )=1 
         [0000]      if 
         [0000]      (ε long. ( k +1)&gt; Tr.   long.           ε lat. ( k +1)&gt; Tr.   lat. )
 
         [0000]        u ( k )=0 Otherwise 
         [0000]    where,
       k, is the time index,   u(k), is the scheduler&#39;s decision on communication at time k (1 means communication and 0 means no communication)   ε long. (.) is longitudinal tracking position error,   ε Lat. (.) is lateral tracking position error,   Tr. long. , is the threshold on the longitudinal error,   Tr. lat. , is the threshold on the lateral error.       
 
         [0030]    The two lateral and longitudinal position errors are configured depending on type of the application, for example for Slow Traffic Ahead alert application, values these thresholds may be 10 meters and 100 meters, respectively. 
         [0031]    Client  102  periodically or at random times transmits data in the Data Storage  116  to the Server  104 . After each data transmission, the Data Storage  116  is cleared, i.e. stored data are erased. 
         [0032]      FIG. 2  represents a block diagram embodiment of the present invention for Server component of the system, and is referred to herein by the general reference numeral  200 . Major components of the Server  201  are the Clients&#39; Estimators  211 , External Traffic Data  212 , and Neighborhood Traffic Data  213 . The Server  201  receives data from Clients regarding their location, speed, etc data. As explained in first part of this section, these data are selected samples of outputs of the Self Estimators  111 . The Clients&#39; Estimator  211  operates the same kinematics model equations that the Remote Estimator  112  does to provide the Neighborhood Traffic Data  213  with estimates of Clients&#39; states at all times. The Neighborhood Traffic Data  213  also receives traffic data from external sources, for example Google Traffic. When a Client transmits data to the Server  201 , the Neighborhood Traffic Data  213  sends back to it local traffic information; such as speed of downstream traffic for the next ˜5 kilometers, incident information along route, etc. 
         [0033]      FIG. 3  represents a block diagram embodiment of the overall system, and is referred to herein by the general reference numeral  300 . As shown in this diagram, at any time “n” number of Clients  301 ,  302 , . . . may exchange data with the Server  305  via the Cellular Network  304 .

Technology Category: y