Driving behavior for a particular driver may be gathered and analyzed over a time period, such as a year or a duration of the driver's employment at a particular employer. The driving behavior is received by a server from a positioning device as multiple streams of position data at different time stretches throughout the time period, each stream of position data associated with a route of a plurality of routes driven by at least one vehicle. The server generates speed data from the streams of position data and compares the speed data to retrieved speed limit data for those routes. The server generates a report with at least a speeding percentage value corresponding to how often the driver was speeding while driving during the time period. The report is then sent to the driver's computing device.

A method, a device and a system for safely and reliably performing real-time speed measurement and continuous positioning are provided. With the method, inertial navigation data from an inertial navigation signal source arranged in a train is detected, and correction data from a correction signal source is detected. In a case that no correction data is detected, a current speed and a current position of the train is determined based on the inertial navigation data, and in a case that the correction data is detected, the inertial navigation data is corrected with the correction data, and a current speed and position of the train are determined based on the corrected inertial navigation data. Therefore, even in the case that no correction data is detected, the real-time speed measurement and continuous positioning can be performed safely and reliably based on the inertial navigation data.

The invention concerns a device for measuring instantaneous sprint velocity, said device consisting of at least one position and/or one velocity sensor and one IMU sensor that respectively provide position and/or velocity and acceleration signals and wherein said signals are fused. The invention also concerns a method for measuring instantaneous sprint velocity comprising the use of at least one position and/or one velocity sensor and one IMU sensor that respectively provide position and/or velocity and acceleration signals and wherein said signals are fused.

In a method for calculating, by an estimator, an instantaneous velocity vector {right arrow over (V.sub.u)} of a rail vehicle, the estimator receives measurements from an inertial unit at a fixed point in the vehicle body and determines a mathematical model M of the dynamics of the vehicle moving on a track, the model being dependent on the bias of the inertial unit and installation parameters, a virtual sensor is determined based on the model M, the virtual sensor enabling calculation, from model parameters, two theoretical transverse velocities δv.sub.y.sub.c, and δv.sub.z.sub.c along axes y.sub.c and z.sub.c, respectively. An iterative estimator calculates {right arrow over (V.sub.u)}, and includes the virtual sensor, the estimator being configured so the two theoretical transverse velocities are zero regardless of the rail configurations, the estimator enabling correction of the biases of the inertial unit and estimate installation parameters. Auxiliary velocity or distance travelled sensors are not used to calculate {right arrow over (V.sub.u)}.

In a method for calculating, by an estimator, an instantaneous velocity vector {right arrow over (V.sub.u)} of a rail vehicle, the estimator receives measurements from an inertial unit at a fixed point in the vehicle body and determines a mathematical model M of the dynamics of the vehicle moving on a track, the model being dependent on the bias of the inertial unit and installation parameters, a virtual sensor is determined based on the model M, the virtual sensor enabling calculation, from model parameters, two theoretical transverse velocities δv.sub.y.sub.c, and δv.sub.z.sub.c along axes y.sub.c and z.sub.c, respectively. An iterative estimator calculates {right arrow over (V.sub.u)}, and includes the virtual sensor, the estimator being configured so the two theoretical transverse velocities are zero regardless of the rail configurations, the estimator enabling correction of the biases of the inertial unit and estimate installation parameters. Auxiliary velocity or distance travelled sensors are not used to calculate {right arrow over (V.sub.u)}.

There is provided a method of determining an estimate of the velocity of a device in a horizontal or vertical direction, the method comprising obtaining measurements of the acceleration acting on the device in three dimensions; using a first filter and the obtained measurements to estimate acceleration due to gravity; estimating the acceleration acting in a horizontal or vertical direction due to motion of the device using the estimated acceleration due to gravity; integrating the estimate of the acceleration acting in said direction due to motion of the device to give an estimate of velocity in said direction; and using a second filter to remove offset and/or drift from the velocity to give a filtered velocity; wherein at least one of the first filter and second filter is a non-linear filter. An apparatus configured to operate according to the above method is also provided.

There is provided a method of determining an estimate of the velocity of a device in a horizontal or vertical direction, the method comprising obtaining measurements of the acceleration acting on the device in three dimensions; using a first filter and the obtained measurements to estimate acceleration due to gravity; estimating the acceleration acting in a horizontal or vertical direction due to motion of the device using the estimated acceleration due to gravity; integrating the estimate of the acceleration acting in said direction due to motion of the device to give an estimate of velocity in said direction; and using a second filter to remove offset and/or drift from the velocity to give a filtered velocity; wherein at least one of the first filter and second filter is a non-linear filter. An apparatus configured to operate according to the above method is also provided.

A methods is provided for reliable and accurate detection of opening or closing of doors or drawers using output signals generated by a sensor, the output signals directly or indirectly representative of the acceleration of the sensor over time. Areas under a curve for acceleration, or representations thereof, are determined and occurrence of movement events identified through comparison of calculated areas with certain thresholds. Areas are considered which span between zero crossing points of the acceleration curve, such that all elements of the corresponding sum are of the same sign, and consequent area signals have maximal amplitude. Pairs of substantially equal and opposite area signals may be sought, occurring within a given time separation, these characteristic of an opening or closing motion, consisting of a first acceleration in a first direction followed by a second in an opposing direction. Apparatus for the reliable detection of opening or closing events is also provided.

A methods is provided for reliable and accurate detection of opening or closing of doors or drawers using output signals generated by a sensor, the output signals directly or indirectly representative of the acceleration of the sensor over time. Areas under a curve for acceleration, or representations thereof, are determined and occurrence of movement events identified through comparison of calculated areas with certain thresholds. Areas are considered which span between zero crossing points of the acceleration curve, such that all elements of the corresponding sum are of the same sign, and consequent area signals have maximal amplitude. Pairs of substantially equal and opposite area signals may be sought, occurring within a given time separation, these characteristic of an opening or closing motion, consisting of a first acceleration in a first direction followed by a second in an opposing direction. Apparatus for the reliable detection of opening or closing events is also provided.

An airspeed estimation system of an aircraft includes an electronic airspeed rate modeler unit configured to output an estimated airspeed rate signal indicating an estimated airspeed rate of the aircraft. The estimated airspeed rate signal is based on a longitudinal body acceleration of the aircraft and at least one adaptive parametric airspeed model. The airspeed estimation system further includes an electronic airspeed estimator unit in signal communication with the airspeed rate modeler unit. The airspeed estimator unit is configured to determine an estimated airspeed of the aircraft based on the estimated airspeed rate signal.