EP3166806A1 - Systèmes de fin de parcours pour véhicules - Google Patents

Systèmes de fin de parcours pour véhicules

Info

Publication number
EP3166806A1
EP3166806A1 EP15734202.3A EP15734202A EP3166806A1 EP 3166806 A1 EP3166806 A1 EP 3166806A1 EP 15734202 A EP15734202 A EP 15734202A EP 3166806 A1 EP3166806 A1 EP 3166806A1
Authority
EP
European Patent Office
Prior art keywords
eoj
vehicle
event
mode
prediction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15734202.3A
Other languages
German (de)
English (en)
Inventor
Adam GRZYWACZEWSKI
Joan BARCELO LLADO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jaguar Land Rover Ltd
Original Assignee
Jaguar Land Rover Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jaguar Land Rover Ltd filed Critical Jaguar Land Rover Ltd
Publication of EP3166806A1 publication Critical patent/EP3166806A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/181—Preparing for stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/037—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for occupant comfort, e.g. for automatic adjustment of appliances according to personal settings, e.g. seats, mirrors, steering wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/202—Stationary vehicle kneeling, e.g. for letting passengers on/off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/04—Vehicle stop

Definitions

  • This invention relates to vehicle systems and their shut down or modification at the end of a journey.
  • a vehicle comprising:
  • EOJ end-of-journey
  • an EOJ predictor adapted to output an in-journey prediction of an EOJ event occurring within a specific time frame or distance of travel
  • an EOJ controller which, when the EOJ predictor predicts the occurrence of an EOJ event, initiates said EOJ mode of one or more of said vehicle systems.
  • An EOJ event may be defined as occurring when a driver operates a driver's door handle of the vehicle, or when the engine is switched off, followed by the door handle being operated.
  • a vehicle ignition key being turned to an off-position and/or removed from its socket (if it has one) may be employed alone as confirmation of an EOJ event.
  • the EOJ event may be determined when the driver (assuming he or she has the proximity key) leaves the vicinity of the vehicle, so that the vehicle no longer detects its presence (although this is invariably preceded by a door-opening event).
  • a number of different events may be employed to confirm the EOJ event, and the present invention is not limited to a particular parameter for defining it.
  • the EOJ mode of operation depends on the system in question:
  • an EOJ mode may comprise a lowering of the suspension. If this is effected in the moments before a vehicle comes to a complete halt, egress from the vehicle may be facilitated. Indeed, in luxury vehicles, the vehicle settling onto its lowest suspension setting as it arrives at a destination could be described as "elegant arrival", which may be a desirable result provided by the present invention.
  • the lighting system of the vehicle may have an EOJ mode, where lights are arranged to be switched on during hours of darkness and provide all round illumination of the immediate surroundings of the vehicle. Whether there is a detector to detect low levels of background illumination (i.e. darkness) or whether the system relies on the condition of the vehicle driving lights when the EOJ event approaches, or whether the relevant lights are switched on in the EOJ mode in any event, is not relevant.
  • hybrid vehicles may have an electric engine (EE) for low speed operation and powered by a suitable energy storage device (for example batteries) and an internal combustion engine (ICE) that drives the vehicle at higher speeds and/or charges the energy storage device.
  • EE electric engine
  • ICE internal combustion engine
  • An EOJ mode of operation for such hybrid vehicles may involve deliberately deselecting operation of the ICE, in order to exploit the charge on the EE energy storage device before the EOJ. This saves fuel because the ICE is not used and the EE energy storage device will lose charge in any event if the vehicle is unused for a significant length of time after the EOJ event.
  • this mode may have ergonomic benefits for the driver, also contributing to the "elegant arrival" motif: that is, gliding silently and without fumes to a final parking position. That might be at a location close to home where sleeping occupants may appreciate not being disturbed by an operating ICE, for example.
  • HVAC heating, ventilation and air conditioning
  • the vehicle system is provided with a EOJ predictor algorithm. Being able to predict the end of the journey is a very valuable piece of information within the automotive context. Knowing that a driver is about to finish the journey allows the vehicle system to prepare for the event and activate a number of convenient features automatically. Predicting when the journey is about to finish, in sufficient advance of the finish, is a non-trivial problem. Moreover, the earlier the prediction is required, the more complex the problem becomes.
  • One of the approaches for understanding that the journey is close to its end is the parking manoeuvre detection. Hence, detecting that the user is currently engaged in a parking process would indicate with high level of confidence about the driver intention to finish the journey.
  • This disclosure details a system that is capable of learning how individuals park at certain destinations, by observing characteristic indicators and providing the in-vehicle computer system with a prediction of whether the driver is currently engaged in a parking manoeuvre and, therefore, finishing the journey.
  • Predicting an EOJ event is not trivial. A vehicle simply coming to a halt is not a safe predictor (despite being a necessary precursor of an EOJ event). In any event, coming to a halt is often too late to be of use. Nevertheless, there are a number of parameters that can be employed and in one embodiment the EOJ predictor is provided with one or a combination of the following vehicle parameters or contextual data on the basis of which to predict an EOJ event:
  • Speed is a clear indicator of the intention of the driver to park. The parking manoeuvres typically occur at low speeds ( ⁇ 1 OKm/h).
  • Steering wheel angle The sequence of movements of the steering wheel during the parking typically differs from the movements during normal driving. An example can be observed in Figure 1 (see below).
  • the unbuckling event can be used as an indicator that the user is getting ready to leave the car.
  • Gear mode The parking event is typically preceded for a certain changes of gears, forward and reverse. Also, higher gears will discard parking events.
  • Directional Indicators These indicators should anticipate some certain manoeuvres, such as parking or stopping events.
  • GPS and map data may be employed.
  • Historical x,y coordinates A location area where repeatedly EOJ events have occurred in the past may be a strong indicative of an EOJ event with a high degree of confidence.
  • Map Information Having information about the surroundings of the vehicle can increase the accuracy of the system. For instance, knowing that the car is entering a parking area (e.g., shopping centre, airport, etc.) will increase the probability of an end-of-journey event. Conversely, being on a motorway will dramatically decrease the probability of an EOJ event although the vehicle might be stationary (e.g., traffic jam situation). Note that this data may be combined with current x,y coordinates of the vehicle.
  • a parking area e.g., shopping centre, airport, etc.
  • this data may be combined with current x,y coordinates of the vehicle.
  • one or more of said vehicle parameters may be monitored as they change during a journey and a set of said measurements over a predetermined period of time may be collected and compared with stored sets of corresponding data to produce an output comprising a prediction of an EOJ event within a given time frame or distance to be travelled by the vehicle and a level of confidence that the EOJ event will occur in that time frame or distance.
  • the steering angle of the steering wheels may be measured and recorded as a set of steering angles at specific time points (e.g. each separated by one second). This set may be compared with stored sets of steering angle measurements made over corresponding time periods and that resulted in an end of journey event. A degree of similarity may be determined and hence a probability that the current set of steering angle measurements is the precursor of an end of journey event.
  • a procedure would be intensive in terms of processing and storage.
  • pre-processing of a subset of the set of said measurements is effected comprising a Fourier transform of said subset in respect of a period of time over which said subset of measurements is collected to produce a set of the coefficients of the frequency components of said subset, said set of coefficients comprising the set compared with said stored set that also comprises coefficients of frequency.
  • a set of (a relatively large number of) measurements is pre-processed to produce a set of (a relatively small number of) coefficients of frequencies of change in the measurements actually made.
  • the frequencies of change of measurement will range between zero change and a maximum rate of change.
  • a particular pattern of frequencies and the extents or coefficients of certain frequencies may be highly indicative of an end of journey event.
  • a current set of coefficients may include later measurements from a set of measurements already made and pre-processed, with older measurements from the set being progressively discarded. In this way, a current set of coefficients may be from a set of measurements that overlap with a previous set of measurements.
  • Vehicle steering angle movements can be particularly indicative of a parking event, which usually is also highly indicative of an EOJ event. If steering angle movements (from 0° to 720°, being generally the number of degrees of steering wheel rotation from lock to lock) are plotted against time over a journey there is an infinitely varying signal produced. By performing a Fourier transform, such a signal can be reduced to a sum of an infinite number of sine waves, each with a specific coefficient. Over a short period of time during a parking event, the coefficients of some specific sine waves have a typical and dominant value. These values for specified sine waves can be stored in a memory of the EOJ predictor and used to compare with a signal received during a journey.
  • vehicle location especially in association with certain other parameters, may be highly indicative of an EOJ event.
  • a precise vehicle location such as a precise parking bay in a car park, is not required.
  • a location area, repeatedly visited, in combination with a characteristic sequence of steering angle changes may be indicative of an EOJ event with a high degree of confidence.
  • Such an event may occur where a driver parks daily in a large area car park, but in different parking bays.
  • default EOJ indicators may be provided as factory-fitted. These include major coefficients and sine waves of steering angle movements that precede typical EOJ events, seat-belt unbuckling etc. Such factory-fitted parameter maps give initial (but not personalised) EOJ event predictions. In one embodiment, however, the EOJ predictor also includes a learning algorithm. Thus different parameters of vehicle systems are recorded in real time and predictions of an EOJ event made. However, if an EOJ event is subsequently determined, or not, as the case may be, the particular set of parameters may be stored and used for future comparisons of real time events for the purpose of making better and more confident predictions.
  • the output (ie the prediction) of the EOJ predictor is of a probability or level of confidence of an EOJ event occurring within a specific timeframe.
  • the output may be multiple probabilities of an EOJ event occurring in different time frames.
  • the output may be one or more probabilities of an EOJ event within one or more distances from the current location.
  • the EOJ controller requires a different level of confidence (ie probability) of an EOJ event occurring for different vehicle systems before the EOJ mode is operated for a given system.
  • the EOJ controller may continue to monitor the vehicle, after initiation of an EOJ mode of different vehicle systems, to determine whether the EOJ event does in fact occurred, as predicted, within the relevant time frame or distance.
  • the EOJ controller may disable the EOJ mode and return the relevant system to normal, in-journey (IJ), operation in the event of failure to detect an EOJ event. Again, the need to restart IJ operation in the event of a false- positive prediction that is acted upon by the EOJ controller varies from vehicle system to vehicle system.
  • the EOJ predictor continuously updates its predictions. By this is meant, at least, that a new prediction is made by the EOJ predictor at intervals during a journey.
  • the EOJ controller may act on an updated prediction, either in the same way as during normal IJ operation, or by requiring a greater level of confidence of an EOJ event, before acting upon the false-positive determination and resuming IJ operation. For example, the fact that the ICE has not been operated may not need to be reversed if there is still plenty of charge in the EE energy storage device and the probability of an EOJ event occurring in the near future remains sufficiently high.
  • the present invention provides an end-of-journey (EOJ) system for use in a vehicle, the system comprising:
  • collection means to receive, and collect into time limited sets, measurements of vehicle parameters during a journey of a vehicle in which the system is fitted;
  • comparison means to compare said sets with stored sets of parameters that are indicative of a probable and EOJ event within a time frame and/or distance of travel;
  • prediction means to issue a prediction of an EOJ event within a time frame or distance travelled
  • Said prediction may comprise a level of confidence with which an EOJ event will occur and said means to initiate an EOJ mode of one or more vehicle systems depends on said level of confidence.
  • the collection means may comprise a collection section provided on a controller having a processor and electronic memory.
  • the collection section may receive measurements via an input that communicates with a sensor, and the time limited sets may be stored on the electronic memory.
  • the comparison means may comprise a comparison section operable to compare said sets with stored sets of parameters that are indicative of a probable and EOJ event and provided on a controller having a processor and electronic memory.
  • the comparison section may communicate with the collection section, and may also include or communicate with electronic memory having said stored sets of parameters saved thereon. Instructions for comparing said sets with stored sets of parameters that are indicative of a probable and EOJ event may be stored in the electronic memory.
  • the prediction means may comprise a prediction section provided on a controller having a processor and electronic memory.
  • the prediction means may communicate with the comparison means, and may issue said prediction in dependence on the comparison of aid sets with stored sets of parameters that are indicative of a probable and EOJ event.
  • the means to initiate an EOJ mode may comprise an initiation section, which section may be provided on a controller having a processor and electronic memory, which controller may be in communication with said one or more vehicle subsystems and said prediction means.
  • the collection section, the comparison section, the prediction section and the initiation section may be provided in a common controller having a processor and electronic memory.
  • the electronic memory may be a non-transitory computer readable media.
  • said prediction comprises a level of confidence with which an EOJ event will occur and said means to initiate an EOJ mode of one or more vehicle systems depends on said level of confidence.
  • the prediction is of multiple probabilities of an EOJ event occurring in different time frames or distances.
  • the means to initiate an EOJ mode are operable to initiate an EOJ mode in a plurality of vehicle systems, wherein entering an EOJ mode of operation following a prediction of an EOJ requires a different level of confidence in the prediction depending on the vehicle system having the EOJ mode.
  • a vehicle comprising an end-of- journeyney system as claimed in any preceding claim.
  • an EOJ event is defined as occurring when a driver operates a driver's door handle of the vehicle, and, optionally, when the engine of the vehicle is disabled.
  • an EOJ mode of operation is for an air suspension system, and comprises a lowering of the suspension.
  • the EOJ mode of operation may be for the lighting system of the vehicle, and may comprise lights of the lighting system arranged during darkness to be switched on and provide all round illumination of the immediate surroundings of the vehicle.
  • the vehicle is a hybrid vehicle having both a driving electric motor of the vehicle powered by an electric engine (EE) energy storage device, and an internal combustion engine (ICE) that drives the vehicle at higher speeds and/or charges the EE energy storage device, and in which an EOJ mode of operation comprises deliberately deselecting operation of the ICE and/or charging of the EE energy storage device.
  • EE electric engine
  • ICE internal combustion engine
  • an EOJ mode of operation of a heating, ventilation and air conditioning (HVAC) system of the vehicle comprises shutting down the HVAC system before the end of a journey.
  • HVAC heating, ventilation and air conditioning
  • the EOJ system continues to monitor the vehicle after initiation of an EOJ mode of one or more vehicle systems to determine whether the EOJ event occurs within the relevant time frame or distance, and wherein, in the event that the EOJ event does not occur, performs one of:
  • the EOJ system may maintain the EOJ mode in at least one of the systems in which it has been initiated or maintained only when:
  • the prediction of an EOJ event occurring is with a greater level of confidence than the confidence with which the EOJ event was previously predicted and on the basis of which the EOJ mode was initiated or, in the event it has been maintained, last maintained;
  • the EOJ predictor continuously updates its predictions.
  • the EOJ predictor is provided with one or more of the following vehicle parameters or contextual data on the basis of which to predict an EOJ event:
  • the EOJ predictor is provided with more than one of said vehicle parameters contextual data on the basis of which to predict an EOJ event.
  • one or more of said vehicle parameters may be monitored as they change during a journey and a set of said measurements over a predetermined period of time may be collected and compared with stored sets of corresponding data to produce an output comprising a prediction of an EOJ event within a given time frame or distance to be travelled by the vehicle and a level of confidence that the EOJ event will occur in that time frame or distance.
  • pre-processing of a subset of the set of said measurements may be effected comprising a Fourier transform of said subset in respect of a period of time over which said subset of measurements is collected to produce a set of the coefficients of the frequency components of said subset, said set of coefficients comprising the set compared with said stored set that also comprises coefficients of frequency.
  • Said subset of the set of values on which said pre-processing is effected may comprise steering angle measurements.
  • the EOJ predictor includes a learning algorithm, whereby sets of parameters of measurements made of different vehicle systems during a journey that lead to an EOJ event are recorded in real time and comparisons are made between current sets of comparable parameters and said recorded sets wherein, on the basis of which comparisons, predictions of an EOJ event are made.
  • a method of controlling one or more vehicle systems that have an end-of-journey (EOJ) mode of operation comprising:
  • Figure 1 a plot of steering angle of a vehicle against time
  • Figure 2 is a block diagram showing signal processing of a signal like that shown in Figure 1 to identify Fourier coefficients;
  • Figure 3 is a block diagram showing production of coefficients from a discrete signal, such as buckling/unbuckling safety belts in a vehicle;
  • FIG. 4 is a block diagram of a system in accordance with an embodiment of the present invention.
  • a signal 3 is produced from a steering rack sensor of steering angle plotted against time during a journey.
  • the plot shows the steering movements made by the driver.
  • the plot is plus or minus units of measure (that may or may not be the same as degrees of rotation of a steering wheel) around a zero position being a straight-ahead position for the vehicle, plotted against time during a journey. It is evident that region 1 of the plot demonstrates substantial back and forth swings of steering angle over a short space of time that is highly characteristic of the steering changes made during parking of a vehicle. Parking of a vehicle is highly predictive of the end of a journey, but as demonstrated earlier in the signal,
  • a similar plot may be drawn of numerous vehicle characteristics, although the shape of such plots will be very different, depending on the parameter detected. For example, a plot of vehicle speed, or acceleration/deceleration, or gear selection may be made.
  • s1 is the value of the parameter being measured at a particular time, and is stored in register 10.
  • a time signal 2 is supplied to the register which shifts the value in register 10 to the next register 12, whereupon the value is relabelled s2 and a new value of the current parameter s1 is captured in register 10.
  • registers 10 to 14 are filled with values s1 , s2, s3 ... sN. How many measurements are made depends on the parameter sensed and how rapidly it changes. That is, N, and the time period 2, are selectable.
  • the values are supplied to multiplexer 18 and a fast Fourier transform performed on the data at 20 to establish the pattern of change between values - that is, the frequency components of the captured array.
  • These are demultiplexed at 22 providing M outputs (f1 , f2, f3 ... fM) in registers 24.
  • M outputs f1 , f2, f3 ... fM
  • These are the coefficients of the frequency components of the input signal s1 to sN. These frequency components obviously change continuously but some patterns of them are characteristic of an end-of-journey (EOJ) event.
  • EOJ end-of-journey
  • known coefficients are stored and compared against the coefficients output from registers 24. When a match between experienced coefficients and EOJ characteristic coefficients is detected, this will be predictive of an EOJ event.
  • the probability of an EOJ event happening within a timeframe can be calculated. This might be on the basis of how close the experienced coefficients are to an EOJ characteristic set of coefficients (that is, small differences might still indicate a likelihood of an EOJ event, but with less confidence than an exact match) or even an exact match of one set may not be absolutely certain of an EOJ event, or have less probability of being an EOJ event than another set of coefficients.
  • the probability that an EOJ event is about to occur is also continuously updated.
  • FFT Fast Fourier Transform
  • point 4 of the steering angle plot 3 it might already be feasible to predict with levels of confidence that an EOJ event is about to happen.
  • point 4 is not greatly different from point 5, for example, which in the journey represented by the plot 3 was clearly not an EOJ event. Consequently, using steering angle alone might not give sufficient confidence of an EOJ event.
  • N is the number of time samples collected in each snapshot. The bigger value that N has, the longer are the manoeuvres that are detected. There is a trade-off here in terms of memory and processing power required. M is the number of frequency coefficients that are output. The larger the value of M, the higher is the resolution. Again, however, there is the same trade-off in terms of computing power and memory.
  • a and B are integers. They are not significant and primarily indicate that M and N are a number power of 2, because and FFT algorithm is optimal for inputs/outputs of the size 2 X . However, other values of M and N can be considered and the algorithm will work as well.
  • A is greater than B because one of the goals of the FFT is to achieve dimensionality reduction without loss of too much (or indeed any critical) information.
  • a frequency transformation achieves that, so that M can be much smaller than N without losing important information.
  • Figure 3 a similar arrangement to that of Figure 2 is illustrated which could be the selection of reverse gear.
  • an unbuckled seat belt may have a logical value 0, whereas a buckled seat belt may have a logical value 1 .
  • the value of, for example, the driver's seat belt may be input to register 30 as input s1 .
  • the value in s1 is shifted to s2 and the current value of the seat belt input as new s1 .
  • the combined signal s1 ,s2 is then analysed against the simple logic:
  • Map data may also be employed to assist prediction of an EOJ event. For example, the probability score that the dynamic parameters mentioned above return could be increased by a given percentage if the vehicle enters a car park, or shopping centre or filling station, or a cul de sac. Entry of the vehicle in any of these locations is not enough to predict an EOJ on its own, but in association with other data, the vehicle being in this vicinity may well add confidence that an EOJ event is imminent.
  • a new vehicle incorporating the system of the present invention, could be provided with many (but still only a limited number of) sets of criteria that are always predictive of an EOJ event.
  • an EOJ event is predicted with a level of confidence, then the vehicle may enter EOJ modes for a number of its systems as described further below.
  • a system 100 embodies one example of the present invention.
  • in-vehicle parameters 42 GPS and map data parameters 44, and Destination
  • Prediction data 46 along with other parameters 48 that may be selected, are combined as contextual data in a multiplexer 50 to provide a pre-processor 52 with data from which EOJ identifier sets 54 are produced and output.
  • the pre-processor carries out several functions including:
  • a first set 54 ⁇ is provided to learning module 56 where the EOJ identifiers are compared with existing EOJ identifiers and a real time EOJ prediction 58 ensues, which is supplied to an In- vehicle computer system 60.
  • the prediction comprises two elements: a time frame (or distance) to the EOJ event, and a level of confidence associated with the prediction.
  • the In-vehicle computer system 60 may or may not act on the prediction.
  • the system 60 may instigate one or more of the following EOJ modes:
  • a high level of confidence may be required before a vehicle's air suspension is lowered, because of the potentially serious consequences of premature lowering when an EOJ event does not occur.
  • the air suspension may only be lowered when the EOJ is imminent, rather than when an EOJ likely to happen in a time from in excess of one minute or thereabouts.
  • HVAC systems can be disabled when the degree of confidence is quite low, and possibly some significant time in the future (e.g. three or four or more minutes away).
  • the In-vehicle computer system 60 may disable the EOJ mode of any of the systems it has placed in that mode and return them to ln-journey modes. However, that may conflict with a continuing prediction of an EOJ event.
  • the decision to act on a prediction may depend on previous predictions that turned out to be false positives, as well as current conditions of the vehicle. For example, the HVAC system may have been disabled several minutes previously but still the journey has not ended. A new prediction that the journey will end may arrive. On the one hand, the computer system may wish to restart the HVAC systems (return them to ln-journey modes), because the conditions of the vehicle are deteriorating.
  • the In-vehicle computer system 60 may monitor whether or not an EOJ event actually occurs within the predicted time frame and adjust any of the EOJ modes accordingly, and potentially in dependence upon the continuing state of the EOJ prediction.
  • the second set 54 2 of EOJ identifiers is supplied to a delay block 62 which holds the identifiers for a period of time. This is to enable the actuality or otherwise of an EOJ event to be associated with the identifiers.
  • contextual data 66 indicative of an EOJ event is supplied to reference signal generator 68 which, if the contextual data 66 confirms an EOJ event returns a reference signal 70 (which conveniently may be a binary 1 or 0) that is multiplexed with the delayed EOJ identifiers in multiplexer 72 and supplied to learning module 56 for storage and use subsequently in predicting (or not) a future EOJ when the same set of identifiers is received (as set 54 ⁇ on a future journey.
  • the learning module builds up a database of identifiers that have resulted in an EOJ improving the accuracy with which future predictions are made.
  • the words “comprise” and “contain” and variations of them mean “including but not limited to”, and they are not intended to (and do not) exclude other moieties, additives, components, integers or steps.
  • the singular encompasses the plural unless the context otherwise requires.
  • the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.

Abstract

Cette invention concerne un système de fin de parcours (EOJ) (100) destiné à être utilisé dans un véhicule, comprenant des moyens de collecte (50, 52) conçus pour recevoir et recueillir en des ensembles à limite de durée, des mesures de paramètres de véhicule (42-48) pendant un parcours d'un véhicule dans lequel est monté le système. Des moyens de comparaison (56) comparent lesdits ensembles à des ensembles enregistrés de paramètres comparables qui sont indicatifs d'un événement EOJ imminent. Des moyens de prédiction (56) émettent une prédiction d'un événement EOJ ainsi qu'un niveau de confiance concernant les probabilités que l'événement EOJ prédit se produise dans un intervalle temporel ou une distance parcourue. En réponse à ladite prédiction et au niveau de confiance associé à ladite prédiction, des moyens d'initiation (60) initient un mode EOJ pour un ou plusieurs systèmes de véhicule. Un véhicule intégrant un tel système comprend un ou plusieurs systèmes de véhicule qui ont un mode de fonctionnement de fin de parcours (EOJ). Ledit prédicteur EOJ (56) comprend un algorithme d'apprentissage qui enregistre des paramètres menant à un événement EOJ pour des prédictions futures.
EP15734202.3A 2014-07-08 2015-07-07 Systèmes de fin de parcours pour véhicules Withdrawn EP3166806A1 (fr)

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GB1412109.9A GB2528064B (en) 2014-07-08 2014-07-08 End-of-journey vehicle systems
PCT/EP2015/065465 WO2016005382A1 (fr) 2014-07-08 2015-07-07 Systèmes de fin de parcours pour véhicules

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GB2583461B (en) * 2019-04-08 2021-10-20 Jaguar Land Rover Ltd Apparatus and method for providing vehicle attributes

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JP2004345571A (ja) * 2003-05-23 2004-12-09 Aisin Aw Co Ltd 車両のサスペンション制御装置
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