GB2485606A

GB2485606A - Vehicle control system

Info

Publication number: GB2485606A
Application number: GB1019741.6A
Authority: GB
Inventors: James Goodfield; Giles Butterfield
Original assignee: J P M Ltd Co
Current assignee: J P M Ltd Co
Priority date: 2010-11-22
Filing date: 2010-11-22
Publication date: 2012-05-23
Also published as: GB201019741D0

Abstract

The potential speed of a racing vehicle 10 is controlled in response to its relative location to another vehicle 11. A sensor 12 senses when the vehicle 10 moves into proximity behind the other vehicle 11, and sends a signal to a processing system 14 which sends signals to an engine control unit 16 so that its potential relative speed is increased, which makes overtaking more likely. Another invention relates to the speed of the engine being increased when the vehicle 10 is sensed as being in proximity to the other vehicle 11. The sensors may be in the form of GPS. The processors may be external to the vehicles 10, 11.

Description

VEHICLE CONTROL SYSTEM

BACKGROUND

[0001] Moving objects disturb the air they move through, causing turbulence and variations in air pressure. A particular effect is the creation of an area of reduced pressure behind the moving object known as a slipstream. The size and shape of the slipstream is dependent on the speed of the object and its aerodynamic properties which define how the object interacts with the air through which it moves.

[0002] The slipstream may affect other objects following the object creating the slipstream area.

The reduced air pressure in the slipstream reduces air resistance, or drag, experienced by the following object thus reducing the power required to maintain a particular speed. This effect is utilised in various forms of sport, and most noticeably in motor racing, where the slipstream is utilised by a following driver to increase their speed and overtake the car in front.

[0003] Overtaking is an exciting aspect of motor sport and an increase in the number of overtaking manoeuvres increases the appeal of the sport to spectators and drivers. To improve the size of the slipstream created by a vehicle in motorsport, and hence increase the likelihood of overtaking, the aerodynamic properties of the vehicles can be modified. However, this is undesirable as it leads to sub-optimal design of the vehicles and requires policing to ensure all cars comply with the requirements.

SUMMARY

[0004] The following presents a simplified summary of the disclosure in order to provide a basic understanding to the reader. This summary is not an extensive overview of the disclosure and it does not identify key/critical elements of the invention or delineate the scope of the invention. Its sole purpose is to present some concepts disclosed herein in a simplified form as a prelude to the

more detailed description that is presented later.

There is provided a vehicle control system, comprising a position sensing system for determining the position of a first vehicle relative to another vehicle; and a processing system in communication with the position sensing system and with an engine control system of the first vehicle; wherein the processing system is configured such that when the position sensing system determines that the first vehicle is in proximity behind another vehicle a signal is transmitted to the engine control system of the first vehicle to cause the potential speed of the first vehicle to be increased relative to the potential speed of the other vehicle.

The position sensing system may comprise a GPS receiver located in each vehicle, and a position processing system for calculating the relative positions based on data from the GPS receivers.

The position processing system may be remote from the vehicles and receive data from the GPS receivers via wireless communications links.

The processing system may be remote from the vehicles and in communication with the engine control system of at least the first vehicle via a wireless communications link.

The processing system and the position processing system may be co-located as a remote control system.

The first vehicle may be determined to be in proximity behind another vehicle when the distance between the vehicles in the direction of travel is less than a predetermined threshold.

The magnitude of the increase in potential speed may be dependent on the distance between the vehicles in the direction of travel.

The magnitude of the increase in potential speed may be dependent on the position of the first vehicle relative to the other vehicle perpendicular to the direction of travel.

The processing system may comprise a mapping between the relative position of the first vehicle and another vehicle, and the speed increase for that relative position.

The increase in potential speed may be achieved by increasing the power available from the engine.

The power available from the engine at a particular throttle setting may be increased.

The engine may develop the increase in power in response to input from the driver.

An engine control unit, comprising at least one output for the output of control signals to an engine; a processing system configured to generate the control signals based on inputs to the engine control unit, the inputs comprising a position indicator input for accepting an input indicative of the relative position of another vehicle to the front of the vehicle in which the engine control unit is, in use, located; wherein the control signals generated by the processing system are such that the power output of the engine is increased to increase the speed of the vehicle in which the engine control unit is, in use, located, when the position indicator input indicates a vehicle within a predetermined proximity.

The processing system may comprise a mapping between the position indicator input and an increase in power output.

The inputs may comprise a throttle position input and the engine control unit generates the control signals to cause the engine to develop a power proportional to a sum of the throttle position and a power increase indicated by the mapping.

The inputs may further comprise a power increase input, and wherein the control signals generated by the processing system are such that the power output of the engine is increased to increase the speed of the vehicle in which the engine control unit is, in use, located, when the position indicator input indicates a vehicle within a predetermined proximity and when the power increase input indicates the driver wishes that power increase to occur.

[0005] Many of the attendant features will be more readily appreciated as the same becomes better understood by reference to the following detailed description considered in connection with the accompanying drawings.

DESCRIPTION OF THE DRAWINGS

[0006] The present description will be better understood from the following detailed description read in light of the accompanying drawings, wherein: [0007] Figure 1 shows a schematic drawing of a vehicle control system; [0008] Figure 2 shows a schematic drawing of a vehicle control system utilising a remote processing system; and [0009] Figure 3 shows an exemplary computing device.

DETAILED DESCRIPTION

[0010] The detailed description provided below in connection with the appended drawings is intended as a description of the present examples and is not intended to represent the only forms in which the present example may be constructed or utilized. The description sets forth the functions of the example and the sequence of steps for constructing and operating the example.

However, the same or equivalent functions and sequences may be accomplished by different

examples.

[0011] Figure 1 shows a block diagram of two racing cars 10, 11 moving in direction X. Each car is equipped with a system for creating an artificial enhancement of the slipstream effect, which may improve overtaking opportunities.

[0012] Each car 10, 11 is equipped with a position sensor 12, 13 for determining the car's distance from a car in front. Two cars are shown for convenience, but any number of cars may be provided for each particular system. The position sensor 12, 13 is connected to, and communicates with, a processing system 14, 15 which processes data from the sensors 12, 13 and determines how to act. The processing system 14, 15 is connected to, and communicates with, the Engine Control Unit (ECU) 16, 17 of the car 10, 11. The ECU 16, 17 is responsible for controlling the engine to deliver the level of power indicated by the driver's setting of the throttle.

In the system of Figure 1, the signal from the processing system also affects the level of power delivered by the engine at a particular throttle setting.

[0013] As data from position sensor 12 indicates a car 11 within a predetermined distance in front of car 10, the processing system 14 outputs a signal to the ECU 16 to indicate that the power delivered by the engine should be increased. The speed of the car 10 will therefore be increased relative to car 11, making overtaking easier. As car 10 moves past car 11, the position sensor 12 will no longer indicate a car within the predetermined distance in front of car 10 and so the processing system 14 alters the signal to the ECU such that the power output returns to normal as indicated by the throttle.

[0014] The system shown schematically in Figure 1 thus provides a means to artificially enhance the increase in speed due to moving in a slipstream of a vehicle in front. The increase in speed makes overtaking more likely, which as noted above is desirable. The effect of the system is to increase the speed of a following car relative to a car in front of it.

[0015] In an implementation of the system of Figure 1 the processing system may be configured to indicate to the ECU to increase power by a fixed amount when the sensor indicates a car is within a predetermined distance in front. The predetermined distance may be set to be approximately equal to the effective distance of the real' aerodynamic slipstream. For example, at typical racing speeds the slipstream may have a marked effect from 1 Sm behind the front vehicle.

[0016] In order to ensure the increased power is available when the processing system indicates it should be applied, the ECU may be configured such that under normal conditions, when no increase is indicated, the maximum power available to the driver is less than the maximum power of the engine. That is, 100% throttle may only correspond to 95% power, enabling a 5% increase in power when a car is detected in proximity. Other configurations may also be utilised to achieve the required result that the engine is able to deliver an increase in power in response to the signal from the processing system. Furthermore, the increase in power may not be automatically applied but could require a button to be pressed, or some other indication, by the driver in response to a signal that the power is available if desired. The power increases may be determined in terms of absolute values, for example an increase of 10 bhp, oras a percentage increase, for example 5% of current power output. Also, the increase could be specified in terms of the speed advantage to be provided to the car. For example, the ECU could control the engine to achieve a 10% speed advantage over the car in front. As per the increase in power, the increase can be specified as an absolute or percentage increase in relation to the speed of the car, or the car in front.

[0017] The power increase indicated by the processing system may be dependent on the distance between the car and the one in front. For example, the aerodynamic slipstream increases in size closer to the rear of the leading car. The power increase may therefore be larger as the cars move closer together to mimic the effect of the aerodynamic slipstream. The processing system may therefore be configured to output a signal to the ECU which is inversely proportional the distance between the cars.

[0018] in the above description, the sensors detect the distance between the cars in the direction of travel, but the relative lateral positions may also be detected by the sensors and utilised by the processing system to determine any power adjustment to be applied. Such a system may allow a more realistic recreation of the aerodynamic slipstream effect. Behind a racing car the reduced pressure area has a flame-shape, beginning approximately equal to the lateral profile of the car, increasing somewhat due to the effect of the aerodynamic surfaces of the car, and then reduces in size through a tail. The pressure reduction is not consistent over the area, but rather changes continuously from normal atmospheric pressure outside of the area to a minimum at the centre. The power increase indicated by the processing system may be dependent on the rear cars position within this general shape.

[0019] For example, when the rear car is at the centre of the reduced pressure area, the maximum increase in power may be applied, which is then reduced as the car moves away from that centre. In a real-life situation this would provide a graduated increase in power as the rear car approaches directly behind the front car, which then reduces as the rear car moves to the side to overtake with the benefit of the increased power. This mimics the effect of the aerodynamic slipstream. The processing system may be provided with a look-up table of values for relative position, which enables the power increase for the actual position of the rear car to be determined and passed to the ECU.

[0020] Since the increase in power is not bound by the physical rules that govern the aerodynamic slipstream, the power increase may not correspond to the effective increase obtained from the aerodynamic slipstream. This may allow the power increase to be determined to provide the best enhancement to the sport. For example, the increase in power could continue to be applied once the cars are alongside each other to make an overtake more certain. The power increase may continue dependent on position, or could continue dependent on time. For example, once the power increase has been applied, it may continue for a predetermined time regardless of the position of the vehicles.

[0021] The processing system may also utilise other parameters in determining the power increase to be applied. For example, the car's location on the track may be determined using GPS or other technology, and the power increase only made available when the car is on a straight section of the track. The position of other cars may also be taken into account. For example, if two cars are detected ahead of a car, a greater power increase could be applied. The absolute and relative speed of the cars may also be utilised. Any mapping between parameters and power increase may be utilised as determined to be most beneficial for each implementation.

The position of the cars within a race may also be taken into account, such that for example the system could apply the power increase to a car only if the car in front is ahead of it in the race as well as ahead of it on the circuit. Thus the power increase would not be available to overtake, or lap', a backmarker (as it may be less desirable to facilitate such overtaking, since backmarkers can create a bunching' of the leading pack of cars behind it that itself promotes more exciting racing).

[0022] The sensors 12, 13, may comprise distance sensors, for example ultrasonic reflective sensors, or any known technology for providing an indication of distance between two objects.

Similarly, the sensors may comprise a system to determined the relative position of the two cars, for example utilising RF direction-finding techniques, or image analysis processing based on cameras provided looking forwards from each vehicle. As will be apparent to the reader, any sensor that indicates the relative position or distance between two vehicles may be utilised to generate the required signals.

[0023] Figure 2 shows a block diagram of an alternative system for providing the functionality described in relation to Figure 1. Each car 200, 201 is equipped with a position sensing device 202, 203, for example a GPS receiver. The position sensing device 202, 203 is in communication with an in-car communication system 204, 205, which maintains a wireless communications link 206, 207 with control system 208. Control system 208 may be located anywhere to which reliable communications links can be established, for example at the control centre of a racing circuit on which the cars 200, 201 are racing. Control system 208 comprises a wireless communications system 209 for establishing and maintaining the communications links 206, 207 to the cars 200, 201. Control system 208 also comprises a processing system 300 in communication with the communications system 209. Processing system 300 is configured to receive data from the communications links 206, 207, process data, and output data to communications system 209 for transmission to each, or selected, car(s) 200, 201. The in-car communications systems 204, 205 are in communication with the ECU5 301, 302 of the cars. As described with reference to Figure 1, this communication allows a signal to be sent to the ECU 301, 302 to adjust the power provided by the engine of the car.

[0024] The position sensing devices may be implemented using any device that can determine the car's position sufficiently accurately and rapidly to enable the reliable determination of relative positions. For example, a differential GPS system utilising a receiver in the car and a static receiver may determine location to less than 1 m at an update frequency of 20 Hz which is considered suitable. Other position sensing systems, either mounted in the cars, or static ground-based systems may be utilised as appropriate.

[0025] In operation, the position sensing device 202, 203 of each car 200, 201 determines the car's present position which is transmitted by the in-car communications system 204, 205 to control system 208. Control system 208 processes the position of each car, and determines whether any car is in proximity behind another car and should therefore receive a power increase to enhance the slipstream effect. If it is determined that a car should receive an increase, a signal is sent to the in-car communication systems 204, 205 which provide a signal to the ECU 301, 302 as described above with reference to Figure 1.

[0026] The system of Figure 2 provides centralised control of the power increase provided to each car in response to both its absolute position, and position relative to other cars. This may allow a more advanced system providing greater control over the power increases provided to each car. The system may be configured to provide comparable operation to that shown in Figure 1, or may consider more factors as discussed below.

[0027] The absolute position of the cars may be utilised to determine the power increase. For example, the increase may only be applied when the cars are on a straight section of a track, or only in certain areas of a straight.

[0028] The control system 208 receives position information from all cars, and therefore the relative position of all cars can be calculated and utilised to determine the power increase. For example, a series of three cars may be identified as following each other. The second car in the series may be provided with the standard power increase, but the third car may receive a greater increase in power due to being behind two other cars.

[0029] The absolute and/or relative speeds of each car may also be considered in determining the increase. For example, if a car is determined to be in proximity to a car in front, but already has a significant speed advantage, no power increase may be provided. As noted above, this may be relevant to the situation where a car is coming up to overtake a backmarker where it may not be desirable to artificially facilitate the overtaking manoeuvre.

[0030] The operation of the system may also be dependent on the general stage in a competition. For example, the increases may be disabled during the first lap of a race during which cars all very close together already.

[0031] The cars may also be provided with inter-car communications systems to enable communication of data between the systems of each car. For example, each car may transmit its position information for reception by other cars close to it. The processing system of each car can thus determine if it is following another car and apply the related power increase. An equivalent to the centralised control system of Figure 2 can thus be implemented in a distributed manner. Similarly, the functionality may be divided or distributed in any manner. For example, the position sensing and decision on applying the power increase may be performed by each car, but with the central control system also providing input to each car, for example to allow standard behaviour to be overridden.

[0032] In the above disclosure the power of the following car has been increased in response to a car in front. Another method of increasing the relative speed of a following car may also be implemented. For example, the aerodynamic surfaces of the following car could be moved to reduce drag and hence give a speed advantage. Similarly, the lead car could be slowed either by increased drag or reducing power. The required effect is to provide a relative speed advantage to a following car to decrease the separation between the cars and potentially allow the following car to overtake.

[0033] The above examples have been given by way of references to motorcar racing, but this is for example only and the techniques may be applied to any form of motorsport, for example motorcycle racing. Similarly, the present disclosure is not restricted to any particular form of engine, and may be applied to any powered vehicle.

[0034] FIG. 3 is a system block diagram of a control system 30, according to an embodiment. Control system 30 includes processor 31, memory 32, and communications interface 33. Processor 31 is operatively coupled to memory 32 and communications interface 33. Control system 30 can communicate with other systems, devices and networks (such as communications systems 204, 205 shown in Figure 2) via a communications interface 33.

[0035] As illustrated in FIG. 3, control system 30 can host a receiver module 34, a data module 35 and a transmitter module 36. In other words, receiver module 34, a data module 35 and a transmitter module 36 each can be processes, applications, and/or some other software module (executing in hardware) or hardware module that is executed at control system 30. In some embodiments, for example, instructions that implement a receiver module 34, a data module 35 and a transmitter module 36 can be stored at memory 32 and executed at processor 31.

[0036] In some embodiments, control system 30 can be dedicated to the modules 34, 35 and 36. In other words, control system 30 can allocate all or substantially all of its computing resources (e.g., processing capacity and memory) to the modules 34, 35 and 36. In some embodiments, control system 30 can host other processes, applications and/or software modules in addition to the modules 34, 35 and 36. For example control system 30 can be a general purpose compute device that hosts multiple processes, applications and/or software modules.

[0037] The receiver module 34, data module 35 and transmitter module 36 each can relate to a portion of the processes described above, for example, in reference to Figure 2. For example, the receiver module 34 can relate to the receiving of requests, signals or messages from the vehicles. Similarly, the data module 35 can relate to the processing of data, for example, to process position information, determine relative positions, and determine power increases for each vehicle. The transmitter module 36 can relate to the transmitting of data, signals or messages to the vehicles such as the transmission of data relating to the speed or power increase of each car.

[0038] The processing systems 14, 15 may be provided by devices in accordance with those described in relation to Figure 3, or by any other processing system, for example an ASIC, DSP, microprocessor, or equivalent, system which is capable of receiving inputs, performing processing on data and outputting outputs.

[0039] The term processing system' is used herein to refer to any device with processing capability such that it can execute instructions. Those skilled in the art will realize that such processing capabilities are incorporated into many different devices and therefore the term includes PCs, servers, mobile telephones, personal digital assistants, set-top boxes and many other devices.

[0040] The methods described herein may be performed by software in machine readable form on a tangible storage medium e.g. in the form of a computer program comprising computer program code means adapted to perform all the steps of any of the methods described herein when the program is run on a computer and where the computer program may be embodied on a computer readable medium. Examples of tangible (or non-transitory) storage media include disks, thumb drives, memory etc and do not include propagated signals. The software can be suitable for execution on a parallel processor or a serial processor such that the method steps may be carried out in any suitable order, or simultaneously.

[0041] This acknowledges that software can be a valuable, separately tradable commodity. It is intended to encompass software, which runs on or controls "dumb" or standard hardware, to carry out the desired functions. It is also intended to encompass software which "describes" or defines the configuration of hardware, such as HDL (hardware description language) software, as is used for designing silicon chips, or for configuring universal programmable chips, to carry out desired functions.

[0042] Those skilled in the art will realize that storage devices utilized to store program instructions can be distributed across a network. For example, a remote computer may store an example of the process described as software. A local or terminal computer may access the remote computer and download a part or all of the software to run the program. Alternatively, the local computer may download pieces of the software as needed, or execute some software instructions at the local terminal and some at the remote computer (or computer network). Those skilled in the art will also realize that by utilizing conventional techniques known to those skilled in the art that all, or a portion of the software instructions may be carried out by a dedicated circuit, such as a DSP, programmable logic array, or the like.

[0043] Any range or device value given herein may be extended or altered without losing the effect sought, as will be apparent to the skilled person.

[0044] It will be understood that the benefits and advantages described above may relate to one embodiment or may relate to several embodiments. The embodiments are not limited to those that solve any or all of the stated problems or those that have any or all of the stated benefits and advantages. It will further be understood that reference to an' item refers to one or more of those items.

[0045] The steps of the methods described herein may be carried out in any suitable order, or simultaneously where appropriate. Additionally, individual blocks may be deleted from any of the methods without departing from the spirit and scope of the subject matter described herein.

Aspects of any of the examples described above may be combined with aspects of any of the other examples described to form further examples without losing the effect sought.

[0046] The term comprising' is used herein to mean including the method blocks or elements identified, but that such blocks or elements do not comprise an exclusive list and a method or apparatus may contain additional blocks or elements.

[0047] The block diagrams utilised herein are for clarity of explanation only and represent a convenient division of functions to aid that explanation, but are not intended to restrict the scope of the disclosure to processing performed in precisely the manner indicated. The processes represented by the blocks may be performed in different locations, in combination with one another, or separated into a greater number of blocks, as is preferable for any specific implementation.

[0048] It will be understood that the above description of a preferred embodiment is given by way of example only and that various modifications may be made by those skilled in the art. The above specification, examples and data provide a complete description of the structure and use of exemplary embodiments of the invention. Although various embodiments of the invention have been described above with a certain degree of particularity, or with reference to one or more individual embodiments, those skilled in the art could make numerous alterations to the disclosed embodiments without departing from the spirit or scope of this invention.

Claims

CLAI MS1. A vehicle control system, comprising a position sensing system for determining the position of a first vehicle relative to another vehicle; and a processing system in communication with the position sensing system and with an engine control system of the first vehicle; wherein the processing system is configured such that when the position sensing system determines that the first vehicle is in proximity behind another vehicle a signal is transmitted to the engine control system of the first vehicle to cause the potential speed of the first vehicle to be increased relative to the potential speed of the other vehicle.
2. A vehicle control system according to claim 1, wherein the position sensing system com prises a GPS receiver located in each vehicle, and a position processing system for calculating the relative positions based on data from the GPS receivers.
3. A vehicle control system according to claim 2, wherein the position processing system is remote from the vehicles and receives data from the GPS receivers via wireless communications links.
4. A vehicle control system according to any preceding claim, wherein the processing system is remote from the vehicles and is in communication with the engine control system of at least the first vehicle via a wireless communications link.
5. A vehicle control system according to claim 4, wherein the processing system and the position processing system are co-located as a remote control system.
6. A vehicle control system according to any preceding claim, wherein the first vehicle is determined to be in proximity behind another vehicle when the distance between the vehicles in the direction of travel is less than a predetermined threshold.
7. A vehicle control system according to any preceding claim, wherein the magnitude of the increase in potential speed is dependent on the distance between the vehicles in the direction of travel.
8. A vehicle control system according to any preceding claim, wherein the magnitude of the increase in potential speed is dependent on the position of the first vehicle relative to the other vehicle perpendicular to the direction of travel.
9. A vehicle control system according to any preceding claim, wherein the processing system comprises a mapping between the relative position of the first vehicle and another vehicle, and the speed increase for that relative position.
10. A vehicle control system according to any preceding claim, wherein the increase in potential speed is achieved by increasing the power available from the engine.
11. A vehicle control system according to claim 10, wherein the power available from the engine at a particular throttle setting is increased.
12. A vehicle control system according to claim 10, wherein the engine develops the increase in power in response to input from the driver.
13. An engine control unit, comprising at least one output for the output of control signals to an engine; a processing system configured to generate the control signals based on inputs to the engine control unit, the inputs comprising a position indicator input for accepting an input indicative of the relative position of another vehicle to the front of the vehicle in which the engine control unit is, in use, located; wherein the control signals generated by the processing system are such that the power output of the engine is increased to increase the speed of the vehicle in which the engine control unit is, in use, located, when the position indicator input indicates a vehicle within a predetermined proximity.
14. An engine control unit according to claim 13, wherein the processing system comprises a mapping between the position indicator input and an increase in power output.
15. An engine control unit according to claim 14, wherein the inputs comprise a throttle position input and the engine control unit generates the control signals to cause the engine to develop a power proportional to a sum of the throttle position and a power increase indicated by the mapping.
16. An engine control unit according to any of claims 13 to 15, wherein the inputs further comprise a power increase input, and wherein the control signals generated by the processing system are such that the power output of the engine is increased to increase the speed of the vehicle in which the engine control unit is, in use, located, when the position indicator input indicates a vehicle within a predetermined proximity and when the power increase input indicates the driver wishes that power increase to occur.