WO1998050246A1 - Regulateur de vitesse programmable a dispositif anti-acceleration brusque, antipatinage et antiderapage - Google Patents

Regulateur de vitesse programmable a dispositif anti-acceleration brusque, antipatinage et antiderapage Download PDF

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Publication number
WO1998050246A1
WO1998050246A1 PCT/US1998/008918 US9808918W WO9850246A1 WO 1998050246 A1 WO1998050246 A1 WO 1998050246A1 US 9808918 W US9808918 W US 9808918W WO 9850246 A1 WO9850246 A1 WO 9850246A1
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WO
WIPO (PCT)
Prior art keywords
speed
vehicle
cruise control
settings
improvement
Prior art date
Application number
PCT/US1998/008918
Other languages
English (en)
Inventor
Avi N. Nelson
Daniel Goor
Original Assignee
Vertizon Corporation
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 Vertizon Corporation filed Critical Vertizon Corporation
Publication of WO1998050246A1 publication Critical patent/WO1998050246A1/fr

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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
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
    • B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
    • B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
    • 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
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/043—Identity of occupants
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/103—Speed profile

Definitions

  • the present invention relates generally to cruise control in vehicles and, more particularly, to a cruise control with multiple programmable speed settings that are stored and activated as desired, including protection against surge and spin-out and skidding.
  • Patents have been issued directed to the mechanisms involved with cruise control systems.
  • One such is U.S. Patent No. 5,552,985, entitled “Cruising Control Apparatus,” to Hori, issued in 1996.
  • This patent discloses a microcomputer cruise control including a "watch dog” operation and predetermined upper and lower speed limits. Operations outside normal parameters, abnormal signals and other logical decisions are detected, and responses are carried out by the micro-computer, primarily for safety considerations.
  • Voice command in connection with cruise control is disclosed in U.S. Patent No. 4,797,924 issued Jan 10, 1989, for a Vehicle Voice Recognition Method and Apparatus, in which many functions of an automobile are performed by voice command, such as opening and closing windows, turning lights on and off, trunk release, power seat, wipers, and the like.
  • voice command such as opening and closing windows, turning lights on and off, trunk release, power seat, wipers, and the like.
  • cruise control There is a cartridge with the basic commands already programmed, and the user repeats each command in a specified sequence three times in order for the device to "learn" the users particular pronunciation of each of the command words.
  • acceleration refers to both positive and negative acceleration (the negative is popularly referred-to as “deceleration.”
  • An additional object of the present invention is to provide an improvement in both safety and convenience over the prior art.
  • the objects of the present invention are met in a programmable cruise control system, using the speed sensors as found in the many standard cruise control and other vehicle systems.
  • a means is provided for inputting and storing a plurality of speed settings in memory. Once stored in memory, the settings may be individually activated, reviewed, edited or changed, as desired.
  • the present application extends the concept of the previously mentioned co-pending application to include programmable anti-surge protection and an automatic anti-spin capability.
  • the operator is provided with means for selecting one of the saved speed settings.
  • the operator may then activate the cruise control which is responsive to the setting, whereby the vehicle travels at the selected speed setting.
  • One embodiment includes a microcomputer, an input device, which could be a keyboard or keypad, with display, requisite interfaces from the speed sensor, typical cruise control inputs, and typical interfaces to the accelerator and brake.
  • the "cancel,” “resume,” and “set” inputs may be implemented as key inputs on the keyboard /display peripheral to the micro-computer.
  • the setting and displays may be dial potentiometers, where the dials are scaled to read speeds.
  • the setting of the potentiometer is, in effect, a stored cruise control speed value.
  • the system need only access the selected potentiometer to re-read the desired speed.
  • the system may be a programmable microcomputer, where, in response to the selected and activated speed control, the system causes the vehicle to attain and maintain the selected speed.
  • other controls or functions may be provided to adjust the cruising speed.
  • the operation of the cruise control apparatus to control the accelerator, to cancel when the brake is applied, and to respond to such other typical cruise control signals found in the art, would remain unchanged.
  • groups of speed settings may be programmed and used.
  • Other functions including speed limits and associated alarms may be implemented.
  • Different settings can be retained in memory for different drivers. There can be a default setting such that, if not otherwise programmed, the delta is automatically set for, say, 10 mph or 20 mph. The operator will also be able to program off this anti-surge or delta function.
  • One embodiment also includes automatic wheel spin reduction and skid reduction protocols and mechanism.
  • a cruise control speed is targeted, or the "resume" function is activated, there would be a limit on the rotational acceleration of the drive wheels. If the vehicle is on a low friction surface, the limiting function would reduce the likelihood of a spin-up or spin-down and consequent loss of control of the vehicle by the driver.
  • FIG. 1 is a block diagram of the hardware implementation of one embodiment of the present invention
  • FIG. 2 is a schematic/block diagram of one manner of carrying out the embodiment of FIG. 1.
  • FIG. 3 is a frontal view of the FIG. 1 embodiment of the input and display panel of the present invention.
  • FIG. 4 is a block diagram of a system for a spin and skid reduction system according to the present invention.
  • FIG. 5 is a block diagram of a system according to the present invention for automatic braking control under certain circumstances of cruise control operation.
  • FIG. 1 is a block diagram of a preferred embodiment of the invention.
  • a speed sensor 2 connected to a microcomputer 6 with associated support chips (memories, A/D's, other converters, buffers, interfaces, etc.), all known in the art.
  • the signal output of speed sensors can be analog or digital. If the output is analog, the interface 4 includes an analog-to-digital converter (A/D) that converts the analog speed signal to a digital value that is inputted to the micro-computer 6.
  • A/D's may have as few bits as determined by the designer, depending upon the incremental values that may be set for the cruising speeds.
  • eight binary bit converters may be used which can form 256 different combinations and this would allow the speed ranges to be encoded with increments of 1/256 of the range between settings. For example, if the cruise control range were 35 to 65 miles per hour (mph), the differential of 30 mph would be digitized with the least significant bit having the value of a little more than 0.1 mph. In such a case, cruise control speeds may be programmed in 0.25 mph increments. Since 12 bit A/D's are inexpensive and readily available, the 12 bit A/D is a preferred embodiment. With 12 bits the incremental changes allowed would be effectively continuous to the human user. This A/D has the additional advantage of small increments that result in smooth transitions, when speeds are incremented upward or downward. While a driver would not usually be interested in such a fine adjustment of speed, e.g., in 0.1 mph increments, this does show the precision which can be obtained.
  • the microcomputer may be one of the many one chip or several chip computers known in the art, e.g. see the product lines of Motorola, Intel, AMD, National Semiconductor, and the like.
  • the associated support chips (memories, A/D's, buffers, interfaces, etc.) are also available in the marketplace from these or other such manufacturers.
  • the A/D and the microcomputer need not be the fastest available, since the human time frame is reasonably slow. The typical speeds of available A/D's and microcomputers with clock speeds in the 10 MHz range will suffice.
  • the CANCEL, SET and RESUME /ACCELERATE buttons are common in cruise controls. In this embodiment those controls are inputted to and used by the microcomputer in order to control the accelerator or the fuel injection or carburetor systems to change the state of the cruise control, as determined by the above referenced controls.
  • the microcomputer 6 will regulate the vehicle controls 15.
  • the microcomputer will thus control the speed of the vehicle, delay the engagement of or disengagement of the cruise control. In one embodiment, described below in connection with FIG. 5, it will control deceleration by using the brake under controlled conditions.
  • FIG. 2 shows another design for setting, saving and displaying cruise speeds, using three potentiometers 18, 20, and 22, coupled respectively to dials 24, 26, and 28. In this case the dials are calibrated and marked in miles per hour (mph), but in another preferred embodiment marking may be in kilometers per hour (kph). In FIG. 2 the speeds "55,” and “60” and “65” are shown on the dials, but any number of speeds may be shown.
  • dials are the actual display, but any of the digital or other such mechanical displays may be used to advantage.
  • displays may include, but are not limited to, LED's (light emitting diodes), LCD's (liquid crystal displays), fluorescent types, bar type displays, and any of the mechanical displays that use plates which "flip" to form different numbers.
  • the potentiometers are connected between ground 30 and the twelve volt car battery 32 and form voltage dividers. Voltage regulators and filters may be used, as required, and as known in the art. Each voltage divider feeds a voltage signal to an A/D converter, built into interface 36, that forms a digital signal 38 for inputting into the microcomputer 40.
  • the microcomputer program has reserved different addresses for storing the digitized settings of the three potentiometers in the memory of microcomputer 40.
  • the user may select and activate one of the stored speeds from the keyboard 52 via interface 54.
  • the microcomputer 40 directs output control 42 to command the accelerator 44, and /or other such cruise control hardware, to implement cruise control of the vehicle at that activated speed.
  • the feedback of the speed signal 46 from the speed sensor 48 is fed via interface 50 to the microcomputer, wherein the program will complete the feedback control loop.
  • Selection of another speed may be accomplished by depressing a button or activating a switch, and the entire system may be operated with controls known in the art.
  • Other embodiments may have the microcomputer receive the desired speed settings and output those settings to the equipment already existing in a vehicle. In these cases the feedback controls would be those which were originally installed in the vehicle.
  • FIG. 3 shows an integrated front panel 56 with switches, a keypad 60, LED indicators 68, and displays 62 that incorporate the means for effecting cruise control operation.
  • Three or four digit displays may be used and fractional mph or kph settings are possible.
  • the displays 62 are preferably three or four digit LCD's or equivalent LED's, and the keypad and switches are preferably a spill resistant film type.
  • the three digits allow incremental settings of 1/10 mph up to 99.9 mph as a maximum setting.
  • Three digits also accommodate displays of speed in kph without tenths displayed. Four digits are preferred if tenths of kph are to be displayed, one hundred kph being about 62 mph. Three different speed settings are shown, but more or fewer could be used.
  • the three LED's 68 indicate which display 62 is selected.
  • the first driver presses the ENTER button 70, then the DRIVER button 86, and "1" on keypad 60.
  • the LED by the first display lights; the driver enters the digits for the first speed to be stored. If a mistake is made, pressing the CLEAR button 72 allows the person to start over. After the digits are entered, the "select" SEL button 66 is pressed to move to the second display, and so on.
  • ENTER 70 is pressed again to set all the data into memory. The second driver presses ENTER 70, DRIVER 86, "2" and proceeds similarly.
  • the operator sets or has the desired speed indicated on the selected display. He presses the ON switch 74, activating the cruise control. Then he presses SET 82 to cause the cruise control to adopt the selected speed.
  • the ON switch 74 may be self-lighted to show that the cruise control is ON, or another display (not shown) may be activated to show that the cruise control is operating, as is known in the art. There may also be an OFF switch 76.
  • the LED 94 next to that displayed speed lights to indicate that it is now the cruise control speed. Depressing SEL 66 selects the next programmed speed which is displayed in the next display in sequence.
  • Pushing SET 82 then causes the cruise control to operate at the newly selected speed, and LED 94 changes accordingly.
  • the operator can shut off the cruise control memory by pressing, say, the DRIVER button 86 twice or by some other convenient entry or entries, or there can be a separate on/off switch (not shown). If the vehicle is moving (perhaps above some pre-determined minimum speed), the operator can shut off the cruise control memory, press the SET button 82 and cause the system to take the existing speed as the cruise control speed. The LED's 68 will then all be unlit to indicate that none are selected and active. Alternatively, if the vehicle is operating at one of the programmed speeds, or the operator changes speed, up or down, pressing the SET button 82 will cause the cruise control to operate at this new (unprogrammed) speed.
  • this cruise control speed can be "read” by the microcomputer and presented either in the first of the displays 68 or in another separate display (not shown). LED 68 and LED 94 next to the display are lit. This speed can then be stored in memory by pressing ENTER 70. It will be added to the operator's programmed list or stored separately, if no driver number has been entered for the operator. It can be retrieved by pressing DRIVER 86, "0" or by some other convenient entry or entries.
  • FIG. 3 would be modified to have only one display 62, one indicator 68 and one indicator 94.
  • the first driver presses ENTER 70, DRIVER 86, and "1" to initiate entry of his particular cruise control speeds. Then he enters the digits for his first cruise control setting. When the first entry is complete, he presses SEL 66, which clears the display and sets up entry of the second cruise control speed, and so on. If a mistake is made, pressing CLEAR 72 will allow him to start that entry over. When all entries are complete, he presses ENTER 70 again to set the entered speeds in memory. Or, the system can be designed such that the driver can press ENTER 70 after each entry. He presses the ENTER button 70 twice after the last entry to complete the speed entering process. The second driver begins by pressing ENTER 70, DRIVER 86, and "2" and proceeds similarly for his settings.
  • the group of stored cruise control speeds for the first driver is recalled by pressing DRIVER 86, "1.” After that, pressing SEL 66, “1" displays the first stored speed, and then pressing SET 82 activates the cruise control at that speed. Pressing SEL 66, "2" displays the second stored speed, etc.
  • an operator presses ENTER 70, followed by the digits representing the desired speed. Pressing SET 82 activates the cruise control at that speed. To store this speed in memory the operator presses ENTER 70 again. This can be done before or after SET 82 is pressed.
  • Pressing SEL 66 (not preceded by DRIVER 86 and some keypad number, as above) will recall and display the most recently stored speed not part of a driver's group of speeds. If there is a speed in the display, pressing SEL 66 will display the most recently prior stored speed. Subsequent depressions of SEL 66 will display the stored speeds in order of storage, last to first. When all stored speeds have been presented, the next depression of SEL 66 will yield zeroes or blanks. Any speed displayed (usually above some minimum) can become the cruise control speed by pressing SET 82.
  • Cruise control operation can be canceled by depressing CANCEL 80 or by touching the brake and may be resumed by pressing RESUME /ACCELERATE 84.
  • depressing RESUME /ACCELERATE 84 may incrementally boost the speed from any given setting, as is known in the art. Since all these controls are handled by the computer, many other such modes may be implemented.
  • the knob 78 may be used to increment or decrement the cruise control speed.
  • the knob may be spring loaded, so that the speed may be changed by turning the knob against the spring until the desired new speed is attained. Then, the knob is released and returns to the center, neutral position.
  • knob 78 may have discrete settings, each adjusting the cruise control speed up or down incrementally for each step clockwise or counterclockwise.
  • the size of the increments can be pre-set by the manufacturer or programmable by the operator.
  • For the programming option in the case of the knob 78, pulling it out (against a spring load) displays the current increment setting. Then turning the knob clockwise or counterclockwise increases or decreases the magnitude of the increments. Releasing the knob 78 sets the new value.
  • pushing "+” and “-” simultaneously displays the current value and sets up programming. Pressing "+” or "-” then raises or lowers the settings by fractions or units of mph or kph.
  • settings may be entered and stored in the microcomputer and shown on the corresponding displays.
  • the list of groups is retained in the microcomputer. If groups of speeds are stored, these groups of speed settings may be selected and activated as described above. In this way different people who drive the same vehicle may circulate through the settings to find their preference and have it displayed and available for use.
  • programming of the groups may be accomplished by other known techniques.
  • microcomputer controlling all the switches, displays and operations
  • many different variations of cruise control operation may be implemented.
  • other functions may be accommodated by the microcomputer.
  • extended keypads or even keyboards may be implemented to allow programming of many functions within an automobile, including speed limits and indicators, and interlocks with codes to prevent unwanted users from driving. Records of who, when and how many miles may be kept by including a time/date clock with a battery back up, etc.
  • Speed limits may be included by another function button that selects speed limits and an indicator light or buzzer that is activated when the speed limit is exceeded.
  • the indicators may be disabled by programming, since such indicators may become bothersome to some drivers.
  • the microcomputer can easily perform such functions.
  • a LIMIT button 90 is shown for programming speed limits. Depressing LIMIT 90 causes the microcomputer to access a location. A limit may then be entered on the keypad and displayed. The limit function display may be indicated by lighting the LIMIT button 90 itself.
  • a separate limit switch 92 with ON/OFF indicator may be used to activate or deactivate the limit function.
  • the CANCEL switch 80 may be physically connected to a mechanical interrupt which disables the cruise control for safety. Re-connecting may be accomplished in various ways as the system designer may wish. One way is to re-connect by depressing RESUME/ ACCELERATE 84.
  • the anti-surge protection is in the default position, i.e., it is on and set to the default delta.
  • the "ON" switch or button 96 is lit, and the default delta is shown in display 98.
  • the operator can press the ANTI-SURGE OFF button 102.
  • the system can be turned on again by pressing ON 96.
  • the first driver presses RANGE SEL button 100, which lights to indicate the anti-surge range can now be programmed, followed by DRIVER 86 and "1" on keypad 60. He then enters the desired range via keypad 60; the entered digits are displayed on RANGE display 98. To start over, pressing CLEAR 72 clears the display. When the digits are entered satisfactorily, he presses RANGE SEL button 100 again. This sets the entered and displayed digits as the new delta in the car's computer memory.
  • the RANGE SEL button 100 could be simply a LED next to the RANGE display 98, and the previously described RANGE SEL 100 function could be incorporated into the ENTER 70 and SEL 66 function (cf. Application No. 08/850,916).
  • the next pressing of SEL 66 would illuminate the range select LED 100 indicating the delta could be changed following the same step as before, ending with pressing ENTER 70 again.
  • the delta range will still be set but will not be recallable as part of a driver package. If the car engine is shut off, then turned on, the default delta appears and is the entered delta, when the cruise control is turned on. To recall the previous delta, the operator presses ANTI-SURGE ON 96. To recall his personal anti-surge setting (along with his cruise control settings), the first driver presses DRIVER 86, "1"; the second driver presses DRIVER 86, "2", etc.
  • the operator presses ANTISURGE ON 96 again.
  • the RANGE display 98 alternates between the default delta and the most recently entered other delta (Alternatively, there can be a separate DEFAULT button, not shown, to reclaim the default delta). It is known that when surface friction is low, less rotating power must reach the driven wheel(s), otherwise it will spin-up and lose its rotational motion in favor of the much less controllable sideways or skidding motion. By reducing the rate of acceleration through the available cruise control components, the wheels regain their rotational motion, and the driver regains control.
  • the surge and spin control embodiments of the system can be visualized as shown in FIG. 4.
  • a mechanical, electronic or voice command process 103 into a voice recognition circuit 104 or a keypad and/or an A/D filter 106, to a signal generator 108 which goes to a unit or chip 110 performing several functions.
  • It is a programmable chip with memory and a comparator, where a surge/spin reduction system element can be incorporated. It will receive information regarding and set the delta. It will also avoid too great a vehicular acceleration or deceleration, the amounts being set by stored thresholds in the chip 110.
  • the wheel speed 111 is fed into an A/D unit 112 to a clock 114 and to the chip 110.
  • the clock is used for the controller 116 and also for the chip 110. From the controller the signal travels to the actual mechanism being controlled 118 which feeds back to the controller and to the chip 110.
  • the embodiment shown in FIG. 5 applies when deceleration is required.
  • the cruise control device of the present invention will then apply the vehicle's brakes. This can be useful, for example, when the crest of a hill has been passed after traveling uphill. The vehicle then heads downhill and increases speed due to the downward incline. This may cause the vehicle to travel at a speed greater than that called for by the cruise control. Under such circumstances a driver either accepts the higher speed or must use the brakes, thereby disconnecting the cruise control. He may later push the RESUME button. With the embodiment of FIG. 5, however, the brake is applied by the cruise control system. The amount of braking depends upon the size of the difference between actual speed and the set speed. The greater this difference the more braking is applied, within limits for safety reasons.
  • the accelerator When the system receives information that the vehicle has excceeded the rate vs time of the set speed, the accelerator is retarded. If the speed overshoot is above a certain amount and if the rate of vehicle speed slow-down, due to the drag of "engine braking," is below a pre-programmed rate, the system sends a solenoid a signal to apply the brakes until the vehicle is once again at the cruise control speed.
  • the system differentiates between when the driver applies the brakes as against when the brakes are applied by the system. This is accomplished by using a pressure switch on the brake pedal or by other known means. This allows the vehicle to remain in cruise control while the brakes are applied by the system.
  • FIG. 5 shows a block diagram in which a speed sensor 120 obtains speed information 124 from wheel 138.
  • the speed sensor 120 feeds this information in a suitable form to the microprocessor 122 which controls a solenoid 128 in a pre-selected manner for pre-selected conditions.
  • the solenoid 128 operates a brake controller 130 which actuates the brakes through brake line 140, the same line in which the master cylinder 136 is active. Since a solenoid is used, there is an "on” and “off” action of the controller 130 on the brake. Should this action create a situation in which the negative acceleration is too great, the microcomputer controls the solenoid to release the brake. When the negative acceleration is no longer present, the solenoid is again actuated.
  • controller 130 is similar to that when the brake pedal 132 is actuated by the driver, except that when the driver actuates the brake pedal 132, the cruise control is turned off or disengaged, whereas when the solenoid 128 operates braking, the cruise control remains engaged.
  • a pressure sensor 134 on brake pedal 132 tells the microprocessor when the brake pedal is depressed. Since the brake pedal is not depressed when the brakes are actuated by the solenoid, the cruise control is not disengaged when braking is by the system rather than by the operator of the vehicle.
  • Information pertaining to the actuation of solenoid 128 may be fed to various locations generally designated 126, which may include the vacuum supply, the accelerator, and the "shifter.”
  • U.S. Patent No. 5,592,385 proposes a system where speed settings are inputted audibly, when the vehicle is traveling at target speeds.
  • a better way to use an audio system would be to input the speeds when the vehicle is not moving. This can be accomplished by inputting a cruise control speed on a keypad and then speaking it.
  • the voice recognition system then correlates the two and communicates appropriately with the microprocessor.
  • Another way is to store at installation a generic dictionary of speeds over the desired range of cruise control usage. Then the relatively modest adjustment to a particular operator's voice pattern is made when the operator verbalizes the specific speed, preferably, but not necessarily, when the vehicle is stationary.
  • voice command has some appeal, it may not be advisable to have such a system alone.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Controls For Constant Speed Travelling (AREA)

Abstract

L'invention concerne un régulateur de vitesse pour véhicule, doté d'un capteur de vitesse (2), d'un micro-ordinateur (6) à logiciel d'exploitation, synchronisation, mémoire et circuits entrée/sortie associés, lequel reçoit l'information du capteur (2) et peut être connecté au régulateur de vitesse, ce régulateur ayant en outre un système de contrôle de la vitesse (15) relié au micro-ordinateur (6). Un dispositif d'entrée (12) et un visuel (17) sont reliés au micro-ordinateur et commandés par celui-ci. Un ou plusieurs réglages de vitesse peuvent être entrés et enregistrés dans la mémoire du micro-ordinateur. On peut ensuite les sélectionner et les afficher sur le visuel (17), et activer un de ces réglages de sorte que la vitesse régulée soit obtenue. Le micro-ordinateur (6) régit le système de régulation de la vitesse (15), le véhicule se déplaçant ainsi en fonction du réglage de vitesse activé, à moins que la vitesse instantanée ne soit inférieure - d'un certain niveau préétabli - à la vitesse activée. Dans des modes de réalisation de l'invention, le régulateur comporte aussi un dispositif anti-accélération brusque, antipatinage et antidérapage.
PCT/US1998/008918 1997-05-02 1998-05-04 Regulateur de vitesse programmable a dispositif anti-acceleration brusque, antipatinage et antiderapage WO1998050246A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US85091697A 1997-05-02 1997-05-02
US08/850,916 1997-05-02
US2750998A 1998-02-20 1998-02-20
US09/027,509 1998-02-20

Publications (1)

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WO1998050246A1 true WO1998050246A1 (fr) 1998-11-12

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1030064A1 (fr) * 1999-02-18 2000-08-23 FESTO AG & Co Interrupteur de pression
EP0999086A3 (fr) * 1998-11-03 2001-03-21 Bayerische Motoren Werke Aktiengesellschaft Levier de commande d'un régulateur de vitesse pour un véhicule
WO2002006074A1 (fr) * 2000-07-19 2002-01-24 Robert Bosch Gmbh Procede et dispositif pour reguler la vitesse d'un vehicule
DE10041745A1 (de) * 2000-08-25 2002-03-07 Bayerische Motoren Werke Ag Wähleinrichtung zur Einstellung der Fahrgeschwindigkeit eines Fahrzeugs
EP1129885A3 (fr) * 2000-03-04 2003-10-15 Volkswagen Aktiengesellschaft Sélecteur multifonctionnel pour régulateur de vitesse
EP1177114B1 (fr) * 1999-04-28 2003-11-12 CNH Österreich GmbH Dispositif et procede de modification de la vitesse reelle d'un vehicule de travail a transmission a variation continue et a fonction de regulation automatique de vitesse
WO2005110800A1 (fr) * 2004-05-13 2005-11-24 Robert Bosch Gmbh Procede et dispositif pour adapter une fonction dans un vehicule
DE102006032766A1 (de) * 2006-07-14 2008-01-24 GM Global Technology Operations, Inc., Detroit Kraftfahrzeug mit einem Steuersystem zur Geschwindigkeitsregulierung
CN100439516C (zh) * 2007-03-14 2008-12-03 中国动物疫病预防控制中心 猪繁殖与呼吸综合征病毒超强变异株rt-pcr试剂盒
US20150217768A1 (en) * 2012-08-16 2015-08-06 Jaguar Land Rover Limited Vehicle speed control system and method

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US4540060A (en) * 1983-03-01 1985-09-10 Aisin Seiki Kabushiki Kaisha Automobile speed control system
US4797826A (en) * 1984-05-31 1989-01-10 Nippondenso Co., Ltd. Speed control system for vehicles
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US4853687A (en) * 1986-12-24 1989-08-01 Ikeda Bussan Co., Ltd. Programmable adjusting seat control apparatus
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US5552985A (en) * 1993-06-24 1996-09-03 Jidosha Kenki Kogyo Kabushiki Kaisha Cruising control apparatus

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0999086A3 (fr) * 1998-11-03 2001-03-21 Bayerische Motoren Werke Aktiengesellschaft Levier de commande d'un régulateur de vitesse pour un véhicule
EP1030064A1 (fr) * 1999-02-18 2000-08-23 FESTO AG & Co Interrupteur de pression
US6429548B1 (en) 1999-02-18 2002-08-06 Festo Ag & Co. Pressure switch
EP1177114B1 (fr) * 1999-04-28 2003-11-12 CNH Österreich GmbH Dispositif et procede de modification de la vitesse reelle d'un vehicule de travail a transmission a variation continue et a fonction de regulation automatique de vitesse
EP1129885A3 (fr) * 2000-03-04 2003-10-15 Volkswagen Aktiengesellschaft Sélecteur multifonctionnel pour régulateur de vitesse
WO2002006074A1 (fr) * 2000-07-19 2002-01-24 Robert Bosch Gmbh Procede et dispositif pour reguler la vitesse d'un vehicule
DE10041745A1 (de) * 2000-08-25 2002-03-07 Bayerische Motoren Werke Ag Wähleinrichtung zur Einstellung der Fahrgeschwindigkeit eines Fahrzeugs
WO2005110800A1 (fr) * 2004-05-13 2005-11-24 Robert Bosch Gmbh Procede et dispositif pour adapter une fonction dans un vehicule
DE102006032766A1 (de) * 2006-07-14 2008-01-24 GM Global Technology Operations, Inc., Detroit Kraftfahrzeug mit einem Steuersystem zur Geschwindigkeitsregulierung
CN100439516C (zh) * 2007-03-14 2008-12-03 中国动物疫病预防控制中心 猪繁殖与呼吸综合征病毒超强变异株rt-pcr试剂盒
US20150217768A1 (en) * 2012-08-16 2015-08-06 Jaguar Land Rover Limited Vehicle speed control system and method
US10293820B2 (en) 2012-08-16 2019-05-21 Jaguar Land Rover Limited Vehicle speed control system and method

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