Note: Descriptions are shown in the official language in which they were submitted.
SIMULATING BRAKING WHEN SPEEDING ON CRUISE CONTROL
TO FACILITATE USE OF ISA SYSTEM
BACKGROUND OF THE INVENTION
[00I.] The present invention generally relates to electronic speed management
systems for
vehicles that are designed to further compliance by drivers with speed limits.
The vehicle may be
a motor vehicle such as, for example, an automobile, truck, or semi-truck. It
is further
contemplated that at least some embodiments of the present invention have
utilization with not
only motor vehicles but also electric vehicles.
[002] Within this context, FIG. 1 is a schematic representation of an
exemplary electronic
network 100 of a motor vehicle. The network 100 preferably is a controller
area network (CAN)
comprising a data bus 102 and a plurality of electronic control units (ECUs)
104 connected to the
data bus for electronic communications between the ECUs.
[003] Each ECU defines a node of the network, and the complexity of the node
can range from a
simple I/O device to an embedded computer with a CAN interface and
sophisticated software. A
node also may comprise a gateway enabling other electronic devices to
communicate over a port,
such as a USB or Ethernet port, to the devices on the CAN network. Such other
electronic
devices may comprise, for example, wireless communication interfaces,
including cellular
communications, for wirelessly communicating with servers and other computing
devices
connected to the Internet. This enables real time communications between one
or more nodes of
the controller area network of the vehicle and a remotely located computer,
such as a server. The
data bus 102 connecting the nodes may comprise two wires as schematically seen
in FIG. 1 and
preferably comprises a twisted pair in actual implementation.
[004] A vehicle commonly has a large number of ECUs connected by the data bus
102.
Communications utilizing basic CAN protocols are preferred but other higher
level protocols and
network technologies are contemplated, including by way of example and not
limitation CAN
FD, CAN OPEN, OBD2, and SAE J1939, J1708, as well as other communications
protocols and
technologies whether invented or hereinafter arising. In its broadest scope,
the invention is not
limited by any specific protocol or network technology, although preferred
embodiments
preferably are implemented using one or more of the aforementioned
technologies. Of the ECUs
present in a vehicle, there is generally a powertrain control module (PCM),
which traditionally
has been referred to as an engine control module (ECM) or engine control unit
because such unit
controls engine functions such as spark timing, fuel mixture, and emissions.
PCM has become a
more descriptive term because the PCM on many vehicles also controls the
transmission, which
is part of the powertrain. In contrast, a transmission control module (TCM)
usually is a separate
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control module responsible for the transmission. The TCM interacts with the
PCM/ECM for
transmission shifting at appropriate speeds and loads. There also typically is
a body control
module (BCM)¨another major module handling multiple tasks ranging from
lighting and other
electrical accessories to climate control, keyless entry, anti-theft duties
and managing
communications between other modules. The functions and specific modules in a
vehicle can
vary greatly depending on the year, make and model of vehicle, and even its
list of options. As
used herein a generic reference to a "main control module" or MCM refers to
that module in a
vehicle which is responsible for and controls engine operations based on
communications and
can be used to control acceleration or speed of the vehicle. The MCM commonly
will be the
PCM or ECM.
[006] Other ECUs include: ABS/traction control/stability control modules;
airbag (SRS)
modules; alarm modules (or chime modules) for anti-theft system; cruise
control modules;
electronic steering modules; fuel pump control modules; injector driver
modules; instrument
cluster control modules; keyless entry modules; lighting modules; remote
start/immobilizer
modules; suspension control modules; transfer case modules for four-wheel
drives; wiper motor
control modules; and vehicle communication modules. There also can be modules
for power
windows, power seats, heated/cooled seats, power sliding doors, door locks,
sunroofs, and air
flow control doors inside the heating ventilation air conditioning (HVAC)
system. These are only
representative, and many more types of modules exist. Generally speaking,
controllers, sensors
and actuators typically are or form part of the types of devices connected by
a controller area
network 100. Indeed, it is contemplated that a node of a controller area
network may comprise a
subsystem of devices each having one or more electronic or electromechanical
components, that
a node may consist of a single such component, or any combination thereof.
[007] Additionally, many vehicles now have advanced driver assistance (ADA)
systems, which
may be OEM or after market. Some ADA systems manage braking, such as collision
mitigation
systems, and others manage speed. Those that manage speed often are referred
to as intelligent
speed adaptor (ISA) systems¨or sometimes as intelligent speed adaptation
systems or intelligent
speed assistance systems. ISA systems are in-vehicle systems that commonly are
intended and
used to increase speed-limit compliance by drivers.
[008] There are three general categories of ISA systems: open ISA systems;
half-open ISA
systems; and closed ISA systems. Open ISA systems provide an alert (visible
and/or audible) to a
driver when a speed limit is exceed and rely upon the driver to decrease the
vehicle's speed; half-
open ISA systems provide an alert and also temporarily limit the vehicle's
capability to exceed
the speed limit or make it more difficult to exceed the speed limit by the
driver, such as by
increasing the force countering depression of an accelerator pedal by a
driver; and closed ISA
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systems limit the speed automatically, overriding a driver's actions causing
the speeding, such as
by controlling fuel delivery, or by altering acceleration control signals that
are sent from an
acceleration pedal to an electronic throttle controller and/or to the ECM.
[009] Basic ISA systems limit speed of a vehicle to a preset maximum speed
independent of
extraneous factors including location of the vehicle. The more advanced ISA
systems use
information regarding location of the vehicle and a speed limit in force at
such location in
limiting the vehicle's speed to the then current speed limit. Advanced ISA
systems may identify
dynamic speed limits and limit a vehicle's speed to the then current speed
limit for a given time
at a given location. Dynamic speed limits may change based on time-dependent
factors such as
traffic flow and weather conditions. Information can be obtained in advanced
ISA systems
through use of digital maps incorporating roadway coordinates as well as from
databases
containing speed limits for road segments in a geographical area, or through
other technologies
such as optical recognition technology that detects and interprets roadside
speed limit signage.
Advanced ISA systems thus assists a driver in keeping to the lawful speed
limits at all times,
particularly as the vehicle travels through different speed zones. This is
particularly useful when
drivers are in unfamiliar areas or when they pass through areas where dynamic
speed limits are in
use. GPS-based ISA systems are believed to be perhaps the most effective ISA
systems. In such a
system, a GPS device detects a vehicle's current location which information is
then used to
determine the applicable speed limit from, for example, a preloaded database.
[010] A particular ISA system for limiting the maximum speed of a motor
vehicle is disclosed in
U.S. Patent 8,751,133 to Poulin, the disclosure of which is incorporated
herein by reference. An
embodiment in accordance with the disclosure of the '133 Patent is illustrated
in FIG. 2. In this
embodiment, an actual throttle sensor signal from the throttle position sensor
to the engine
control unit is modified by a speed controller or intelligent speed limiter
(ISL) 20 in order to
prevent the user from driving the vehicle at a speed beyond the actual allowed
maximum speed
limit. By modifying the throttle sensor signal, when appropriate, the ISL
module 20 is able to
cause the speed of the vehicle to decrease when the speed limit is exceeded.
[011] With reference to FIG. 2, the ISA system comprises a number of modules
defining nodes
of the controller area network including: a user identification device 12 for
identifying a driver of
the vehicle; a navigation device 14, such as a navigation device including
global positioning
system (GPS) capabilities for determining a position of the vehicle on a road
map (map
matching); and a speed limit database 16 or cartography database of posted
speed limits for
respective segments of roads of the map, which database 16 may be updated in
real time or
provided from an external provider over wireless communications. These
components are
connected for communications with the ISL module 20, which executes an allowed
maximum
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speed algorithm. The allowed maximum speed algorithm determines in real time
an actual
allowed maximum speed limit by adding the posted speed limit of the actual
road segment,
obtained by map matching (matching the GPS data with the speed limit
database), to the
corresponding user over-speed parameter.
[012] The user identification device 12 includes a data input interface to
receive a user
identification code from the driver, either via a keypad 32 (user
identification and/or password)
or a wireless device 32' (RFID¨radio frequency identification) worn by the
driver, or the like.
[013] The ISL module 20 also preferably has access to a user database 18
typically including,
for each user, a respective user over-speed parameter corresponding to each
respective road
segment, which parameter could be provided for different types of roads or
could be dependent
on the corresponding posted speed limits, typically provided in the form of a
driver speed profile
table or the like.
[014] The ISL module 20 further communicates with: a main control module of
the vehicle
comprising an engine control module 22; a vehicle speed source 24, such as a
vehicle speed
sensor; and a throttle position sensor (TPS) 26. When the vehicle speed
determined from the
vehicle speed source 24 is within a predetermined activation range below the
actual allowed
maximum speed limit, the controller module 20 modifies the actual throttle
sensor signal that is
sent from the throttle position sensor 26 to the main control module 22 so as
to prevent the driver
from driving the vehicle at a speed in excess of the currently allowed speed
limit.
[015] Optionally, a customized speed limit database 30, defining additional
road(s), road
segment(s) or even drivable road network of an entire restricted zone area, or
the like, usually not
shown nor available in typical cartography databases, could be incorporated
into the ISL module
20 via speed limit database 30.
[016] As a security feature, the ISA system preferably prevents the vehicle
from being moved
by either preventing the starting of the vehicle engine or by preventing the
signal of the throttle
position sensor 26 from being sent to the engine control unit 22 in the
absence of a valid user
identification.
[017] It will be apparent to the Ordinary Artisan that in a CAN network, all
nodes receive the
communications sent and that in the ISA system of FIG. 2, the ISL module 20
and the main
control module 22 each form a node of the controller area network of the
vehicle. The throttle
position sensor 26 and vehicle speed source 24 also constitute nodes. In order
to modify the
actual throttle sensor signal that is sent from the throttle position sensor
26 to the main control
module 22 so as to prevent the driver from driving the vehicle at a speed in
excess of the
currently allowed speed limit, the ISL module 20 controls the signals sent by
the throttle position
sensor 26. This is schematically represented by control line 23.
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[018] An alternative embodiment of the ISA system in accordance with the
disclosure of the
'133 Patent is illustrated in FIG. 3. In this embodiment, the throttle
position sensor module 26
preferably is coupled for communication with the ISL module 20 rather than the
CAN bus so that
the signals sent from the throttle position sensor 26 are not received by the
main control module
22 until after the ISL module 20 has had the opportunity to modify such
signals, if necessary, in
order to reduce the speed of the vehicle or limit acceleration of the vehicle
so as not to exceed the
maximum allowed speed.
[019] The aforementioned embodiments of the ISA system of the '133 Patent need
to function to
prevent speeding regardless of whether cruise control is engaged by a driver;
cruise control
cannot be permitted to be a workaround for speeding.
[020] Cruise control functionality is provided by a cruise control module 28
that ordinarily
would be coupled in communication with the main control module 22 via the CAN
bus. FIG. 2 is
representative of this arrangement.
[021] In one embodiment, in order for the ISA system to function with the
intended effect even
when cruise control is engaged, the ISL module 20 takes over control of the
cruise control
module 28 and allows the setting of the cruise control only at a vehicle speed
at or below the
actual allowed maximum speed limit and prevents the setting of the cruise
control at any vehicle
speed above the actual allowed maximum speed limit. This embodiment is
represented in FIG. 2,
and such control is schematically represented by control line 25 therein.
[022] In FIG. 3, the cruise control module 28 is coupled for communication
with the ISL
module 20 rather than the CAN bus so that the signals sent from the control
module 28 are not
received by the main control module 22 until after the ISL module 20 has had
the opportunity to
modify such signals, if necessary, which is similar to the arrangement of the
throttle position
sensor module 26. Thus, in both embodiments of FIGS. 2 and 3, a driver is
prevented from
exceeding the maximum allowed speed using cruise control.
[023] While suitable for its intended purposes, embodiments of the ISA system
disclosed in the
133 Patent can be commercially difficult to implement due to the required
interactions between
the ISL module 20 and the cruise control module 28. In particular, there are
many different
manufacturers and models of cruise control modules, each module of which can
vary
significantly in its operation and control. Each manufacturer and model thus
needs to be taken
into consideration in either of the implementations of the ISA system of FIGS.
2 and 3.
[024] Accordingly, a need has arisen for improvements in utilization of the
ISA system of the
'133 Patent¨and in other similar ISA systems¨which improvements lessen or even
obviate the
necessity to consider the manufacturer or model of a cruise control module
that is utilized in a
given vehicle while still enabling the ISA system to properly function when
the cruise control is
CA 3050936 2019-08-01
engaged. In other words, there is a need for a ISA system, or enablement of an
ISA system, that
is cruise control agnostic in its operation. This¨and other needs¨are believed
to be addressed
by one or more aspects and features of the present invention.
SUMMARY OF THE INVENTION
[025] The present invention includes many aspects and features. Moreover,
while many aspects
and features relate to, and are described in the context of, ADA systems and
ISA systems in
particular, the present invention also has utility outside of such systems, as
will become apparent
to the Ordinary Artisan from the disclosure herein.
[026] In a first aspect, a vehicle comprises: a controller area network, a
node of the controller
area network comprising a main control module and another node of the
controller area network
comprising a cruise control module; and a controller configured to cause an
indication to be
made to the MCM that a driver of the vehicle is braking even when a driver of
the vehicle is not
braking. In this aspect, the MCM disengages cruise control upon such
indication being made to
the MCM.
[027] In a feature, the controller is configured to cause the indication to be
made to the MCM
that a driver of the vehicle is braking as a function of determining that the
vehicle is speeding.
The controller indicates to the MCM that a driver of the vehicle is braking
preferably as a
function of also determining that cruise control is engaged.
[028] In a feature, the controller comprises a microcontroller.
[029] In a feature, the controller comprises an application specific
integrated circuit.
[030] In another aspect, a vehicle comprises: a controller area network, a
node of the controller
area network comprising a main control module (MCM) and another node of the
controller area
network comprising a cruise control module; a brake switch forming part of a
brake switch
circuit with the MCM which brake switch, when closed, indicates to the MCM
that a driver of
the vehicle is braking; and a controller arranged in parallel with the brake
switch and configured
to bypass the brake switch to simulate the closing of the brake switch thereby
indicating to the
MCM that a driver of the vehicle is braking even when the brake switch is not
closed. The MCM
disengages cruise control upon the indication to the MCM that a driver of the
vehicle is braking.
[031] In a feature, the controller indicates to the MCM that a driver of the
vehicle is braking as a
function of determining that the vehicle is speeding. The controller indicates
to the MCM that a
driver of the vehicle is braking preferably as a function of also determining
that cruise control is
engaged.
[032] In a feature, the controller comprises a microcontroller.
[033] In a feature, the controller comprises an application specific
integrated circuit.
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[034] In another aspect, a vehicle comprises: an advanced driver assistance
(ADA) system; and
means for causing a signal to be received by a main control module (MCM) in a
controller area
network of the vehicle which signal indicates to the MCM that a driver of the
vehicle is braking.
The signal is caused by said means to be received by the MCM when the vehicle
is determined to
be speeding regardless of whether the driver of the vehicle is actually
braking.
[035] In a feature, the ADA system comprises an intelligent speed adaptor
(ISA) system.
[036] In a feature, the ADA system comprises a collision mitigation system.
[037] In a feature, the vehicle comprises a cruise control module and the ADA
system operates
without regard to the cruise control module. Preferably, the signal is caused
by said means to be
received by the MCM when it is determined also that cruise control is engaged.
[035] In another aspect, a method for simulating braking of a vehicle so as to
disengage cruise
control comprises the steps of: monitoring whether cruise control is engaged;
determining a
current speed of the vehicle; determining a currently allowed speed of the
vehicle; comparing the
determined currently allowed speed of the vehicle to the determined current
speed of the vehicle;
and when cruise control is determined to be engaged and the determined current
speed of the
vehicle is within a predetermined range of or exceeds the determined currently
allowed speed,
causing one or more signals to be sent to a main control module of the vehicle
simulating braking
by a driver of the vehicle causing the main control module to disengage the
cruise control.
[039] In another aspect, a method for simulating braking of a vehicle so as to
disengage cruise
control comprises the steps of: monitoring whether cruise control is engaged;
determining a
current set speed of the cruise control; determining a currently allowed speed
of the vehicle;
comparing the determined currently allowed speed of the vehicle to the
determined current set
speed of the vehicle; and when cruise control is determined to be engaged and
the determined
current set speed of the cruise control is within a predetermined range of or
exceeds the
determined currently allowed speed, causing one or more signals to be sent to
a main control
module of the vehicle simulating braking by a driver of the vehicle causing
the main control
module to disengage the cruise control.
[040] In another aspect, a method for simulating braking of a vehicle so as to
disengage cruise
control comprises the steps of determining a current speed of the vehicle;
determining a currently
allowed speed of the vehicle; comparing the determined currently allowed speed
of the vehicle to
the determined current speed of the vehicle; and when the determined current
speed of the
vehicle is within a predetermined range of or exceeds the determined currently
allowed speed,
causing one or more signals to be sent to a main control module of the vehicle
simulating braking
by a driver of the vehicle causing the main control module to disengage any
cruise control that
may be engaged.
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[041] In a feature, the currently allowed speed is a speed limit for the
vehicle.
[042] In a feature, the currently allowed speed is a fixed speed limit for a
current location of the
vehicle.
[043] In a feature, the currently allowed speed is a dynamic speed limit for a
current location of
the vehicle.
[044] In a feature, the currently allowed speed is a predetermined variance
from a speed limit for
a current location of the vehicle.
[045] In a feature, the currently allowed speed is determined from a database
using GPS
coordinates of the vehicle.
[046] In addition to the aforementioned aspects and features of the present
invention, it should
be noted that the present invention further encompasses the various logical
combinations and
subcombinations of such aspects and features. Thus, for example, claims in
this or a divisional or
continuing patent application or applications may be separately directed to
any aspect, feature, or
embodiment disclosed herein, or combination thereof, without requiring any
other aspect,
feature, or embodiment.
BRIEF DESCRIPTION OF THE DRAWINGS
[047] One or more preferred embodiments of the present invention now will be
described in
detail with reference to the accompanying drawings, wherein the same elements
are referred to
with the same reference numerals, and wherein,
[048] FIG. 1 is a schematic illustration of a prior art electronic network of
a motor vehicle.
[049] FIG. 2 is a schematic illustration of an embodiment of a prior art ISA
system in
accordance with the disclosure of the '133 Patent.
[050] FIG. 3 is a schematic illustration of another embodiment of a prior art
ISA system in
accordance with the disclosure of the '133 Patent.
[051] FIG. 4 is a schematic illustration of an embodiment in accordance with
one or more
aspects and features of the present invention.
[052] FIG. 5 is a schematic illustration of another embodiment in accordance
with one or more
aspects and features of the present invention.
[053] FIG. 6 is a schematic illustration of yet another embodiment in
accordance with one or
more aspects and features of the present invention.
[054] FIG. 7 is a schematic illustration of a sequence of steps that are
performed in accordance
with one or more aspects and features of the present invention.
[055] FIG. 8 is a schematic illustration of another sequence of steps that are
performed in
accordance with one or more aspects and features of the present invention.
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[056] FIG. 9 is a schematic illustration of yet another sequence of steps that
are performed in
accordance with one or more aspects and features of the present invention.
[057] FIG. 10 shows an embodiment of a modified brake switch that has been
installed on a
Volvo tractor in accordance with one or more aspects and features of an
embodiment of the
present invention.
[058] FIG. 11 shows an embodiment of a modified brake switch that has been
installed on a
Freightliner New Cascadia truck in accordance with one or more aspects and
features of an
embodiment of the present invention.
DETAILED DESCRIPTION
[059] As a preliminary matter, it will readily be understood by one having
ordinary skill in the
relevant art ("Ordinary Artisan") that the invention has broad utility and
application.
Furthermore, any embodiment discussed and identified as being "preferred" is
considered to be
part of a best mode contemplated for carrying out the invention. Other
embodiments also may be
discussed for additional illustrative purposes in providing a full and
enabling disclosure of the
invention. Furthermore, an embodiment of the invention may incorporate only
one or a plurality
of the aspects of the invention disclosed herein; only one or a plurality of
the features disclosed
herein; or combination thereof. As such, many embodiments are implicitly
disclosed herein and
fall within the scope of what is regarded as the invention.
[060] Accordingly, while the invention is described herein in detail in
relation to one or more
embodiments, it is to be understood that this disclosure is illustrative and
exemplary of the
invention and is made merely for the purposes of providing a full and enabling
disclosure of the
invention. The detailed disclosure herein of one or more embodiments is not
intended, nor is to
be construed, to limit the scope of patent protection afforded the invention
in any claim of a
patent issuing here from, which scope is to be defined by the claims and the
equivalents thereof.
It is not intended that the scope of patent protection afforded the invention
be defined by reading
into any claim a limitation found herein that does not explicitly appear in
the claim itself.
[061] Thus, for example, any sequence(s) and/or temporal order of steps of
various processes or
methods that are described herein are illustrative and not restrictive.
Accordingly, it should be
understood that, although steps of various processes or methods may be shown
and described as
being in a sequence or temporal order, the steps of any such processes or
methods are not limited
to being carried out in any particular sequence or order, absent an indication
otherwise. Indeed,
the steps in such processes or methods generally may be carried out in various
different
sequences and orders while still falling within the scope of the invention.
Accordingly, it is
intended that the scope of patent protection afforded the invention be defined
by the issued
claim(s) rather than the description set forth herein.
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CA 3050936 2019-08-01
[062] Additionally, it is important to note that each term used herein refers
to that which the
Ordinary Artisan would understand such term to mean based on the contextual
use of such term
herein. To the extent that the meaning of a term used herein¨as understood by
the Ordinary
Artisan based on the contextual use of such term¨differs in any way from any
particular
dictionary definition of such term, it is intended that the meaning of the
term as understood by
the Ordinary Artisan should prevail.
[063] With regard solely to construction of any claim with respect to the
United States, no claim
element is to be interpreted under 35 U.S.C. 112(1) unless the explicit phrase
"means for" or
"step for" is actually used in such claim element, whereupon this statutory
provision is intended
to and should apply in the interpretation of such claim element. With regard
to any method claim
including a condition precedent step, such method requires the condition
precedent to be met and
the step to be performed at least once but not necessarily every time during
performance of the
claimed method.
[064] Furthermore, it is important to note that, as used herein, "comprising"
is open-ended
insofar as that which follows such term is not exclusive. Additionally, "a"
and "an" each
generally denotes "at least one" but does not exclude a plurality unless the
contextual use dictates
otherwise. Thus, reference to "a picnic basket having an apple" is the same as
"a picnic basket
comprising an apple" and "a picnic basket including an apple", each of which
identically
describes "a picnic basket having at least one apple" as well as "a picnic
basket having apples";
the picnic basket further may contain one or more other items beside an apple.
In contrast,
reference to "a picnic basket having a single apple" describes "a picnic
basket having only one
apple"; the picnic basket further may contain one or more other items beside
an apple. In
contrast, "a picnic basket consisting of an apple" has only a single item
contained therein, i.e.,
one apple; the picnic basket contains no other item.
[065] When used herein to join a list of items, "or" denotes "at least one of
the items" but does
not exclude a plurality of items of the list. Thus, reference to "a picnic
basket having cheese or
crackers" describes -a picnic basket having cheese without crackers", "a
picnic basket having
crackers without cheese", and "a picnic basket having both cheese and
crackers"; the picnic
basket further may contain one or more other items beside cheese and crackers.
[066] When used herein to join a list of items, "and- denotes "all of the
items of the list". Thus,
reference to -a picnic basket having cheese and crackers" describes -a picnic
basket having
cheese, wherein the picnic basket further has crackers", as well as describes
"a picnic basket
having crackers, wherein the picnic basket further has cheese"; the picnic
basket further may
contain one or more other items beside cheese and crackers.
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[067] The phrase "at least one" followed by a list of items joined by "and"
denotes an item of
the list but does not require every item of the list. Thus, "at least one of
an apple and an orange"
encompasses the following mutually exclusive scenarios: there is an apple but
no orange; there is
an orange but no apple; and there is both an apple and an orange. In these
scenarios if there is an
apple, there may be more than one apple, and if there is an orange, there may
be more than one
orange. Moreover, the phrase "one or more" followed by a list of items joined
by "and" is the
equivalent of "at least one" followed by the list of items joined by "and".
[068] Referring now to the drawings, one or more preferred embodiments of the
invention are
next described. The following description of one or more preferred embodiments
is merely
exemplary in nature and is in no way intended to limit the invention, its
implementations, or uses.
[069] FIG. 4 is a schematic illustration of an embodiment in accordance with
one or more
aspects and features of the present invention. The embodiment of FIG. 4
includes many of the
same elements as the ISA system of FIGS. 2 and 3, including an identification
device 12 for
identifying a driver; a navigation device (e.g. GPS device) 14; a cartography
or speed limit
database 16; a user database 18 of drivers; an intelligent speed limiter (ISL)
module 20; a main
control module (MCM) 22; a vehicle speed source 24; a throttle position sensor
(TPS) module
26; and a cruise control module 28. A customized speed limit database 30; a
keypad 32; and a
wireless RF1D reader 32' also may be included as shown. Operation of these
elements when the
cruise control is not engaged may be as described above with regard to the ISA
systems of FIGS.
2 and 3.
[070] A difference that will first be noted is that the ISL module 20 in FIG.
4 does not control
the cruise control module 28 and the signals that are sent from the cruise
control module 28 to the
MCM, which is done in the ISA system of FIG. 2. Nor is the cruise control
module 28 separately
connected to the ISL module 20 like in the ISA system of FIG. 3. Instead, the
cruise control
module 28 in FIG. 4 is connected to the data bus of the controller area
network of the vehicle for
communication via the data bus with the main control module 22.
[071] Another difference is the inclusion of a controller or "simulating"
controller 120 that
mimics or simulates braking by a driver of the vehicle to the main control
unit. In particular, the
controller 120 may be communicatively coupled to the vehicle speed source 24
via the controller
area network whereby a current speed of the vehicle is determined by the
controller 120. This is
schematically indicated by dashed line 27. Preferably, however, the vehicle
speed is obtained by
the controller 120 from the ISL module 20, as indicated by line 29. The
currently allowed speed
limit also preferably is obtained or otherwise determined by the controller
120 from information
acquired from the ISL module 20. The controller 120 also monitors the data bus
for whether the
cruise control module 28 is active and cruise control is currently engaged. In
some alternatives,
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the ISL module determines whether the vehicle is speeding and informs the
simulating controller
120. In any case, when the simulating controller 120 determines that the
cruise control is engaged
and that the current speed of vehicle is within a range of or exceeds the
currently allowed speed,
the simulating controller 120 causes one or more signals to be sent to MCM 22,
which one or
more signals indicate to the MCM 22 that the brakes are being applied by the
driver, thus
simulating driver braking. This mimicking of driver braking results in
consequent disengagement
by the MCM 22 of the cruise control. Due to the operation of the simulating
controller 128, the
ISL module 20 is able to operate in a mode corresponding to operation as if
there were no cruise
control module 28. Nor is the resulting effectiveness of the ISL module 20
impacted by the
presence and operation of the cruise control module¨a benefit of the
embodiment of the present
invention for FIG. 4.
[072] FIG. 5 is a schematic illustration of another embodiment in accordance
with one or more
aspects and features of the present invention. The embodiment of FIG. 5
includes many of same
elements as that of FIG. 4 and principally differs in the arrangement of the
throttle position
sensor 26 relative to the ISL module 20. Specifically, this arrangement of the
throttle position
sensor 26 and ISL module 20 corresponds to that of FIG. 3. The arrangement of
the throttle
position sensor 26 and ISL module 20 of FIG. 2 similarly corresponds to that
of FIG. 4.
[073] Continuing on with reference to the arrangement between the throttle
position sensor 26
and ISL module 20, the arrangement of FIG. 6 is similar to that of FIG. 5. The
embodiment of
FIG. 6 in accordance with one or more aspects and features of the present
invention differs from
that of FIGS. 4 and 5 in how the simulating controller 120 simulates braking
by the driver. In
particular, in each of the foregoing embodiments described in connection with
FIGS. 4-5, the
simulating controller preferably bypasses operation of a brake switch of the
vehicle. This is done
by connecting the simulating controller in parallel with a circuit of brake
switch 130 such that the
simulating controller 120 closes the brake switch circuit 132 causing a signal
to be generated
indicating braking even though the brake switch 130 may not be in a closed
position so as to
complete the circuit 132 itself. The brake switch circuit 132 is connected to
the MCM 22
whereby closing of the brake switch circuit 132 signals the MCM 22 that the
driver is applying
the brakes. Preferably the simulating controller 120 will maintain the closed
circuit with current
flowing therethrough so long as the simulating controller 120 determines that
speeding is
occurring. During the simulated braking, the MCM 22 also preferably causes the
brake lights to
be illuminated, too. In contrast, in the embodiment of FIG. 6 the simulating
controller 120
interacts with the brake switch through ECU 140 which itself is
communicatively coupled with
the MCM 22 via the data bus of the controller area network.
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[074] A sequence of steps is illustrated in FIG. 7, which steps are
representative of an
embodiment of a method in accordance with one or more aspects and features of
the present
invention. In step 210, whether cruise control is engaged is monitored. The
step preferably is
continuously performed. In step 220, the current speed of the vehicle is
determined from the
vehicle speed source. This step preferably is performed at short periodic
intervals. Similarly, in
step 230, the currently allowed speed of the vehicle is determined, which also
is performed at
short periodic intervals. In step 240, the currently allowed speed of the
vehicle is compared to the
current speed of vehicle, which step is preferably performed at short periodic
intervals. When the
cruise control is determined to be engaged and the current speed of the
vehicle is determined to
be within range of or exceed the determined currently allowed speed, a signal
is caused to be sent
to the MCM in step 250 that simulates application of the brakes by the driver,
thereby resulting in
disengagement by the MCM of the cruise control. Of course, as will be
understood by the
Ordinary Artisan, steps 210,220,230 may be performed in any order or
concurrently, and the
sequence of steps shown in FIG. 7 is not limiting.
[075] In an alternative embodiment, the simulating controller is able to
determine a set speed of
the cruise control. This preferably is determined by communication with the
MCM via the data
bus. It is also contemplated that, while not preferred, this may be
accomplished by
communicatively coupling the simulating controller to the cruise control
module such that a
current set speed of the cruise control is thereby determined by the
simulating controller. Such
connection may be accomplished via the data bus. In either scenario, when the
simulating
controller determines that the cruise control is engaged and that the current
cruise control set
speed of vehicle is within a range of or exceeds the currently allowed speed,
the simulating
controller causes one or more signals to be sent to MCM which signals indicate
to the MCM that
the brakes are being applied by the driver, thereby simulating driver braking.
Again, such
mimicking of driver braking results in disengagement by the MCM of cruise
control.
[076] Such sequence of steps in this alternative embodiment is illustrated in
FIG. 8. Specifically,
in step 310, whether cruise control is engaged is monitored. This step
preferably is continuously
performed. In step 320, the current set speed of the cruise control for the
vehicle is determined
whether or not the cruise control is engaged. This step preferably is
performed at short periodic
intervals. Similarly, in step 330, the currently allowed speed of the vehicle
is determined, which
also is performed at short periodic intervals. In step 340, the currently
allowed speed of the
vehicle is compared to the current set speed, which step is preferably
performed at short periodic
intervals. When the cruise control is determined to be engaged and the current
set speed of the
cruise control is determined to be within range of or exceeds the determined
currently allowed
speed, a signal is caused to be sent to the MCM in step 350 that simulates
application of the
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brakes by the driver, thereby resulting in disengagement by the MCM of the
cruise control. This
sequence of steps is believed to be preferential over the sequence of steps of
FIG. 7 because there
is no ambiguity whether the speeding is momentary due to the vehicle being on
a downhill slope
as opposed to being set at a speed that is over the currently allowed speed.
Of course, as will be
understood by the Ordinary Artisan, steps 310,320,330 may be performed in any
order or
concurrently, and the sequence of steps shown in FIG. 8 is not limiting.
[077] In yet another alternative embodiment, the simulating controller is not
communicatively
coupled to the cruise control module and does not monitor whether the cruise
control is actually
engaged. In contrast, in the previously discussed embodiments the simulation
of braking is
performed only when cruise control is determined to be engaged. In this
particular embodiment,
however, the simulation of braking is not dependent on determination that
cruise control is
engaged. Instead, the simulating controller simply determines at short
periodic intervals whether
the current speed of the vehicle is within a range of or exceeds the currently
allowed speed, and
the simulating controller causes one or more signals to be sent to MCM which
one or more
signals indicate to the MCM that the brakes are being applied by the driver,
thereby simulating
driver braking. This mimicking of driver braking results in disengagement by
the MCM of cruise
control¨if engaged. Moreover, such simulated braking also results in brake
override, wherein
conflicting signals being received by the MCM from the throttle position
sensor are ignored by
the MCM resulting in a decrease of or loss of acceleration in vehicle speed
and consequent
slowing of the vehicle until the detected speeding is abated. This would be
similar to a driver
depressing simultaneously the brake pedal and the accelerator pedal which, at
least in some
instances, cause the MCM to respond to the signals resulting from depression
of the brake pedal
while ignoring the signals resulting from the depression of the accelerator
pedal.
[078] Such sequence of steps is illustrated in FIG. 9. Specifically, in step
420, the current set
speed of the cruise control for the vehicle is determined irrespective of
whether the cruise control
is engaged. This step preferably is performed at short periodic intervals.
Similarly, in step 430,
the currently allowed speed of the vehicle is determined irrespective of
whether the cruise control
is engaged, which also is performed at short periodic intervals. In step 440,
the currently allowed
speed of the vehicle is compared to the current set speed irrespective of
whether the cruise
control is engaged, which step is preferably performed at short periodic
intervals. When the
current set speed of the vehicle is determined to be within range of or
exceeds the determined
currently allowed speed, a signal is caused to be sent to the MCM in step 450
that simulates
application of the brakes by the driver irrespective of whether the cruise
control is engaged;
however, if cruise control is engaged, then such simulated braking results in
disengagement of
the cruise control. Of course, as will be understood by the Ordinary Artisan,
steps 420,430 may
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be performed in any order or concurrently, and the sequence of steps shown in
FIG. 9 is not
limiting. Additionally, it will be appreciated that if the simulating
controller is preprogrammed
with one or more allowed speeds, or otherwise is able to determine an allowed
speed (such as in
the same or a similar way as the ISL module described with reference to FIGS.
2 and 3), then the
operation of the simulating controller in accordance with FIG. 9 may result in
limiting of the
speed of the vehicle when used without and independent of the ISL module.
[079] In the foregoing embodiment in which the set speed of the cruise control
is not determined
by the simulating controller, the simulating controller does not cause one or
more signals to be
sent to MCM simulating braking until after a predetermined period of time in
which such
determinations indicating speeding are made. Alternatively, the simulating
controller does not
cause one or more signals to be sent to MCM simulating braking until after a
predetermined
distance has been traveled, during which travel the determinations made by the
simulating
controller indicate speeding. Such time or distance buffer will avoid
disengement of the cruise
control too quickly, which could annoy a driver. For example, a time or
distance buffer is
usefully used to prevent disengaging the cruise control during a short period
of time or over a
short distance that the vehicle is traveling downhill. Accordingly, minor
speeding transgressions
on a limited basis preferably will not result in disengagement of cruise
control. On the other
hand, a significant magnitude in a transgression regardless of a time or
distance buffer preferably
will result in disengagement of cruise control. Such a magnitude of speeding
would be something
that is not the result of simply traveling downhill or something that would
legally be deemed
reckless driving. For example, speeding by more than 50 km/hr in Canada¨or 15
m/hr in the
United States¨of the currently allowed speed may be deemed to be such a
magnitude of
transgression so as to ignore any otherwise applicable time or distance
buffer.
[080] From the foregoing, it will be appreciated that embodiments of the
present invention
provide many benefits and advantages. One such advantage is that one or more
embodiments of
the present invention work well and are compatible with other ADA systems,
including other
ISA systems and including collision mitigation systems and lane departure
systems, for example.
Indeed, many embodiments of the present invention do not try to override such
other systems and
will act only if the vehicle is exceeding the configured speed limit while
cruise control is
engaged.
[081] Also, this method of disengaging the cruise control avoids directly
sending a message on
the data bus to the MCM/ECM to disengage the cruise control. Sending messages
on the data
bus, as opposed to only reading messages from the data bus, is disfavored by
OEMs and systems
that only read message are favored. In many embodiments of the present
invention, the
simulating controller only reads data from the data bus and thus would be a
favored system by
CA 3050936 2019-08-01
such OEMs. The advantage of using the brake switch method to disengage the
cruise control is
that the simulating controller only need to cause current to flow through the
brake switch circuit,
thereby causing the MCM to disengage the cruise control without the simulating
circuit signaling
the MCM itself via the data bus.
[082] Nonetheless, in less preferred embodiments, it is still contemplated
that the simulating
controller does communicate with the MCM/ECM, sending commands directly to the
MCM/ECM to disengage the cruise control, but requires an understanding of the
protocol of each
different vehicle model. Also sending a wrong signal to the MCM/ECM can have
undesired
consequences, such as creating an engine code. Going through the brake switch
circuit is
therefore believed to be both safer for the MCM/ECM and more universal in
commercial
applications.
[083] Another benefit is that by avoiding taking over control of the cruise
control (as in a
disclosed ISA system of the '133 Patent), difficulties can be avoided where
other ADA systems
that work with the OEM cruise control, such as adaptive cruise control, would
likely no longer
work and would be overridden. Such incompatibility with other ADA systems is
believed to be a
serious hinderance to adoption and commercialization of such ISA system of the
'133 Patent.
[084] In view of the foregoing, it thus will be appreciated by the Ordinary
Artisan that the cruise
control can be disengaged by simply simulating a brake switch signal.
Simulating the brake
switch signal will automatically disengage any cruise control and allow ISA
systems and other
ADA systems to continue properly functioning should the driver try to bypass
such systems
through the cruise control, while not having to program or otherwise account
for different cruise
control systems. By simply simulating the brake switch signal, the cruise
control is disengaged
when the vehicle goes above the configured speed limit while continuing to
limit the accelerator
pedal.
[ow] Embodiments of the present invention have been reduced to practice. In
this regard, FIG.
shows a modification to a brake switch that has been installed on a Volvo
tractor in
accordance with one or more aspects and features of an embodiment of the
present invention.
FIG.11 shows an alternative modification that has been installed on a
Freightliner New Cascadia
truck in accordance with one or more aspects and features of an embodiment of
the present
invention. In particular, in vehicles such as the Freightliner New Cascadia
truck, a simulating
controller cannot be connected directly to a brake switch and, in those
situations, a simulating
controller is connected to an ECU with which the break switch is connected
whereby the
simulating controller still is able to cause a signal to be generated
indicating braking by a driver
to the MCM. An exemplary ECU is a surrogate safety assessment model (S SAM) of
the
Freightliner New Cascadia.
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[086] Based on the foregoing description, it will be readily understood by
those persons skilled
in the art that the present invention has broad utility and application. Many
embodiments and
adaptations of the present invention other than those specifically described
herein, as well as
many variations, modifications, and equivalent arrangements, will be apparent
from or
reasonably suggested by the present invention and the foregoing descriptions
thereof, without
departing from the substance or scope of the present invention.
[087] Thus, for example, while the simulating controller has been described in
connection with
embodiments of an ISA system of the '133 Patent, it will be appreciated that
embodiments of the
present invention are not limited to use with or incorporate of such an ISA
system.
[088] Accordingly, while the present invention has been described herein in
detail in relation to
one or more preferred embodiments, it is to be understood that this disclosure
is only illustrative
and exemplary of the present invention and is made merely for the purpose of
providing a full
and enabling disclosure of the invention. The foregoing disclosure is not
intended to be construed
to limit the present invention or otherwise exclude any such other
embodiments, adaptations,
variations, modifications or equivalent arrangements, the present invention
being limited only by
the claims appended hereto and the equivalents thereof.
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