Note: Descriptions are shown in the official language in which they were submitted.
USING ISA SYSTEM TO DECELERATE TRUCK UPON ENTERING GEOFENCED AREA
BACKGROUND OF THE INVENTION
[001] 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. This is represented, for example, in FIG.
2 by wireless communication
device and antennae 70.
[004] 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.
[005] 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 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
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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.
[007] 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.
[008] 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.
[009] 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 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.
[010] 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
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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.
[011] 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.
[012] 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.
[013] 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 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.
[014] 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.
[015] 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.
[016] 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
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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.
[017] Optionally, a customized cartography databases 30 including speed
limits could be
incorporated into the ISL module 20.
[018] 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.
[019] 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.
[020] 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.
[021] 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.
[022] 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.
[023] 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.
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[024] 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 need to be taken into consideration
in either of the
implementations of the ISA system of FIGS. 2 and 3.
[025] Accordingly, improvements in utilization of the ISA system of the
'133 Patent¨and in other
similar ISA systems¨have been made 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
engaged. In other words, certain
ISA systems now are agnostic in their operation. Such systems are disclosed,
for example, in U.S. patent
application 62/881,934, the disclosure of which is incorporated herein by
reference.
[026] In addition to the foregoing, it should be pointed out that
embodiments of the ISA system in
accordance with the disclosure of the '133 Patent do in fact additionally
provide security features.
Specifically, the ISA system may prevent a vehicle from being moved by
preventing the starting of the
vehicle engine in the absence of a valid user identification. Additionally, or
alternatively, the ISA system
may prevent a vehicle from being moved by preventing a signal from the
throttle position sensor 26 from
being sent to the engine control unit 22. Such security features of an ISA
system are advantageous,
especially in view of the fact that these are byproducts of the design of the
ISA system and do not
accomplish the principal intent of the ISA system of speed-limit compliance by
drivers.
[027] Further security features or other benefits of ISA systems also have
been realized by
repurposing use of ISA systems as disclosed, for example, in U.S. patent
application 62/881,935, the
disclosure of which is incorporated by reference herein. Such extension of the
utility of ISA systems is
considered advantageous.
[028] The present invention relates to yet further extension of the utility
that may be provided by
ISA systems, whether that of the '133 Patent or otherwise. In particular, it
is believed that it would be
advantageous to repurpose ISA systems to cause vehicles incorporating such
systems to decelerate when
entering a geofenced area and, specifically, to essentially cause these
vehicles to come to a halt by setting
the speed for these vehicles in such such geofenced areas to a nominal speed
(e.g., to a speed
corresponding to idling of the engine, to a speed of around one mile per hour
or one kilometer per hour, or
to an absolute minimum speed allowed by the particular ISA system).
SUMMARY OF THE INVENTION
[029] 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.
[030] In a first aspect, of the invention, a vehicle comprises an
intelligent speed adaptor (ISA)
system that is configured both to limit a speed of the vehicle traveling along
a road to a maximum speed
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determined based on a currently allowed speed for a speed zone of the road
along which the vehicle is
traveling, whereby the vehicle does not exceed a safe speed while traveling
along the road within the
speed zone; and to limit the speed of the vehicle to a nominal speed upon the
vehicle traveling along the
road into a halt zone, whereby the vehicle is caused by the ISA system to
decelerate upon entering the halt
zone.
[031] In a feature, the ISA system determines a location of the vehicle
based on GPS coordinates of
the vehicle and wherein the halt zone comprises a geofenced area that is
defined by GPS coordinates,
whereby the ISA system determines when the vehicle enters the halt zone. The
ISA system preferably
monitors a location of the vehicle for determining when the vehicle enters the
halt zone.
[032] In a feature, the halt zone comprises a geofenced area along a road
that leads to an overpass
which the vehicle is unable to traverse, whereby damage or injury from a
collision of the vehicle with the
overpass may be prevented or at least mitigated.
[033] In a feature, the halt zone comprises a geofenced area along a road
that leads to a low-
clearance structure such that the ISA system will cause the vehicle to
automatically decelerate upon
entering the halt zone, whereby damage or injury from a collision of the
vehicle with the lower-clearance
structure may be prevented or at least mitigated.
[034] In a feature, the halt zone comprises a geofenced area along a road
that leads to an overpass
such that the ISA system will cause the vehicle to halt upon entering the halt
zone prior to reaching an
entrance of the overpass.
[035] In a feature, the halt zone comprises a geofenced area along a road
that leads to a tunnel such
that the ISA system will cause the vehicle to halt upon entering the halt zone
prior to reaching an entrance
of the tunnel.
[036] In a feature, the ISA system causes the vehicle to halt upon entering
the halt zone.
[037] In a feature, the ISA system is configured to limit the speed of the
vehicle to a nominal speed
upon the vehicle entering each of a plurality of different halt zones.
[038] In a feature, the nominal speed is a speed that results from
disengagement and nonoperation
of the accelerator of the vehicle.
[039] In a feature, the nominal speed is 1 kilometer per hour.
[040] In a feature, the nominal speed is I mile per hour.
[041] In a feature, the nominal speed is 5 miles per hour or less.
[042] In a feature, the nominal speed corresponds to idling of the engine.
[043] In a feature, the nominal speed is a speed at which the vehicle, when
under heavy load, will
not advance forward.
[044] In a feature, the ISA system causes the vehicle to decelerate by
preventing signals indicating
an acceleration from being sent to a main control module comprising an engine
control unit of the vehicle.
[045] In a feature, the ISA system causes the vehicle to decelerate by
preventing signals sent in
response to depression of an acceleration pedal from being received by an
engine control unit of the
vehicle.
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[046] In a feature, the ISA system causes the vehicle to decelerate by
modifying signals that are sent
in response to depression of an acceleration pedal to an engine control unit
of the vehicle.
[047] In a feature, the ISA system causes the vehicle to decelerate by
preventing signals sent by a
throttle position sensor from being received by an engine control unit of the
vehicle.
[048] In a feature, the ISA system causes the vehicle to decelerate by
modifying signals sent by a
throttle position sensor to an engine control unit of the vehicle.
[049] In a feature, the ISA system causes the vehicle to decelerate by
sending commands to an
engine control unit of the vehicle setting the vehicle's top speed governor to
the nominal speed.
[050] In a feature, the ISA system limits the speed of the vehicle by
disengaging an acceleration
pedal of the vehicle.
[051] In a feature, the ISA system decelerates the vehicle by signaling an
engine control module of
the vehicle that the accelerator is not depressed.
[052] In a feature, the ISA system causes actuation of brakes of the
vehicle for active braking of the
vehicle rather than engine braking of the vehicle.
[053] In another feature, the halt zone comprises a geofenced area
comprising a vehicular path
located adjacent a government building.
[054] In another feature, the halt zone comprises a geofenced area
comprising a pedestrian path.
[055] In another feature, the halt zone comprises a geofenced area
comprising an area of a military
base.
[056] In another feature, the halt zone comprises a geofenced area
comprising an area of an airport.
[057] In another aspect of the invention, a method of decelerating a
vehicle upon entering a halt
zone comprises the steps of determining a location of a vehicle at routine
intervals while the vehicle is
traveling along a road, determining when the vehicle enters a halt zone, and
upon determining that the
vehicle has entered a halt zone, and limiting a speed of the vehicle to a
nominal speed.
[058] In a feature, the halt zone comprises a geofenced area defined by GPS
coordinates, wherein
the location of the vehicle is determined based on GPS coordinates of the
vehicle, and wherein the vehicle
is determined to enter a halt zone when the GPS coordinates of the vehicle are
within the geofenced area.
[059] In a feature, the method is performed by an intelligent speed adaptor
(ISA) system of the
vehicle.
[060] In a feature, the method is performed for a plurality of different
halt zones.
[061] In a feature, a halt zone comprises an area of a road leading up to
an overpass.
[062] In a feature, a halt zone comprises an area of a road leading up to a
tunnel.
1063] In a feature, the nominal speed is a speed that results from
disengagement and nonoperation
of the accelerator of the vehicle.
[064] In a feature, the nominal speed is 1 kilometer per hour.
[065] In a feature, the nominal speed is 1 mile per hour.
[066] In a feature, the nominal speed is 5 miles per hour or less.
[067] In a feature, the nominal speed corresponds to idling of the engine.
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[068] In a feature, the nominal speed is a speed at which the vehicle, when
under heavy load, will
not advance forward.
[069] In a feature, the vehicle is an automobile.
[070] In a feature, the vehicle is a delivery truck.
[071] In a feature, the vehicle is a semi-truck.
[072] In a feature, the vehicle is an electric vehicle.
[073] In another feature, the vehicle is an automobile.
[079] In another feature, the vehicle is a delivery truck.
[075] In another feature, the vehicle is a semi-truck.
[076] In another feature, the vehicle is an electric vehicle.
[077] In another feature, the method further comprises immobilizing the
vehicle after decelerating
the vehicle upon entering the halt zone.
[078] In another feature, the method further comprises sending a
notification that the vehicle has
entered the halt zone upon determining that the vehicle has entered the halt
zone. The notification
preferably comprises a text message or an email.
[079] In another feature, the vehicle is part of a fleet of commercial
vehicles, and the notification is
sent to a fleet manager upon the vehicle entering the halt zone.
[080] Additional features are found in the incorporated disclosures of the
provisional applications
identified above.
[081] 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
[082] 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,
[083] FIG. 1 is a schematic illustration of a prior art electronic network
of a motor vehicle.
[084] FIG. 2 is a schematic illustration of an embodiment of a prior art
ISA system in accordance
with the disclosure of the '133 Patent.
[085] FIG. 3 is a schematic illustration of another embodiment of a prior
art ISA system in
accordance with the disclosure of the '133 Patent.
[086] FIG. 4 is a schematic illustration of an embodiment of an ISA system
that may be utilized in
accordance with one or more aspects and features of the present invention.
[087] FIG. 5 is a schematic illustration of another embodiment of an ISA
system that may be
utilized in accordance with one or more aspects and features of the present
invention.
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[088] FIG. 6 is a schematic illustration of yet another embodiment of an
ISA system that may be
utilized in accordance with one or more aspects and features of the present
invention.
[089] 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.
[090] FIG. 8 is an illustration of two halt zones 902,904 each leading up
to an overpass on a
highway or interstate.
[091] FIG. 9 is an illustration of a halt zone 906 at a military base.
[092] FIG. 10 is an illustration of a halt zone 908 at an airport.
DETAILED DESCRIPTION
[093] 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.
[094] 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.
[095] 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.
[096] 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
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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.
[097] 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(f) 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.
[098] 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.
[099] 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.
[0100] 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.
[0101] 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".
[0102] 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.
CA 3053687 2019-08-30
[0103] FIG. 4 is a schematic illustration of an embodiment of an ISA
system 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 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 keypad 32; and a wireless
RFID reader 32' also may
be included as shown.
[0104] 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.
[0105] 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, 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.
[0106] 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.
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[0107] 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
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.
[0108] Operation of the ISA systems represent in FIGS. 4, 5, and 6 is
described in the incorporated
disclosures of the provisional applications. Operation of these ISA system
with regard to halt zones in
accordance with aspects and features of the invention is now described.
[0109] In particular, another difference in the embodiment of each of the
ISA systems of FIGS. 4, 5,
and 6 over those of FIGS. 2 and 3 is that these ISA systems each includes a
cartography database 17
having not only speed limits for speed zones, but further having defined halt
zones. Similarly, a
customized cartography database 31 optionally is included that has speed
limits for speed zones and that
has defined halt zones. The halt zones preferably represent geofenced areas
that are defined by GPS
coordinates, which are used in the ISA system to determine when the vehicles
enters a halt zone,
whereupon the ISA system causes the vehicle to decelerate and essentially come
to a halt. The halt zones
may represent a layer that is part of the mapping data of a navigation system
of the vehicle.
[0110] In this respect, 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
which method preferably is performed by the ISA systems of FIGS. 4, 5, and 6.
hi step 210 a location of a
vehicle at routine intervals is monitored while the vehicle is traveling along
a road. This is done by
determining the GPS coordinates of the vehicle. This information is compared
to halt zones and,
specifically, GPS coordinates defining halt zone boundaries (e.g. a geofenced
area) to determine in step
220 if the vehicle as entered a halt zone, i.e., determine if the vehicle is
within the geofenced area that
defines the halt zone. If the vehicle is determined to have entered a halt
zone, then in step 230 the
vehicles is decelerated. Deceleration of the vehicle preferably is
accomplished by limiting a speed of the
vehicle to a nominal speed using the ISA system.
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[0111] The database 17 or additional database 31 preferably define a
plurality of halt zones. These
halt zones may represent, for example, areas of roads leading up to overpasses
or tunnels having a height
that is less than the height of the vehicle; areas of roads leading up to
narrow passes having a width that is
less than a width of the vehicle; areas of roads leading up to curves having a
radius of curvature that
cannot be navigated by the vehicle due to the vehicle's length; and areas of
roads leading up to bridges
that have a weight limit that is less than a weight of the vehicle. The halt
zones additionally may represent
a vehicular path located adjacent a government building, such as a courthouse,
or an area of an airport or
an area of a military base. The halt zone further may be a pedestrian way,
such as a sidewalk or bridge, or
former road that has been closed to traffic.
[0112] The nominal speed preferably is a speed in name only and may be,
for example, a speed that
results from disengagement and nonoperation of the accelerator of the vehicle;
1 kilometer per hour; I
mile per hour; 5 miles per hour or less; a speed that corresponds to idling of
the engine; or a speed at
which the vehicle, when under heavy load, will not advance forward. Further,
if allowed in the ISA
system, the nominal speed to which the speed is set may be 0 miles per hour or
0 kilometers per hour.
[0113] The vehicle may be an automobile or an electric vehicle. In
preferred embodiments, the
vehicle is a commercial vehicle (including a class 8 vehicle) and may be in
the form of a delivery truck or
semitruck that is part of a fleet. When the vehicle is part of a fleet, the
vehicle preferably is also
immobilized after entering a halt zone, and a notification preferably is sent
to a manager of the fleet
notifying the manager that the vehicle entered the halt zone. The notification
preferably comprise a text
message, and email, or both.
[0114] FIG. 8 is an illustration of two halt zones 902,904 each leading
up to an overpass on a
highway or interstate. Halt zone 902 is approximately 1000 feet of the road in
the lanes of travel toward
the overpass in a first direction of travel along the highway, and halt zone
904 is approximately 1000 feet
of the road in the lanes of travel toward the overpass in a second direction
of travel along the highway. A
vehicle entering either of these halt zones 902,904 will decelerate to a halt
in accordance with
embodiments of one or more preferred aspects and features of the invention,
thereby minimizing or
avoiding altogether a collision of the vehicle with the overpass.
[0115] FIG. 9 is an illustration of a halt zone 906 at a military base.
[0116] FIG. 10 is an illustration of a halt zone 908 at an airport,
wherein the halt zone 908
comprises a runway and tarmac.
[0117] From the foregoing, it will be appreciated that embodiments of
the present invention provide
many benefits and advantages.
[0118] Based on the foregoing description, it will be readily understood
by those persons skilled in
the art that various embodiments of the present invention have broad utility
and application. For example,
for fleets that operate heavy duty vehicles and class 8 tractors, and pull
fifty-three footlong trailers,
avoiding roads that lead to bridges that are less than thirteen and one-half
feet in height is very important.
A collision with a low bridge is very costly to fleets: downtime, tractor and
trailer repair, repair of
infrastructure can cost over one-hundred thousand U.S. dollars. Still, it is
believed that hundreds of such
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collisions occur each year, in part because even though some telematics
service providers display routes
that avoid these bridges, drivers still choose not to follow suggested routes
and end up using non-
commercial roads or roads that do not allow for heavy duty vehicles. By
actively removing the ability to
traverse such roads, embodiments of the invention reduce the severity of or
avoid altogether such a
collision.
[0119] Moreover, the value provided by embodiments of the invention from
security relating to
government buildings, airports, pedestrian ways, and other areas can be
priceless. 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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