U.S. patent application number 10/453985 was filed with the patent office on 2004-06-17 for system and method for minimizing injury after a loss of control event.
Invention is credited to Wielenga, Thomas J..
Application Number | 20040112665 10/453985 |
Document ID | / |
Family ID | 26916117 |
Filed Date | 2004-06-17 |
United States Patent
Application |
20040112665 |
Kind Code |
A1 |
Wielenga, Thomas J. |
June 17, 2004 |
System and method for minimizing injury after a loss of control
event
Abstract
A system for use with a motor vehicle that minimizes injury
after a loss of control event. The motor vehicle has at least one
front wheel and at least one rear wheel and an engine. The system
includes a control which detects a loss of control event and
automatically actuates a brake system and/or a steering system
and/or commands an engine controller to reduce power output of an
engine.
Inventors: |
Wielenga, Thomas J.; (Ann
Arbor, MI) |
Correspondence
Address: |
HOWARD & HOWARD ATTORNEYS, P.C.
THE PINEHURST OFFICE CENTER, SUITE #101
39400 WOODWARD AVENUE
BLOOMFIELD HILLS
MI
48304-5151
US
|
Family ID: |
26916117 |
Appl. No.: |
10/453985 |
Filed: |
August 13, 2003 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10453985 |
Aug 13, 2003 |
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09915835 |
Jul 26, 2001 |
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60221767 |
Jul 31, 2000 |
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Current U.S.
Class: |
180/275 |
Current CPC
Class: |
B60T 2201/024 20130101;
B60T 7/22 20130101; B60K 31/00 20130101; B62D 15/0265 20130101;
B60K 28/14 20130101; B60W 2030/082 20130101 |
Class at
Publication: |
180/275 |
International
Class: |
B60T 007/12 |
Claims
What is claimed is:
1. A system for use with a motor vehicle having at least one front
wheel and at least one rear wheel, comprising: a brake system for
applying pressure to resist the rotation of the at least one front
wheel and/or the at least one rear wheel; a sensor for detecting an
occurrence of a loss of control event of the motor vehicle and
responsively producing a loss of control signal; and, a controller
for receiving the loss of control signal and automatically
actuating the brake system.
2. A system, as set forth in claim 1, wherein the loss of control
event is a collision.
3. A system, as set forth in claim 1, wherein the motor vehicle has
two front wheels and two rear wheels.
4. A system, as set forth in claim 1, wherein the brake system is
adapted to apply pressure to all front wheels and all rear
wheels.
5. A system, as set forth in claim 1, wherein the controller is
adapted to attempt to reorient the motor vehicle.
6. A system, as set forth in claim 5, including a steering system
for controllably steering the at least one front wheel and/or the
at least one rear wheel.
7. A system, as set forth in claim 6, wherein the controller
reorients the motor vehicle through application of the brake system
and/or the steering system.
8. A system, as set forth in claim 1, including an engine control
system for controlling an engine.
9. A system, as set forth in claim 8, wherein the controller is
adapted to reduce a power output of the engine in response to
receiving the loss of control signal.
10. A system, as set forth in claim 8, wherein the engine control
system includes a cruise-control function.
11. A system, as set forth in claim 10, wherein the cruise-control
function is cancelled in response to receipt of the loss of control
signal.
12. A system, as set forth in claim 5, including an energy
absorbing structure.
13. A system, as set forth in claim 12, wherein the controller is
adapted to reorient the motor vehicle such that the energy
absorbing structure absorbs energy from a subsequent collision.
14. A system, as set forth in claim 12, wherein the controller is
adapted to reorient the motor vehicle such that the energy
absorbing structure is between passengers in the motor vehicle and
objects within a path of the motor vehicle.
15. A system, as set forth in claim 1, wherein the sensor includes
an accelerometer.
16. A system, as set forth in claim 1, wherein the sensor is
included in an air bag system.
17. A system for use with a motor vehicle having an engine,
comprising: an engine control system for controlling the engine; a
sensor for detecting an occurrence of a loss of control event of
the motor vehicle and responsively producing a loss of control
signal; and, a controller for receiving the loss of control signal
and signaling the engine control system to reduce power output of
the engine.
18. A system, as set forth in claim 17, wherein the loss of control
event is a collision.
19. A system, as set forth in claim 17, wherein the engine control
system includes a cruise control function.
20. A system, as set forth in claim 19, wherein the controller is
adapted to signal the engine control system to disable the cruise
control function.
21. A system, as set forth in claim 17, wherein the controller is
integrated with the engine control system.
22. A system, as set forth in claim 17, wherein the sensor includes
an accelerometer.
23. A system, as set forth in claim 17, wherein the sensor is
included in an air bag system.
24. A method for use with a motor vehicle having at least one front
wheel and at least one rear wheel and a brake system for applying
pressure to resist the rotation of the at least one front wheel
and/or the at least one rear wheel, the method comprising:
detecting an occurrence of a loss of control event of the motor
vehicle; automatically actuating the brake system in response to
detecting the loss of control event.
25. A method, as set forth in claim 24, wherein the loss of control
event is a collision.
26. A method, as set forth in claim 24, including the step of apply
pressure to all front wheels and all rear wheels.
27. A method, as set forth in claim 24, including the step of
attempting to automatically attempting to reorient the motor
vehicle in response to detecting the loss of control event.
28. A method, as set forth in claim 24, wherein the motor vehicle
includes a steering system for controllably steering the at least
one front wheel and/or the at least one rear wheel.
29. A method, as set forth in claim 28, including the step of
reorienting the motor vehicle through application of the brake
system and/or the steering system after the loss of control event
has occurred.
30. A method, as set forth in claim 24, wherein the motor vehicle
includes an engine control system for controllably actuating an
engine.
31. A method, as set forth in claim 30, including the step of
reducing power output of the engine in response to detecting the
occurrence of the loss of control event.
32. A method, as set forth in claim 30, wherein the engine control
system includes a cruise-control function.
33. A method, as set forth in claim 32, including the step of
canceling the cruise-control function in response to detecting the
occurrence of the loss of control event.
34. A method, as set forth in claim 27, wherein the motor vehicle
includes an energy absorbing structure.
35. A method, as set forth in claim 34, including the step of
reorienting the motor vehicle such that the energy absorbing
structure absorbs energy from a subsequent collision after the
occurrence of a loss of control event has been detected.
36. A method, as set forth in claim 34, including the step of
reorienting the motor vehicle such that the energy absorbing
structure is between passengers in the motor vehicle and objects
within a path of the motor vehicle after the occurrence of a loss
of control event has been detected.
37. A method for use with a motor vehicle having an engine and an
engine control for controlling the engine, including the steps of:
detecting an occurrence of a loss of control event of the motor
vehicle; and, signaling the engine control system to reduce power
output of the engine in response to detecting the occurrence of the
loss of control event.
38. A method, as set forth in claim 37, wherein the loss of control
event is a collision.
39. A method, as set forth in claim 37, wherein the engine control
system includes a cruise control function.
40. A method, as set forth in claim 39, including the step of
signaling the engine control system to disable the cruise control
function in response to detecting the occurrence of the loss of
control event.
41. A system for use with a motor vehicle having at least one front
wheel and at least one rear wheel, comprising: a steering system
for controllably steering the at least one front wheel and/or the
at least one rear wheel; a sensor for detecting an occurrence of a
loss of control event of the motor vehicle and responsively
producing a loss of control signal; and, a controller for receiving
the loss of control signal and automatically actuating the steering
system.
42. A system, as set forth in claim 41, wherein the loss of control
event is a collision.
43. A method for use with a motor vehicle having at least one front
wheel and at least one rear wheel and a steering system for
controllably steering the at least one front wheel and/or the at
least one rear wheel, the method comprising: detecting an
occurrence of a loss of control event of the motor vehicle; and,
automatically actuating the steering system in response to
detecting the loss of control event.
44. A method, as set forth in claim 43, wherein the loss of control
event is a collision.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to US Provisional Patent
Application 60/221,767, titled "System for Minimizing Injury After
a Collision", filed Jul. 31, 2000 (Docket No. 60,472-002).
FIELD OF THE INVENTION
[0002] The present invention relates generally to a vehicle control
system and method for controlling a motor vehicle, and more
particularly, to a vehicle control system and method for detecting
the occurrence of a loss of control event and automatically
controlling engine, braking and/or steering systems of the motor
vehicle.
BACKGROUND OF THE INVENTION
[0003] There are many collisions between motor vehicles in which
the vehicles involved have substantial velocities after the
collision and are subsequently involved in further collisions
and/or rollovers. These secondary events may be even more
devastating than the initial collision. The remaining kinetic
energy of a vehicle after the primary collision may be dissipated
in a secondary collision (resulting in injury or loss of life).
Other loss of control events, such as driver error, may also result
in subsequent collisions.
[0004] Most vehicles have an energy absorbing structure within the
front end of the vehicle as well as front airbags. It is very
common that, as a result of the primary collision, the vehicle is
skewed with respect to the path of its motion or it may spin. The
result may be either a vehicle rollover or a secondary collision in
which the vehicle contacts an obstruction at a point other than the
front, thereby bypassing the energy absorbing structure and/or the
front airbags are not actuated.
[0005] The present invention is aimed at one or more of the
problems identified above.
SUMMARY OF THE INVENTION AND ADVANTAGES
[0006] In one aspect of the present invention, a system for use
with a motor vehicle having at least one front wheel and at least
one rear wheel, is provided. The system includes a brake system for
applying pressure to resist the rotation of the at least one front
wheel and/or the at least one rear wheel, a sensor for detecting an
occurrence of a loss of control event of the motor vehicle and
responsively producing a loss of control signal, and, a controller
for receiving the loss of control signal and automatically
actuating the brake system.
[0007] In another aspect of the present invention, a system for use
with a motor vehicle having an engine, is provided. The system
includes an engine control system for controlling the engine, a
sensor for detecting an occurrence of a loss of control event of
the motor vehicle and responsively producing a loss of control
signal, and a controller for receiving the loss of control signal
and signaling the engine control system to reduce power output of
the engine.
[0008] In still another aspect of the present invention, a method
for use with a motor vehicle having at least one front wheel and at
least one rear wheel and a brake system for applying pressure to
resist the rotation of the at least one front wheel and/or the at
least one rear wheel, is provided. The method includes the steps of
detecting an occurrence of a loss of control of the motor vehicle
and automatically actuating the brake system in response to
detecting the loss of control event.
[0009] In yet another aspect of the present invention, a method for
use with a motor vehicle having an engine and an engine control for
controlling the engine, is provided. The method includes the steps
of detecting an occurrence of a loss of control event of the motor
vehicle and signaling the engine control system to reduce power
output of the engine in response to detecting the occurrence of the
loss of control event.
[0010] In a further aspect of the present invention, a system for
use with a motor vehicle having at least one front wheel and at
least one rear wheel, is provided. The system includes a steering
system for controllably steering the at least one front wheel
and/or the at least one rear wheel, a sensor for detecting an
occurrence of a loss of control event of the motor vehicle and
responsively producing a loss of control signal, and a controller
for receiving the loss of control signal and automatically
actuating the steering system.
[0011] In a still further aspect of the present invention, a method
for use with a motor vehicle having at least one front wheel and at
least one rear wheel and a steering system for controllably
steering the at least one front wheel and/or the at least one rear
wheel, is provided. The method includes the steps of detecting an
occurrence of a loss of control event of the motor vehicle and
automatically actuating the steering system in response to
detecting the loss of control event.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Other advantages of the present invention will be readily
appreciated as the same becomes better understood by reference to
the following detailed description when considered in connection
with the accompanying drawings wherein:
[0013] FIG. 1 is a perspective view of a vehicle having a system
for minimizing injury after a loss of control event, according to
an embodiment of the present invention;
[0014] FIG. 2 is a perspective view of the vehicle of FIG. 1 having
a brake system, a steering system, and a engine control system;
[0015] FIG. 3 is a perspective view of the vehicle of FIG. 1 after
a primary collision;
[0016] FIG. 4 is a flow diagram illustrating operation of the
system of FIG. 1, according to an embodiment of the present
invention; and,
[0017] FIG. 5 is a flow diagram illustration operation of the
system of FIG. 1, according to another embodiment of the present
inventions.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0018] Referring to the Figures, wherein like numerals indicate
like or corresponding parts throughout the several views, FIG. 1
shows a perspective view of a motor vehicle 100 with a system 102
for minimizing injury after a loss of control event, such as a
collision. The motor vehicle 100 includes first and second front
wheels 104 (only one of which is shown) and first and second rear
wheels 106 (only one of which is shown). The motor vehicle 100
includes an engine 108 (shown as a box in dotted lines) which is
controlled by an operator or driver user via a gas pedal (not
shown) in a conventional manner. As shown, the motor vehicle 100 is
following a path 110 as dictated by the driver.
[0019] With reference to FIG. 2, the system 102 includes a brake
system 202 for applying pressure to resist the rotation of the
front wheels 104 and/or the rear wheels 106. The brake system 202
includes a set of brakes 204, 206, 208, 210 and a controller 212.
The brakes 204, 206, 208, 210 apply pressure to resist the rotation
of the wheels 104, 106. The controller 212 actuates the brakes 204,
206, 208, 210 in response to driver actuation of a brake pedal (not
shown) or via a predetermined program in response to detection of a
loss of control event (see below). Similar to conventional traction
control brake systems, the control 212 must be capable of actuating
the brakes 204, 206, 208, 210 without the depression of the brake
pedal. In a preferred embodiment of the present invention, the
brake control 212 is also capable of actuating each brake 204, 206,
208, 210 independently.
[0020] The system 102 also includes a sensor 214 for detecting an
occurrence of a loss of control event of the motor vehicle 100 and
responsively producing a loss of control signal. Preferably, the
sensor 214 is designed to generate the loss of control signal when
a velocity of the motor vehicle 100 changes at a rate greater than
a predetermined threshold, i.e., an acceleration of the vehicle is
greater than predetermined threshold.
[0021] In one embodiment, the sensor 214 includes a yaw rate
sensor. The measured yaw rate is compared with a predetermined
threshold. The loss of control event is detected when the measured
yaw rate is above the predetermined threshold.
[0022] Alternatively, a body slip angle can be calculated as a
function of the measured yaw rate, and the velocity and lateral
acceleration of the motor vehicle 100. The calculated body slip
angle is compared with a predetermined threshold. The loss of
control event is detected when the calculated body slip angle is
greater than the predetermined threshold.
[0023] In another embodiment, the sensor 214 includes an
accelerometer. In still another embodiment, the sensor 214 is
incorporated into an airbag system (not shown) and produces the
loss of control signal when the airbag system is triggered. The
airbag system may include front and/or side airbags. In still
another embodiment, the sensor 214 is a device which measures a
body roll angle of the motor vehicle 100. The device used to
measure the body roll angle of the motor vehicle 100 may include an
accelerometer, a gyroscope, a roll rate sensor or other like
sensor.
[0024] In a further embodiment, the sensor 214 includes one or more
limit switches situated between two members of the motor vehicle
100. The two members are chosen such that the members close or
collapse towards one another during a collision thereby closing the
limit switch.
[0025] In one embodiment, the controller 212 is adapted to receive
the loss of control signal and automatically actuate one or more of
the brakes 204, 206, 208, 210. In the preferred embodiment, the
brake system 202 actuates all four brakes 204, 206, 208, 210 in
response to receiving the loss of control signal. Actuation of the
brakes 204, 206, 208, 210, allows the brakes 204, 206, 208, 210 to
absorb some or all of the kinetic energy of the motor vehicle 100
after the loss of control event or primary collision.
[0026] In another embodiment, the system 102 is adapted to attempt
to reorient the motor vehicle 100 after the loss of control event
or first or primary collision. With respect to FIG. 3, which shows
the motor vehicle 100 after a primary collision and prior to a
second collision with an obstruction 300. i.e., a stationery object
or another vehicle (moving or stationery). After the primary
collision, the motor vehicle 100 is orientated in a direction and
following a path as illustrated by a first arrow 302. If this path
is sharp enough, the vehicle 100 may rollover. Even if the vehicle
100 does not rollover, the vehicle 100 may collide with the
obstruction 300 on its side or offset from the front of the
vehicle, thus, increasing the risk of harm to passengers within the
vehicle. Thus, the system 102 attempts to reorient the vehicle 100
such that the vehicle 100 returns to its original path, as
illustrated by a second arrow 304 by actuating all or some of the
brakes 204, 206, 208, 210. For example, in order to reorient the
vehicle 100 to its original path, as shown in FIG. 3, the system
may reduce actuation of the rear brakes 208,210 or apply less brake
force to the rear wheels 106.
[0027] The motor vehicle 100 also includes a steering system 216
for controllably steering the front wheels and/or the rear wheels
104, 106. Preferably, the steering system 216 controls the front
wheels 104. In another embodiment, the system 102 attempts to
reorient the vehicle 100 through actuation of the brake system 202
and/or the steering system 216. In other words, the system 102
attempts to return the motor vehicle 102 to its original path 304
by directly controlling direction of the front wheels 104 through
the steering system 216. The steering system 216 must be capable of
controlling the direction of the front wheels 104 independent of
the actuation of a steering wheel (not shown). One type of such a
system is a drive or steer-by-wire system. Such systems are well
known in the art and are thus not further discussed. After
detection of the loss of control event, the controller 212 sends a
command to the steering system 216 to reorient the vehicle 100.
[0028] The motor vehicle 100 also includes an engine control system
218 for controllably actuating the engine 108. In one embodiment,
the controller 212 is adapted to reduce power output of the engine
108 in response to receiving the loss of control signal.
Preferably, after detecting the loss of control event, the
controller 212 sends a command signal to the engine control system
218 to reduce the power output of the engine 108.
[0029] The engine control system 218 may also implement a cruise
control function which maintains a desired vehicle velocity set by
the driver. In another embodiment, the controller 212 is adapted to
cancel the cruise-control function (if engaged) in response to
receiving the loss of control signal. Preferably, after detecting
the loss of control event, the controller 212 sends a command
signal to the engine control system 218 to cancel the
cruise-control function.
[0030] The motor vehicle 100 may also include an energy absorbing
structure 112. Preferably, the energy absorbing structure 112
includes a bumper 114 and/or airbags and/or structural arrangements
within the motor vehicle 100 designed to absorb energy during a
collision and/or the like. In one embodiment, the controller 212 is
adapted to reorient the motor vehicle 100 such that the energy
absorbing structure 112 absorbs energy from a subsequent collision.
Preferably, the controller 212 is adapted to reorient the motor
vehicle 100 such that the energy absorbing structure 112 is between
passengers in the motor vehicle 100 and objects within the path of
the motor vehicle 100.
[0031] With reference to FIG. 4, a method according to an
embodiment of the present invention, operation of the system 102
will now be discussed. In a first control block 402, an occurrence
of a loss of control event of the motor vehicle 100 is detected. In
a second control block 404, the brake system 202 is automatically
actuated in response to detection of the loss of control event.
[0032] With reference to FIG. 5, a method according to another
embodiment of the present invention, operation of the system 102
will now be discussed. In a first control block 502, an occurrence
of a loss of control event of the motor vehicle 100 is detected. In
a second control block 404, the engine control system 218
automatically reduces a power output of the engine 108 in response
to detecting the occurrence of the loss of control event.
[0033] Obviously, many modifications and variations of the present
invention are possible in light of the above teachings. The
invention may be practiced otherwise than as specifically described
within the scope of the appended claims.
* * * * *