U.S. patent application number 13/672368 was filed with the patent office on 2014-05-08 for reconfigurable vehicle control system and method.
This patent application is currently assigned to TOYOTA MOTOR ENGINEERING & MANUFACTURING NORTH AMERICA, INC. (TEMA). The applicant listed for this patent is TOYOTA MOTOR ENGINEERING & MANUFACTURING NORTH. Invention is credited to Danil V. PROKHOROV.
Application Number | 20140129129 13/672368 |
Document ID | / |
Family ID | 50623122 |
Filed Date | 2014-05-08 |
United States Patent
Application |
20140129129 |
Kind Code |
A1 |
PROKHOROV; Danil V. |
May 8, 2014 |
RECONFIGURABLE VEHICLE CONTROL SYSTEM AND METHOD
Abstract
A processing system for a driven vehicle comprising a detector
to detect an object which is in an area surrounding the driven
vehicle via one or more sensors mounted on the driven vehicle, and
to generate position data and size data corresponding to the
detected object. The system may include a calculator to calculate
an adjustment signal based on the position data and the size data.
The system may also include a controller to adjust the driven
vehicle's cabin height and/or the driven vehicle's wheelbase width,
based on the calculated adjustment signal, such that the driven
vehicle avoids colliding with the detected object. Collision may be
avoided by the system via elevating the vehicle cabin above the
road using an expandable suspension system. Further, an
omni-directional telescoping shaft and wheel assembly system with
in-wheel motors may be used for maneuvering the vehicle and/or
altering the wheelbase width.
Inventors: |
PROKHOROV; Danil V.;
(Canton, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TOYOTA MOTOR ENGINEERING & MANUFACTURING NORTH |
Erlanger |
KY |
US |
|
|
Assignee: |
TOYOTA MOTOR ENGINEERING &
MANUFACTURING NORTH AMERICA, INC. (TEMA)
Erlanger
KY
|
Family ID: |
50623122 |
Appl. No.: |
13/672368 |
Filed: |
November 8, 2012 |
Current U.S.
Class: |
701/301 |
Current CPC
Class: |
B60R 21/0134
20130101 |
Class at
Publication: |
701/301 |
International
Class: |
B60R 21/0134 20060101
B60R021/0134 |
Claims
1. A processing system for a driven vehicle, comprising: a detector
configured to detect an object which is in an area surrounding the
driven vehicle via one or more sensors mounted on the driven
vehicle, and to generate one or more of position data and size data
corresponding to the detected object; a calculator configured to
calculate an adjustment signal based on the one or more of the
position data and the size data; and a controller configured to
adjust one or more of the driven vehicle's cabin height and the
driven vehicle's wheelbase width, based on the calculated
adjustment signal, such that the driven vehicle avoids colliding
with the detected object, wherein the controller is configured to
adjust the vehicle's wheelbase width by controlling, based on the
calculated adjustment signal, the direction or speed of one or more
of the vehicle's wheels.
2. The processing system according to claim 1, wherein: the
detector is further configured to update the position data and the
size data at a predetermined frequency to form tracking history
data, and the calculator is further configured to: calculate a
first trajectory corresponding to the detected object, based on the
tracking history data, calculate a second trajectory corresponding
to the driven vehicle based on the vehicle's current velocity and
direction of motion, and calculate a collision time at which the
first trajectory intersects the second trajectory.
3. The processing system according to claim 2, wherein the
controller is further configured to control a rate at which the
vehicle's height and/or wheelbase width are adjusted, based on the
calculated collision time.
4. (canceled)
5. The processing system according to claim 1, wherein the
controller is configured to adjust the driven vehicle's cabin
height by controlling one or more telescoping shafts which are
respectively connected at opposing ends to the driven vehicle's
cabin and a wheel assembly.
6. The processing system according to claim 1, wherein: the
position data includes information describing a position of the
detected object relative to the driven vehicle, and the size data
includes information describing the dimensional characteristics of
the detected object.
7. (canceled)
8. The processing system according to claim 1, wherein the
controller is configured to adjust the vehicle's wheelbase width by
controlling a length of one or more telescoping shafts which are
respectively connected at opposing ends to the driven vehicle's
cabin and a wheel assembly.
9. The processing system according to claim 5, wherein the
controller is configured to adjust the vehicle's wheelbase width by
controlling a length, in combination with the direction and/or the
speed of the one or more of the vehicle's wheels, of one or more
telescoping shafts which are respectively connected at opposing
ends to the driven vehicle's cabin and a wheel assembly.
10. The processing system according to claim 6, wherein the
detector is further configured to classify the detected object
based on one or more of the position data and the size data.
11. The processing system according to claim 5, wherein: the
telescoping shafts are each respectively connected to the vehicle
cabin at a joint which allows the telescoping shafts to
independently pivot in a direction around the vehicle cabin.
12. The processing system according to claim 11, wherein the joint
includes a locking mechanism configured to prevent the telescoping
shafts from pivoting around the vehicle cabin when a braking signal
for the wheel assemblies is received.
13. A control method for a driven vehicle, the method comprising:
detecting an object which is in an area surrounding the driven
vehicle via one or more sensors mounted on the driven vehicle;
generating one or more of position data and size data corresponding
to the detected object; calculating an adjustment signal based on
the one or more of the position data and the size data; and
adjusting the driven vehicle's height and/or the driven vehicle's
wheelbase width, based on the calculated adjustment signal, such
that the driven vehicle avoids colliding with the detected object,
wherein the adjusting of the driven vehicle's wheelbase width
includes controlling, based on the calculated adjustment signal,
the direction or speed of one or more of the vehicle's wheels.
14. A non-transitory computer readable medium having instructions
stored therein that when executed by a processor, causes the
processor to perform the method of claim 13.
15. A vehicle comprising: a detector configured to detect an object
in an area surrounding the vehicle via one or more sensors mounted
on the vehicle, and to generate one or more of position data and
size data corresponding to the detected object; a calculator
configured to calculate an adjustment signal based on the one or
more of the position data and the size data; and a controller
configured to adjust one or more of the vehicle's cabin height and
the vehicle's wheelbase width, based on the calculated adjustment
signal, such that the vehicle avoids colliding with the detected
object, wherein the controller is configured to adjust the
vehicle's wheelbase width by controlling, based on the calculated
adjustment signal, the direction or speed of one or more of the
vehicle's wheels.
16. The vehicle according to claim 15, further comprising: one or
more telescoping shafts which are respectively connected at
opposing ends to the vehicle's cabin and a wheel assembly, wherein
the controller is configured to adjust the vehicle's cabin height
and/or wheelbase width, based on the adjustment signal, by
elongating or contracting the one or more telescoping shafts.
17. The vehicle according to claim 16, wherein the telescoping
shafts are connected to the vehicle cabin by one or more joints,
the joints being configured to permit the telescoping shafts to
pivot around the vehicle.
18. The vehicle according to claim 17, wherein the joints include a
braking mechanism configured to prevent the telescoping shafts from
pivoting around the vehicle.
Description
BACKGROUND
[0001] This disclosure relates to controlling the operation of a
reconfigurable vehicle based on environmental monitoring. Vehicle
systems can utilize external sensors and/or imaging devices to
detect objects surrounding a vehicle. These objects can be detected
and monitored with respect to a path of the vehicle.
SUMMARY
[0002] Processing systems which implement algorithmic processes to
control electromechanical devices are discussed herein.
[0003] A processing system for a driven vehicle can include a
detector configured to detect an object which is in an area
surrounding the driven vehicle via one or more sensors mounted on
the driven vehicle, and to generate position data and size data
corresponding to the detected object. A calculator can be
configured to calculate an adjustment signal based on the position
data and the size data, and a controller can be configured to
adjust the driven vehicle's cabin height or the driven vehicle's
wheelbase width, based on the calculated adjustment signal, such
that the driven vehicle avoids colliding with the detected
object.
[0004] The detector can be further configured to update the
position data and the size data at a predetermined frequency to
form tracking history data, and the calculator can be further
configured to calculate a first trajectory corresponding to the
detected object, based on the tracking history data, calculate a
second trajectory corresponding to the driven vehicle based on the
vehicle's current velocity and direction of motion, and calculate a
collision time at which the first trajectory intersects the second
trajectory. The controller can be configured to control a rate at
which the vehicle's height or wheelbase width is adjusted, based on
the calculated collision time. The controller can be configured to
control a direction or a speed of one or more of the vehicle's
wheels, based on the calculated adjustment signal. The controller
can adjust the driven vehicle's cabin height by controlling one or
more telescoping shafts which are respectively connected at
opposing ends to the driven vehicle's cabin and a wheel
assembly.
[0005] Position data can include information describing a position
of a detected object relative to the driven vehicle. Size data can
include information describing the dimensional characteristics of
the detected object.
[0006] The controller can adjust the vehicle's wheelbase width by
controlling the direction or speed of one or more of the vehicle's
wheels. The controller can adjust the vehicle's wheelbase width by
controlling a length of one or more telescoping shafts which are
respectively connected at opposing ends to the driven vehicle's
cabin and a wheel assembly. The controller can adjust the vehicle's
wheelbase width by controlling a length, in combination with the
direction or the speed of one or more of the vehicle's wheels, of
one or more telescoping shafts which are respectively connected at
opposing ends to the driven vehicle's cabin and a wheel assembly.
The telescoping shafts can each respectively be connected to the
vehicle cabin at a joint which allows the telescoping shafts to
independently pivot in a direction around the vehicle cabin. The
joint can include a locking mechanism configured to prevent the
telescoping shafts from pivoting around the vehicle cabin when a
braking signal for the wheel assemblies is received.
[0007] The detector can be configured to classify the detected
object based on the position data or the size data.
[0008] A control method, process and/or algorithm can include
detecting an object which is in an area surrounding the driven
vehicle via one or more sensors mounted on the driven vehicle,
generating position data and size data corresponding to the
detected object, calculating an adjustment signal based on the
position data and the size data, and adjusting the driven vehicle's
height and/or the driven vehicle's wheelbase width, based on the
calculated adjustment signal, such that the driven vehicle avoids
colliding with the detected object. A non-transitory computer
readable medium having instructions stored therein that when
executed by a processor, can cause the processor to perform such a
method, process and/or algorithm.
[0009] A vehicle can include a detector configured to detect an
object in an area surrounding the vehicle via one or more sensors
mounted on the vehicle, and to generate position data and size data
corresponding to the detected object, a calculator configured to
calculate an adjustment signal based on the position data and the
size data, and a controller configured to adjust the vehicle's
cabin height or the vehicle's wheelbase width, based on the
calculated adjustment signal, such that the vehicle avoids
colliding with the detected object.
[0010] The vehicle can include one or more telescoping shafts which
are respectively connected at opposing ends to the vehicle's cabin
and a wheel assembly. Following a calculation of the adjustment
signal, the controller can adjust the vehicle's cabin height or
wheelbase width, based on the adjustment signal, by elongating or
contracting the telescoping shafts. The vehicle's telescoping
shafts can be connected to the vehicle cabin by one or more joints.
The joints can be configured to permit the telescoping shafts to
pivot around the vehicle. The vehicle's joints can include a
braking mechanism configured to prevent the telescoping shafts from
pivoting around the vehicle.
[0011] The foregoing general description of the illustrative
implementations and the following detailed description thereof are
merely exemplary aspects of the teachings of this disclosure, and
are not restrictive.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] A more complete appreciation of the present disclosure and
many of the attendant advantages thereof will be readily obtained
as the same becomes better understood by reference to the following
detailed description when considered in connection with the
accompanying drawings, wherein:
[0013] FIG. 1A illustrates a side view of a vehicle according to a
first exemplary aspect;
[0014] FIG. 1B illustrates a front view of the vehicle shown in
FIG. 1A;
[0015] FIG. 2A illustrates a front view of a vehicle according to a
second exemplary aspect;
[0016] FIG. 2B illustrates a side view of the vehicle shown in FIG.
2A;
[0017] FIG. 2C illustrates a top view of the vehicle shown in FIG.
2A;
[0018] FIG. 3A illustrates a side view of a vehicle according to a
third exemplary aspect;
[0019] FIG. 3B illustrates a front view of the vehicle shown in
FIG. 3A;
[0020] FIG. 4 illustrates an exemplary wheel and corresponding
support assembly;
[0021] FIG. 5 schematically illustrates an exemplary control
system;
[0022] FIG. 6 is an algorithmic flow chart illustrating an
exemplary control system method and process;
[0023] FIG. 7 is an algorithmic flow chart illustrating an
exemplary method and process of controlling a vehicle wheel
motor;
[0024] FIG. 8 is an algorithmic flow chart illustrating an
exemplary method and process of controlling a vehicle cabin
height;
[0025] FIG. 9 is an algorithmic flow chart illustrating an
exemplary method and process of controlling vehicle structural
joints; and
[0026] FIG. 10 schematically illustrates exemplary processing
hardware of a control system.
DETAILED DESCRIPTION
[0027] Aspects of this disclosure improve throughput capacity of
existing interstate road infrastructure by allowing a passenger
vehicle to operate "above" other vehicles or obstacles on the road
while having a low footprint on the road itself. A vehicle cabin
can be suspended above the road using an expandable suspension
system, such as pantograph and/or telescopic drives for the vehicle
cabin. An omni-directional telescoping shaft and wheel assembly
system with in-wheel motors can be utilized for high
maneuverability.
[0028] A vehicle control system can utilize a hybrid power plant,
preferably with in-wheel electric motors powered by a generator
with battery and super capacitors energized by a compact turbojet
or an efficient internal combustion engine with multi-fuel
capability. Automatic reconfiguration of a vehicle structure, based
on a detection of objects in the surrounding environment, can be
implemented for adaptive driving.
[0029] A faster overall average speed of transportation can be
achieved due to improved maneuverability. Improved maneuverability
can include the ability to pass other vehicles in congested highway
areas by elevating the vehicle cabin above other road vehicles
while leaving only in-line wheel assemblies in contact with the
road to support the weight of the vehicle. Vehicle reconfiguration
can provide an ability to maintain a minimum road footprint (e.g.,
similar to that of two motorcycles), while maintaining the
maneuverability and payload capacity of a typical passenger highway
vehicle.
[0030] Sensing obstacles along a highway from an elevated position
can improve sensing capabilities due to an increased sensor height,
which can reduce the likelihood of occlusions by other vehicles
and/or obstacles on the highway. The increased height can result in
obstacles being detected at a farther distance, thereby providing
more time to make vehicle reconfiguration decisions.
[0031] Aspects of the present disclosure will now be discussed with
reference to the drawings, wherein reference numerals designate
identical or corresponding parts throughout the several views.
[0032] FIG. 1A illustrates one exemplary arrangement of a vehicle
operating with a control system. As shown in FIG. 1A, vehicle cabin
100 is elevated above a road by one or more telescoping shafts
102a. Additionally, one or more wheel assemblies, such as wheel
assembly 104, are in contact with the road to provide
maneuverability for the vehicle.
[0033] FIG. 1B illustrates a front view of the vehicle, together
with another vehicle. As shown in FIG. 1B, vehicle cabin 100 is
elevated above a road by multiple telescoping shafts 102a, which
are connected to wheel assembly 104 on opposing sides of vehicle
cabin 100. Additionally, telescoping shaft 102b may be configured
such that a wheelbase width (i.e., the distance spanning between
opposing wheel assemblies 104) can be altered. In particular,
hydraulic pumps or the like may be used to expand or contract one
or more telescoping shafts 102b such that the wheelbase width is
increased or decreased.
[0034] As shown in FIG. 1B, the exemplary arrangement allows for a
driver to maintain highway speed and maneuverability while driving
at an elevated height such that an obstacle, such as a vehicle
represented by obstacle 106, can be avoided. Further, a control
system may detect an obstacle in an area surrounding the vehicle
via external sensors. In response to the detection, the system may
automatically reconfigure the vehicle support structure, including
the telescoping shafts and/or wheel assemblies, such that the
vehicle passes over the detected obstacle.
[0035] FIG. 2A illustrates another arrangement. The vehicle shown
in FIG. 2A includes a vehicle cabin 100, telescoping shafts 102a
and 102b, and multiple wheel assemblies 104. The telescoping shafts
102b are each connected to vehicle cabin 100 at a joint 200, which
may be a passive joint allowing the telescoping shafts and wheel
assemblies to independently rotate about the vehicle cabin 100.
[0036] FIG. 2B shows a side view of the arrangement of FIG. 2A. As
shown in FIG. 2B, the exemplary arrangement of telescoping shaft
102b connected to joint 200 provides for the ability to rotate one
or more of the wheel assemblies and telescoping shafts about the
vehicle cabin 100. For example, as shown in FIG. 2B, the wheel
assembly and telescoping shaft connected at the front driver's side
of vehicle cabin 100 may rotate such that the units are not aligned
with the corresponding wheel assembly and telescoping shaft on the
opposite side of vehicle cabin 100.
[0037] FIG. 2C provides a top view of the exemplary arrangement of
FIG. 2A. As shown in FIG. 2C, four telescoping shafts are connected
at corresponding joints 200 such that each of the telescoping
shafts and wheel assemblies may independently rotate about vehicle
cabin 100. Joint 200 may be a passive joint which allows
omnidirectional movement of each respective telescoping shaft and
wheel assembly. The use of a passive (i.e., unactuated)
omnidirectional joint provides for the ability to independently
control the relative direction and speed of each wheel assembly
using a wheel motor such that the overall vehicle support
configuration is changed. For example, by angling the two front
wheel assemblies of FIG. 2C such that the leading portion (i.e.,
the side corresponding to the vehicle's direction of motion) toward
vehicle cabin 100 and accelerating the wheels relative to the two
rear wheel assemblies, the wheelbase width of the two front wheel
assemblies becomes more narrow. Similarly, by angling the two rear
wheel assemblies such that the leading portion faces away from
vehicle cabin 100 and decelerating the wheels relative to the front
wheel assemblies, the wheelbase width of the two rear wheel
assemblies becomes more narrow. Also, the joint 200 may include a
brake to inhibit motion of the telescoping shaft 102b.
[0038] As illustrated in FIG. 2C, hydraulic actuators controlling
telescoping shafts 102a and 102b may be provided to independently
control the length of the telescoping shafts such that the
elevation of vehicle cabin 100 and the wheelbase width of the
vehicle are respectively altered.
[0039] FIGS. 3A and 3B respectively illustrate side and front views
of another arrangement of a vehicle. The vehicle of FIGS. 3A and 3B
is illustrated in a maximum compactness mode, wherein the vehicle
may fit within the width of a single highway lane. A vehicle in the
arrangement of FIGS. 3A and 3B may appear as a typical sport
utility vehicle. This maximum compactness mode may or may not be
the primary mode of operation of such a vehicle. In one aspect, the
maximum compactness mode may be primarily used for boarding/exiting
or parking the vehicle.
[0040] FIGS. 1A-3B, illustrate non-limiting examples of an
exemplary vehicle control system's operation are discussed below.
For simplicity, a vehicle on which a vehicle control system
according to the present disclosure is used is hereinafter referred
to as a reconfigurable vehicle.
[0041] First, to extend the wheelbase width between wheel
assemblies 104, a control system according to an exemplary
embodiment may accelerate all wheels at angles pointing outward
from vehicle cabin 100. Specific angles are speed dependent and
chosen to prevent skidding and/or loss of horizontal
controllability of the reconfigurable vehicle. Accordingly, the
control system may work in combination with or incorporate vehicle
traction control and stability control systems.
[0042] To reduce the width between wheels, the control system may
accelerate all wheels at angles pointing inward towards vehicle
cabin 100. Further, to maintain vertical stability of the vehicle,
the control system may maintain the vehicle cabin 100 center of
gravity well inside a polygon formed by the centers of the wheels
in each wheel assembly 104. In order to achieve this vertical
stability, the control system may slow the rear or front wheels in
wheel assemblies 104 temporarily with respect to the acceleration
of the opposing pair of wheels, effectively "dragging the feet" of
the vehicle.
[0043] To maintain the reconfigurable vehicle configuration in a
condition of sudden braking, as discussed above, braking mechanisms
may be provided in omni-directional joints, such as joint 200, to
prevent the braking forces from uncontrollably rotating supporting
beams, such as telescoping shafts 102a and 102b. The control system
may send appropriate command signals to the braking mechanisms.
[0044] In a reconfigurable vehicle with a wheelbase width spanning
two highway lanes, e.g., the vehicle shown in FIG. 1B, a sensor,
e.g., a long-range radar, detects a tall obstacle in the path of
the reconfigurable vehicle. Based upon the sensor input, the
control system determines the obstacle size is consistent with a
semi-truck. The control system captures a camera image in the area
of the detected obstacle and confirms that the semi-truck is in the
reconfigurable vehicle's path, utilizing a path planning and
navigation system. The control system computes approximately when
the reconfigurable vehicle will meet the semi-truck on the road.
This calculated time of arrival can then by used to estimate how
quickly a vehicle reconfiguration is needed. Based upon the size of
the semi-truck relative to the maximum height at which the control
system can elevate the reconfigurable vehicle's cabin, the control
system determines vehicle cabin elevation is not a collision
avoidance option and therefore the wheelbase width must be reduced
to the width of approximately one highway lane in order for the
reconfigurable vehicle to pass on either side of the semi-truck. If
the control system determines there is no traffic next to the
semi-truck, then the reconfigurable vehicle may reduce its height
and width to fit in a space provided by a single highway lane
and/or the shoulder area of the highway. Alternatively, if there is
traffic next to the semi-truck, then the control system may wait
until space becomes available before bypassing the semi-truck by
the above-described reconfiguration. The control system then
initiates a reconfiguration to reduce the reconfigurable vehicle's
wheelbase width to one lane (e.g., the maximum compactness mode
vehicle shown in FIG. 3B) and the reconfigurable vehicle passes
around the semi-truck.
[0045] A multi-plane lidar system or its equivalent (e.g., a flash
lidar, a single-plane vertically scanning lidar) measures height
profiles of obstructing vehicles and SUVs that are in the path of a
reconfigurable vehicle. Based on sensor data resulting from the
lidar system, the control system determines that one of the
obstructing vehicles' height is greater than the current height of
the reconfigurable vehicle's cabin. In response to this
determination, the control system reconfigures the reconfigurable
vehicle by temporarily raising the height of vertical telescopic
shafts to pass over the tall vehicle. See, e.g., the exemplary
vehicle configuration of FIG. 1B. After passing over the tall
vehicle, camera imagery and known image analysis techniques may,
e.g., detect and analyze a road sign to determine that the highway
width will narrow to one lane. The control system may then initiate
another reconfiguration to reduce the reconfigurable vehicle's
height and wheelbase width to maximum compactness mode, such as in
FIG. 3B. Following reconfiguration to maximum compactness mode, the
reconfigurable vehicle may then operate similarly to a typical SUV
within the current constraints of the highway infrastructure.
[0046] Referring back to the figures, FIG. 4 illustrates a wheel
assembly according to an exemplary embodiment. Wheel assembly 104
of FIG. 4 may include a regenerative braking system (e.g., as
proposed in U.S. Pat. No. 8,230,961, "Energy Recovery System for
Vehicles and Wheels Comprising the Same," issued Jul. 31, 2012 to
TTC/TEMA), an in-wheel electric motor/generator system, an
electromagnetic or hydraulic motor for omni-directional drives,
batteries, super capacitors, hydraulic pumps for telescoping
shafts, and/or omni-directional drives which enable the wheel's
rotation about a vertical axis. The above units may each be
compactly packaged around the wheel, with the electric
motor/generator and braking system located inside the wheel.
[0047] FIG. 5 illustrates a block diagram of a control system
according to an exemplary embodiment. As shown in FIG. 5, the
control system may include one or more sensors 1 . . . N. The
sensors may be configured to detect position and/or size
information of obstacles in an area surrounding a vehicle. The
sensors may, e.g., be one or more of a lidar, a radar, a sonar, a
camera, or a combination thereof. The type, mounting location, and
number of sensors included in the control system of FIG. 5 may be
selected according to the operating environment and the type of
vehicle in which the control system is employed. The sensors may
provide an input to a detector module 500.
[0048] Detector module 500 may be configured to determine whether
an obstacle is detected in a surrounding environment of a vehicle
based on the input of the sensors. Detector module 500 may be
further configured to determine position and/or size data of a
detected object based on the sensor input. The position data may
include information describing a position of the detected object
relative to a vehicle. For example, the position data may include a
distance, a bearing, a geographical coordinate, or the like, of a
detected object. The size data may include information describing
the dimensional characteristics of the detected object. For
example, the size data may include a height, a width, a shape, or a
combination thereof, corresponding to the detected object.
[0049] Detector module 500 may be further configured to classify a
detected object based on size and/or position data. For example,
detector module 500 may determine a detected object is a
semi-truck, a passenger vehicle, an SUV, or another vehicle type
based on the size and/or location information. Further, detector
module 500 may classify other detected objects such as road signs,
road debris, or structural material (e.g., a highway overpass or
guard rail).
[0050] The detector module 500 may be further configured to receive
an input from one or more sensors at a predetermined frequency such
that the received position data and/or size data are updated at the
predetermined frequency to form historical tracking data
corresponding to a detected object. The tracking data may include
relative motion information used to determine a predicted
trajectory of the detected object over a predetermined time
period.
[0051] The exemplary control system of FIG. 5 may also include a
calculator module 502. Calculator module 502 may be configured to
calculate an adjustment signal based on position data and/or size
data received from detector module 500. The adjustment signal may
include control information used by physical actuator units for
altering a vehicle configuration (e.g., vehicle cabin height and/or
wheelbase width).
[0052] Calculator module 502 may also calculate trajectory
information corresponding to a detected object based on received
tracking history data, such as that determined by detector module
500. Additionally, calculator module 502 may calculate trajectory
information based a current velocity and a direction of motion for
a vehicle on which the exemplary control system employed.
[0053] Calculator module 502 may also be configured to calculate a
collision time, which corresponds to a time at which a detected
object and the vehicle in which the control system is used will
collide and/or intersect trajectory paths. In calculating the
collision time, calculator module 502 may include predetermined
safety buffers for each vehicle/object trajectory such that an
appropriate margin of safety is maintained. For example, the
control system may determine areas of uncertainty surrounding the
detected obstacle/vehicle location and/or the reconfigurable
vehicle location such that a collision is determined to potentially
occur when the respective areas of uncertainty intersect
trajectories.
[0054] The calculation of the collision time may be based on the
trajectory information of the detected object and the trajectory
information of the vehicle in which the control system is used. The
calculation of a collision time by calculator module 502 may be
used to calculate a rate at which a vehicle reconfiguration (i.e.,
adjusting vehicle cabin height and/or wheelbase width) is performed
such that the energy required by such a reconfiguration is
optimized.
[0055] For example, if calculator module 502 determines that a
collision will occur in 10 seconds, the adjustment signal output by
calculator module 502 may include information indicating that the
vehicle reconfiguration must occur as quickly as possible (e.g., in
less than 10 seconds) to avoid the collision. In contrast, if the
calculator module 502 determines that a collision will occur in one
minute, the adjustment signal output by calculator module 502 may
include information indicating that the vehicle reconfiguration may
occur at a relatively slower rate such that energy is
conserved.
[0056] Turning back to FIG. 5, the control system may include a
controller module 504. Controller module 504 may be configured to
adjust a vehicle's height and/or a vehicle's wheelbase width based
on a calculated adjustment signal, such as that calculated by
calculator module 502. The adjustment of the vehicle's height
and/or wheelbase width by controller module 504 may be performed
such that the vehicle avoids colliding with a detected
object/vehicle by reconfiguring the vehicle arrangement such that
vehicle cabin height and/or wheelbase width are changed.
[0057] Controller module 504 may be configured to output to one or
more physical actuators contained within a vehicle. For example,
controller module 504 may output a control signal to a wheel
actuator 506 such that the angle of a wheel assembly is adjusted
relative to a vertical axis. Further, controller module 504 may
output a control signal to wheel motor 508 such that the angular
velocity of a wheel in a wheel assembly is accelerated or
decelerated. Further, controller module 504 may output a control
signal to a shaft actuator 510 such that, for example, telescoping
shafts connected to a vehicle cabin and/or a wheel assembly are
elongated in a horizontal and/or vertical direction such that the
cabin height and/or the wheelbase width of a vehicle is
changed.
[0058] It should be appreciated that control module 504 may be
configured to adjust a vehicle's height and/or wheelbase width
using wheel actuator 506, wheel motor 508, or shaft actuator 510
independently. However, these units may also be configured to
adjust vehicle cabin height and/or wheelbase width in a coordinated
fashion such that the height and/or wheelbase width is adjusted by
any or all of the physical actuators at the same or at different
times.
[0059] FIG. 6 is an algorithmic flow chart illustrating an
exemplary control system method and process.
[0060] At step S600, the control system senses surrounding
obstacles in an area around a vehicle. For example, the control
system may detect another vehicle is in the roadway ahead of the
vehicle.
[0061] At step S604, when the control system has detected an
obstacle in the area surrounding the vehicle (S602), position and
size information corresponding to the detected obstacle are
calculated.
[0062] At step S606, a time of collision is calculated based on the
detected object's calculated trajectory information, as well as
trajectory information for the vehicle on which the control system
is equipped. The time of collision corresponds to a time at which a
vehicle will collide and/or intersect with a detected obstacle's
trajectory. The time of collision may, for example, be used to
determine a rate at which a vehicle's height and/or wheelbase width
is adjusted.
[0063] At step S608, an adjustment signal corresponding to a
control signal for adjusting a vehicle's height and/or wheelbase
width is calculated.
[0064] At step S610, a control signal based on the calculated
adjustment signal is output to one or more physical actuators. The
physical actuators may, for example, be hydraulic pumps, electrical
motors, or the like, for controlling the vehicle height and/or
wheelbase width. For example, telescoping shafts with hydraulically
operated pumps may be used to raise or lower a vehicle cabin
height. Further, electrical motors may be used to control an
angular direction and/or a speed at which a wheel on the vehicle
rotates such that wheel assemblies connected to telescoping shafts
pivot about the vehicle cabin via passive joints. As discussed in
previous paragraphs, the rotation of the wheel assemblies relative
to the vehicle cabin acts to effectively alter the wheelbase width.
Once the vehicle's height and/or wheelbase width is changed in
response to the detected obstacle, the control method returns to
step S600 to detect further obstacles which may be in the vehicle's
path and the method is repeated.
[0065] FIG. 7 is an algorithmic flow chart illustrating an
exemplary method and process of controlling a vehicle wheel
motor.
[0066] At step S700, the control system receives a control signal,
such as that calculated from the adjustment signal in steps S608
and S610 of FIG. 6. When the control signal is received, a wheel
adjustment angle is calculated at step S702. The wheel adjustment
angle may be used to angle wheels in wheel assemblies (see, e.g.,
FIG. 4) at an inward or outward direction such that, when used in
conjunction with passive vehicle joints connected to the vehicle
cabin (see, e.g., joint 200 of FIG. 2C), the wheel assemblies pivot
about the vehicle cabin such that the wheelbase width is
changed.
[0067] At step S704, a wheel speed is calculated based on the
received control signal. The calculated wheel speed may be used in
conjunction with the calculated wheel adjustment angle as described
above to decrease or increase the wheelbase width. In particular,
the combination of adjusting a wheel assembly angle and the
relative wheel speed results in the wheel assembly rotating about
the vehicle cabin.
[0068] At step S706, a wheel motor, such as that in the wheel
assembly shown in FIG. 4, is controlled using the calculated wheel
adjustment angle and the calculated wheel speed to respectively
angle the wheel assembly inward/outward and/or increase or decrease
wheel velocity such that a wheelbase width is changed.
[0069] At step S708 an error signal is calculated based on the new
wheelbase width which results from the adjustment performed in step
S706. The error signal may be derived by comparing the new
wheelbase width to a threshold, wherein the threshold corresponds
to, e.g., a detected object's size derived from the position and/or
size data calculated in, e.g., step S604 of FIG. 6. If the error
signal is less than the threshold (i.e., the vehicle configuration
is insufficient to safely avoid colliding with the obstacle), then
the control method returns to step S702, at which point a wheel
adjustment angle and wheel speed are re-calculated and adjusted
until the error is less than the threshold at step S708.
[0070] FIG. 8 is an algorithmic flow chart illustrating an
exemplary method and process of controlling a vehicle cabin
height.
[0071] At step S800, the control system receives a control signal,
such as the control signal derived from the adjustment signal in
steps S608 and S610 of FIG. 6.
[0072] At step S802, the control system calculates a target
telescoping shaft length based on the received control signal. The
target telescoping shaft length may, for example, be a length to
which an electromechanical telescoping shaft such as that shown in
FIGS. 1A through 1B expands. The telescoping shaft may be
respectively connected at opposing ends to a wheel assembly and a
vehicle cabin (see, e.g. FIG. 1A) such that the altering of the
telescoping shaft length raises or lowers a vehicle cabin.
[0073] At step S804, based on the calculated telescoping shaft
length, a hydraulic shaft actuator is controlled to increase or
decrease a length of one or more telescoping shafts connected to a
vehicle cabin and vehicle wheel assembly. As described above, the
increase or decrease in telescoping shaft length raises or lowers a
vehicle cabin height such that an obstacle detected in an area
surrounding the vehicle is avoided by, e.g., driving the vehicle
cabin above the detected obstacle while maintaining contact with
the road via the wheel assemblies (see, e.g., FIG. 1B).
[0074] At step S806, an error signal is derived based on the new
vehicle cabin height. The error signal is compared to a threshold,
wherein the threshold corresponds to a target vehicle height based
on, e.g., the size data determined in step S604 of FIG. 6. If the
error signal is less than the determined threshold (i.e., the
vehicle reconfiguration is insufficient to avoid colliding with the
obstacle), the control system returns to step S802, where the
telescoping shaft length is adjusted until the error signal
decreases below the threshold.
[0075] It should be appreciated that the exemplary method of FIG. 8
may be adapted to alter a wheelbase with via the elongation of
horizontal telescoping shafts, such as telescoping shaft 102b in
FIG. 1B.
[0076] FIG. 9 is an algorithmic flow chart illustrating an
exemplary method and process of controlling vehicle structural
joints.
[0077] As discussed above regarding FIG. 2C, utilizing passive
joints allows for wheel assemblies, such as wheel assembly 104
shown in FIG. 2C, to be controlled independently such that a
wheelbase width is changed using adjustments in wheel assembly
angle, in conjunction with increases or decreases in wheel speed.
Accordingly, the method of FIG. 9 may, e.g., be used to control the
motion of a telescoping shaft which is connected to the passive
joint, such as joint 200 in FIG. 2C. In particular, the method may
be used while engaging a vehicle's brakes so that undesirable
motion of the wheel assembly and telescoping shaft system is
prevented during the braking.
[0078] Turning to FIG. 9, the control system receives a braking
signal at step S900. When the braking signal is received, a joint
locking mechanism is actuated at step S902 such that telescoping
shafts connected to a vehicle cabin at the passive joints are
prevented from rotating about the vehicle cabin while the brakes
are applied.
[0079] At step S904, the control system detects a point at which
the braking of the wheel assemblies ends. As shown in FIG. 9, the
joint locking mechanisms will be activated at step S902 until the
control system detects that the braking has ended. When it is
determined that the braking has ended, the joint locking mechanisms
for the passive joints are released at step S906.
[0080] FIG. 10 schematically illustrates exemplary processing
hardware of a control system. The processes, algorithms and
electronically driven systems described herein can be implemented
via a discrete control device provided in the vehicle, or can be
implemented by a central processing device of the vehicle, such as
an electronic control unit (ECU). Such a system is described herein
as a processing system.
[0081] As shown in FIG. 10, a processing system in accordance with
the present disclosure can be implemented using a microprocessor or
its equivalent, such as a central processing unit (CPU 10) or at
least one application specific processor ASP (not shown). The
microprocessor utilizes a computer readable storage medium, such as
a memory 20 (e.g., ROM, EPROM, EEPROM, flash memory, static memory,
DRAM, SDRAM, and their equivalents), configured to control the
microprocessor to perform and/or control the processes and systems
of this disclosure. Other storage mediums can be controlled via a
controller, such as a disk controller 22, which can control a hard
disk drive or optical disk drive.
[0082] The microprocessor or aspects thereof, in an alternate
embodiment, can include or exclusively include a logic device for
augmenting or fully implementing this disclosure. Such a logic
device includes, but is not limited to, an application-specific
integrated circuit (ASIC), a field programmable gate array (FPGA),
a generic-array of logic (GAL), and their equivalents. The
microprocessor can be a separate device or a single processing
mechanism. Further, this disclosure can benefit form parallel
processing capabilities of a multi-cored CPU.
[0083] In another aspect, results of processing in accordance with
this disclosure can be displayed via a display controller 18 to a
monitor 24. The display controller 18 would then preferably include
at least one graphic processing unit for improved computational
efficiency. Additionally, an I/O (input/output) interface 14 is
provided for inputting sensor data from Sensors 1, 2 . . . N.
[0084] Further, as to other input devices, the same can be
connected to the I/O interface 14 as a peripheral. For example, a
keyboard or a pointing device (not shown) for controlling
parameters of the various processes and algorithms of this
disclosure can be connected to the I/O interface 14 to provide
additional functionality and configuration options, or control
display characteristics. Moreover, the monitor 24 can be provided
with a touch-sensitive interface to a command/instruction
interface.
[0085] The above-noted components can be coupled to a network 28,
as shown in FIG. 10, such as the Internet or a local intranet, via
a network interface 12 for the transmission or reception of data,
including controllable parameters. The network can also be a
vehicle-centric network such as a vehicle local area network.
[0086] Thus, the foregoing discussion discloses and describes
merely exemplary embodiments of the present disclosure. As will be
understood by those skilled in the art, the present disclosure may
be embodied in other specific forms without departing from the
spirit or essential characteristics thereof. Accordingly, the
present disclosure is intended to be illustrative, but not limiting
of the scope of the invention, as well as other claims. The
disclosure, including any readily discernible variants of the
teachings herein, define, in part, the scope of the foregoing claim
terminology such that no inventive subject matter is dedicated to
the public.
[0087] A number of implementations have been described.
Nevertheless, it will be understood that various modifications may
be made without departing from the spirit and scope of this
disclosure. For example, advantageous results may be achieved if
the steps of the disclosed techniques were performed in a different
sequence, if components in the disclosed systems were combined in a
different manner, or if the components were replaced or
supplemented by other components. The functions, processes and
algorithms described herein may be performed in hardware or
software executed by hardware, including computer processors and/or
programmable circuits configured to execute program code and/or
computer instructions to execute the functions, processes and
algorithms described herein. Additionally, some implementations may
be performed on modules or hardware not identical to those
described. Accordingly, other implementations are within the scope
that may be claimed.
* * * * *