U.S. patent application number 16/012483 was filed with the patent office on 2018-10-18 for look ahead vehicle suspension system.
This patent application is currently assigned to Enpulz, LLC. The applicant listed for this patent is Enpulz, LLC. Invention is credited to James D. Bennett.
Application Number | 20180297437 16/012483 |
Document ID | / |
Family ID | 39775588 |
Filed Date | 2018-10-18 |
United States Patent
Application |
20180297437 |
Kind Code |
A1 |
Bennett; James D. |
October 18, 2018 |
Look Ahead Vehicle Suspension System
Abstract
A vehicle configured to move along a roadway that has an
upcoming roadway concern located in front of a front wheel of the
vehicle, the vehicle comprising: an independently adjustable
suspension system; at least one capture element configured to
capture image data corresponding to the upcoming roadway concern;
and processing circuitry. The processing circuitry is configured to
determine, based on current drive control function settings, and
the captured image data and vehicle motion data: whether to
automatically adjust the independently adjustable suspension system
to accommodate an encounter with the upcoming roadway concern,
whether to deliver for the driver an indication associated with the
upcoming roadway concern, and whether to automatically modify at
least one of the current drive control function settings to avoid
the upcoming roadway concern.
Inventors: |
Bennett; James D.;
(Hroznetin, CZ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Enpulz, LLC |
Austin |
TX |
US |
|
|
Assignee: |
Enpulz, LLC
Austin
TX
|
Family ID: |
39775588 |
Appl. No.: |
16/012483 |
Filed: |
June 19, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15378489 |
Dec 14, 2016 |
10023020 |
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16012483 |
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|
14467193 |
Aug 25, 2014 |
9527363 |
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15378489 |
|
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13647164 |
Oct 8, 2012 |
8818629 |
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14467193 |
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11725739 |
Mar 20, 2007 |
8285447 |
|
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13647164 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60G 17/01933 20130101;
B60G 2800/162 20130101; B60G 2800/96 20130101; B60G 17/019
20130101; B60G 2401/142 20130101; B60W 2552/35 20200201; B60G
17/0165 20130101; G01S 17/04 20200101; B60G 2800/92 20130101; B60G
2400/823 20130101; B60W 30/18172 20130101; B60G 2800/91 20130101;
B60W 30/16 20130101; B60W 2710/22 20130101; B60W 30/08 20130101;
B60W 30/14 20130101; B60W 2554/00 20200201; B60G 2800/925 20130101;
B60W 50/14 20130101; B60W 10/22 20130101; B60R 21/0132 20130101;
B60G 17/0195 20130101; B60W 30/09 20130101; B60W 40/02 20130101;
B60G 2800/982 20130101; B60W 2710/18 20130101; B60W 2554/4041
20200201; B60W 2710/20 20130101; B60G 17/01908 20130101; B60G
2400/821 20130101; B60G 17/08 20130101 |
International
Class: |
B60G 17/0165 20060101
B60G017/0165; B60G 17/08 20060101 B60G017/08; B60G 17/019 20060101
B60G017/019; G01S 17/02 20060101 G01S017/02 |
Claims
1. A vehicle configured to move along a roadway that has an
upcoming roadway concern located in front of a front wheel of the
vehicle, the vehicle comprising: an independently adjustable
suspension system; at least one capture element configured to
capture image data corresponding to the upcoming roadway concern;
and processing circuitry, based on current drive control function
settings, the captured image data and vehicle motion data, is
configured to: determine whether to automatically adjust the
independently adjustable suspension system to accommodate an
encounter with the upcoming roadway concern, determine whether to
deliver for the driver an indication associated with the upcoming
roadway concern, and determine whether to automatically modify at
least one of the current drive control function settings to avoid
the upcoming roadway concern.
2. The vehicle of claim 1, wherein the current drive control
function settings comprises a front wheel angle.
3. The vehicle of claim 1, wherein the current drive control
function settings comprises at least one of a brake setting and an
accelerator setting.
4. The vehicle of claim 1, wherein the automatic modification
comprises an override of a driver's current settings.
5. The vehicle of claim 1, wherein the independently adjustable
suspension system comprises a first suspension element associated
with a first wheel and a second suspension element associated with
a second wheel, and the automatic adjustment comprises adjusting
the first suspension element and the second suspension element
separately.
6. The vehicle of claim 1, wherein the processing circuitry, based
on the current drive control function settings, the captured image
data and vehicle motion data, prepares to invoke a safety system to
mitigate the encounter.
7. The vehicle of claim 1, wherein the processing circuitry, based
on the current drive control function settings, the captured image
data and vehicle motion data, activates a safety system to mitigate
the encounter.
8. A vehicle configured to move along a roadway that has an
upcoming roadway concern located in front of the vehicle, the
vehicle comprising: an independently adjustable suspension system;
at least one capture element configured to capture image data
corresponding to the roadway; processing circuitry, based on
current drive control function settings, the captured image data
and vehicle motion data, is configured to both: determine whether
to automatically adjust the independently adjustable suspension
system to adapt to the roadway, and determine, based on the
upcoming roadway concern, whether to automatically modify at least
one of the current drive control function settings.
9. The vehicle of claim 8, wherein the current drive control
function settings comprises at least one of a front wheel angle, a
braking setting and an acceleration setting.
10. The vehicle of claim 8, wherein the automatic modification
comprises an override modification of a driver's current
settings.
11. The vehicle of claim 8, wherein the independently adjustable
suspension system comprises a first suspension element associated
with a first wheel and a second suspension element associated with
a second wheel, and the automatic adjustment comprises adjusting
the first suspension element and the second suspension element
separately.
12. The vehicle of claim 8, wherein the processing circuitry, based
on the current drive control function settings, the captured image
data and vehicle motion data, prepares a safety system.
13. The vehicle of claim 8, wherein the processing circuitry, based
on the current drive control function settings, the captured image
data and vehicle motion data, invokes a safety system.
14. A method performed by a vehicle that is configured to move
along a roadway, the roadway having an upcoming roadway concern in
front of the vehicle, the method comprising: capturing first data,
the first data comprises roadway image data located in front of the
vehicle; gathering second data, the second data comprises vehicle
motion data; accessing third data, the third data comprises current
vehicle drive control function settings; selectively adjusting an
independently adjustable suspension system based on an analysis of
the first data, second data, and third data; and selectively
modifying at least one of the current vehicle drive control
function settings based on the analysis of the first data, second
data, and third data.
15. The method of claim 14, wherein the current drive control
function settings comprises at least one of a front wheel angle, a
braking setting and an acceleration setting.
16. The method of claim 15, wherein the selective modification
comprises an override of a driver's current settings.
17. The method of claim 14, wherein the independently adjustable
suspension system comprises a first suspension element associated
with a first wheel and a second suspension element associated with
a second wheel, and the selective adjustment comprises
independently adjusting the first suspension element and the second
suspension element differently.
18. The method of claim 14, further comprising selectively invoking
a safety procedure based on the analysis of the first data, second
data, and third data.
19. The method of claim 18, wherein the safety procedure comprises
producing an indication for a driver.
20. The method of claim 18, wherein the safety procedure comprises
activating an air bag.
Description
PRIORITY CLAIM
[0001] The present application is a continuation of Ser. No.
15/378,489 filed Dec. 14, 2016, which is a continuation of U.S.
Ser. No. 13/647,164 filed Oct. 8, 2012, now issued as U.S. Pat. No.
8,818,629, which is a continuation of U.S. Ser. No. 11/725,739
filed Mar. 20, 2007, now issued as U.S. Pat. No. 8,285,447. All of
the above referenced documents are incorporated herein by reference
in its entirety for all purposes.
FIELD OF THE INVENTION
[0002] This invention relates to automobiles and, more
particularly, to suspension systems used in automobiles.
BACKGROUND OF THE INVENTION
[0003] Automobile (vehicle) suspension systems are generally known.
An automobile suspension system isolates to some degree the tires
and wheels of the automobile from the occupant-carrying body
(vehicle cabin) of the automobile. Passive automobile suspension
systems react when the surface upon which the automobile is
traveling changes over distance and time. For example, when the
tires of the automobile come in physical contact with a bump as the
automobile travels over the bump, the suspension system reacts to
partially isolate the relative motion of the tires from the body to
minimize the impact upon the occupants of the vehicle. Likewise,
when a tire passes over a pothole in the road, the tire drops into
the pothole and the suspension system operates to isolate this
relative motion of the tire from the body to minimize impact on the
occupants.
[0004] As automotive technology has advanced, so has the technology
of automobile suspension systems. Initially, automobile suspension
systems included leaf springs that absorbed only the vertical
motion of the times. However, these springs caused the body to
oscillate with respect to the tires. In order to dampen this
oscillation, "shocks" were added to the suspension, which helped to
dampen the oscillations caused by the springs. Further, because it
was disadvantageous for the motion of wheels to be coupled to one
another via the suspension system, independent suspension systems
were developed that allowed each tire/wheel to move independently
from each other tire/wheel. Other improvements introduced variable
dampening of the suspension systems. With more stiff suspension
settings, the suspension system caused the vehicle to perform
better, particularly when cornering. With less stiff suspension
settings, the suspension system provided a smoother ride to the
occupants. In some applications, the stiffness of the suspension
system was controllable by the driver.
[0005] Each of these prior suspension systems has the distinct
disadvantage of being reactive to the motion of the tires/wheels
with respect to the body. Such reactive behavior of the prior
automobile suspension systems fully limited the performance that
these suspension systems could achieve. Further limitations and
disadvantages of conventional and traditional approaches will
become apparent to one of ordinary skill in the art through
comparison of such systems with the present inventions as set forth
in the remainder of the present application with reference to the
drawings.
BRIEF SUMMARY
[0006] Various aspects of the present invention are found in an
active vehicle suspension system of the present invention. The
active vehicle suspension system of the present invention senses an
appearing roadway hazard and actively alters the behavior of its
suspension system in preparation of an expected meeting with the
road hazard. The active vehicle suspension system control therefore
prepares the suspension system to effectively mitigate meeting of
tires of the vehicle with the road hazard to cause the suspension
system to absorb much of the shock caused by the meeting and the
oscillations of the body (vehicle cabin) that the meeting would
otherwise cause to provide improved safety and comfort to the
people inside the cabin.
[0007] Embodiments of present invention provide active cruise
control operation to provide better sensing capability of roadway
conditions so as to enhance the safety of the cruise operation. The
roadway hazards sensing operations of the present invention
intercouple with the cruise control system to automatically
override cruise control settings, alter the drive override cruise
control settings, and also cause the automobile to actively brake
in preparation for impact with the road hazard.
[0008] Some embodiments of the present invention provide multilevel
decision making capability for a vehicular "sense and control
mechanism" for the identification of each type of the roadway
defects based on their width, depth, and height, which requires
multilevel control (signal) for hazard mitigation, in a smooth
manner, through a smoother adjustment of suspension fluid pressure
for a jerk free cruise of vehicle over the roadway.
[0009] Further aspects of the present invention are found in a safe
cruising of the vehicle over hostile roadway conditions, with the
associated mechanisms for aiding the driver with adequate
audio/visual indication, along with the necessary override control
in the event of any human error or in the situation of driving
beyond the safe limit of speed.
[0010] Other features and advantages of the present invention will
become apparent from the following detailed description of the
invention made with reference to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a diagram illustrating an active suspension
control system of the present invention as applied to for a four
wheeled vehicle, with sensor assemblies mounted at strategic points
on the chassis of the vehicle for a maximum surveillance of roadway
hazards and defects along with various inputs through their
interfaces, and response variables in an electrical form to
controlling processing circuitry;
[0012] FIG. 2 is a diagrammatic side schematic view of embodiments
of the present invention that may be incorporated with a two
wheeled vehicle or a four wheeled vehicle, for example;
[0013] FIG. 3 is a diagram illustrating a hydraulic pressure
control suspension system acting in response to the roadway
conditions sensed by a transceiver and controlled by control
circuitry according to various aspects of the present
invention;
[0014] FIGS. 4a-4d are diagrams illustrating various types of
transceivers used for detecting roadway defects and hazards used
with various embodiments of the present invention;
[0015] FIG. 5 is a diagram illustrating the positioning of several
detectors onboard a vehicle chassis along with one method of
scanning roadway characteristics on a time-shared basis according
to one or more embodiments of the present invention;
[0016] FIG. 6 is a diagram illustrating a processing of collecting
and processing roadway images for understanding of the complete
roadway characteristics for subsequent decision making in adjusting
suspension system control, cruise control, and indications provided
to the driver according to aspects of the present invention;
[0017] FIG. 7 is a diagram illustrating various quantities that are
measured and converted to respective electrical input signal and
provided to a process and control unit for processing to produce
control signals for actuating control mechanisms of an active
suspension control system of the present invention;
[0018] FIG. 8 is a flowchart illustrating operations that are
performed with implementation of a look ahead suspension system in
accordance with the present invention;
[0019] FIG. 9 is a diagram illustrating detection of roadway
curvature by sensors that sense a roadway border and indicate a
measured steering angle along with various forces that are acting
on the moving vehicle to keep the vehicle in equilibrium in the
radial direction according to aspects of the present invention;
[0020] FIG. 10 is a block diagram illustrating a vehicle control
override mechanism that operates based upon detected and manual
threshold adjustments of variables under consideration in
accordance with an embodiment of the present invention.
DETAILED DESCRIPTION
[0021] FIG. 1 is a traffic system 100, comprising a four wheeler
vehicle 101 on a roadway 103, which has deployed the look ahead
suspension technique, having a capability to visualize roadway
defects such as potholes and bumps, 105, and obstacle 107 well
ahead in anticipation, which can cause undesirable shocks and
oscillations to the vehicle and hence discomforting people inside
it. The suspension adjustment is done before vehicle physically
coming in contact with the defects, to mitigate their effects.
[0022] The front left tire assembly 117, is associated with a
transceiver detector assembly 147, and further associated with an
adjustable suspension 127. The transceiver 147 can transmit
electromagnetic waves, according to an embodiment of the present
invention, towards the roadway and receives the reflected wave,
which is characterized by the roadway characteristics.
[0023] The front right tire assembly 119, is associated with a
transceiver detector assembly 149, and further associated with an
adjustable suspension 129. The transceiver 149 can transmit
electromagnetic waves, according to an embodiment of the present
invention, towards the roadway and receives the reflected wave,
which is characterized by the roadway characteristics.
[0024] The rear left tire assembly 121, is associated with a
transceiver detector assembly 151, and further associated with an
adjustable suspension 131. The transceiver 151 can transmit
electromagnetic waves, according to an embodiment of the present
invention, towards the roadway and receives the reflected wave,
which is characterized by the roadway characteristics.
[0025] The rear right tire assembly 123, is associated with a
transceiver detector assembly 153, and further associated with an
adjustable suspension 133. The transceiver 153 can transmit
electromagnetic waves, according to an embodiment of the present
invention, towards the roadway and receives the reflected wave,
which is characterized by the roadway characteristics.
[0026] FIG. 1 is a diagram illustrating an active suspension
control system of the present invention as applied to for a four
wheeled vehicle, with sensor assemblies mounted at strategic points
on the chassis of the vehicle for a maximum surveillance of roadway
hazards and defects along with various inputs through their
interfaces, and response variables in an electrical form to
controlling processing circuitry. In an embodiment according to the
present invention, receivers transceiver 147, 149, 151, and 153
convert reflected light from the roadway to a proportional electric
signal and apply this signal to the control processing unit 125,
which in turn controls the adjustable suspensions elements, 147,
149, 151, and 153, before the wheels of the vehicle come in
physical contact with the roadway defects 105 and 107.
[0027] The control processing unit 125 is associated with input
system 161, which has measured information related to a cruise
control, such as motion sensor output, velocity detector output,
etc., which leads to decision making with respect to the thresholds
that manually set variables and finally actuating a response
system, 163.
[0028] The control processing unit 125 and Input system 161 are
also associated with a Response system 163, which responds based
upon the decision made with respect the manually set variables and
finally actuating safety devices such as a Airbag system, Driver
indicator, Steering override, Braking override, Acceleration
override, Cruise control, and Deflection system.
[0029] FIG. 2 is a diagrammatic side schematic view of embodiments
of the present invention that may be incorporated with a two
wheeled vehicle or a four wheeled vehicle, for example. Various
sensing and detecting mechanisms aboard in 201 and each one of them
have separate interface with the central process and control
circuitry. The suspension control part is emphasized with the brief
description of the hydraulic system.
[0030] In an embodiment according to the present invention, 249 can
be any class of vehicle; a two wheeler, a car, a truck, etc., with
front tire assembly 237 associated, with its controllable
suspension 241, and (transceiver) detector 245. The detector sends
signal 243 toward the roadway at an angle 249 for detecting the
roadway defect 247 toward which the front wheels of the vehicle are
approaching in a short period of time; receives the reflected
signal, and sends it to transceiver interface 211 of the control
circuitry 205.
[0031] In an embodiment according to the present invention, 249 can
be any class of vehicle; a two wheeler, a car, a truck, etc., with
rear tire assembly 229 associated, with its controllable suspension
227, and (transceiver) detector 233. The detector sends signal 235
toward the roadway at an angle 251 for detecting the roadway defect
247 toward which the rear wheels of the vehicle are approaching in
a short period of time; receives the reflected signal, and sends it
to transceiver interface 211 of the control circuitry 205.
[0032] In an embodiment according to the present invention, the
suspension interface 209 processes the incoming reflected roadway
signal sends it to the processing circuitry 217, generates the
necessary control signal through the response system interface 215
and suspension interface 209, which goes to hydraulic system 223,
further controlling the suspension 227 and 241.
[0033] In an embodiment according to the present invention, the
driving input system 203 also generates various signal inputs 249,
can be any class of vehicle; a two wheeler, a car, a truck, etc.,
with front tire assembly 237 associated, with its controllable
suspension 241, and (transceiver) detector 245. The detector sends
signal 243 toward the roadway at an angle 249, indicated for
detecting the roadway defect 247 toward which the front wheels of
the vehicle are approaching in a short period of time; receives the
reflected signal, and sends it to suspension interface 209 of the
control circuitry 205.
[0034] In an embodiment according to the present invention, the
driving input system 203 also generates various signal inputs 249,
can be any class of vehicle; a two wheeler, a car, a truck, etc.,
with rear tire assembly 229 associated, with its controllable
suspension 221, and (transceiver) detector 233. The detector sends
signal 235 toward the roadway at an angle 251, indicated for
detecting the roadway defect 247 toward which the rear wheels of
the vehicle are approaching in a short period of time; receives the
reflected signal, and sends it to suspension interface 209 of the
control circuitry 205.
[0035] FIG. 3 is a diagram illustrating a hydraulic pressure
control suspension system acting in response to the roadway
conditions sensed by a transceiver and controlled by control
circuitry according to various aspects of the present invention.
The system 301 includes a hydraulic actuated structure to provide
the controllable suspension 227 and 241 of FIG. 2. The system 301
adjusts fluid pressure inside cylinder 313 of the suspension 301
using a Hydraulic pump 303. The cylinder 313 is mounted on the
vehicle chassis using the fixtures 315 and 317 with its internal
pressure adjusted in response to the roadway conditions. Moving
cylinder 314 moves with respect to cylinder 313 and based with its
position and ability to move with cylinder based upon the amount of
hydraulic fluid within cylinder 313. The cylinder 313 and moving
cylinder 314 are constructed so that the range of motion of the
moving cylinder 314 is limited with respect to the cylinder 313.
For example, the moving cylinder 314 may be limited in its relative
motion with respect to the cylinder such that positions 321 and 322
on the moving cylinder 314 define a range of motion with respect to
the edge 320 of cylinder 313.
[0036] In an embodiment according to the present invention, the
hydraulic pump 303 is used to react in response to the control
signal 303, generated from the control circuitry 205 of FIG. 2. The
control signal 303 drives a servomotor 305, coupled to a pump 307
that is operable to pump hydraulic fluid from the Fluid tank 309
into and out of the cylinder 313 of the suspension 313.
[0037] In an embodiment according to the present invention, the
fluid pressure remains normal under normal roadway conditions. When
the vehicle wheels encounter a pothole, fluid pressure is increased
and when the vehicle wheels encounter a bump the fluid pressure is
decreased.
[0038] FIGS. 4a-4d are diagrams illustrating various types of
transceivers used for detecting roadway defects and hazards used
with various embodiments of the present invention. FIG. 4a is a 1D
(one dimensional) array of LEDs used for sending optical signal
focused using a reflector towards roadway as shown in FIG. 4b. FIG.
4c is one of the several types of receivers used for sensing the
reflected electromagnetic signal (in the form of light) from the
roadway. For better receiver efficiency, the low intensity
reflected light from the roadway obstacle, is made to incident on a
reflector similar to that of FIG. 4b which helps in capturing more
light on to a 1D array of photo diodes or photo transistors as
shown in FIG. 4d. In FIG. 1a, a 1D array of LEDs 403 acts as a
source of light focused at an angle towards the roadway defects.
The 1D array of LEDs is placed at the focal point of a reflector as
shown in FIG. 4b to send an optimum intensity of light toward the
roadway, with parallel rays. Similarly a reflector can also be used
to capture more light by placing the array of photodiodes (PDs) at
the focal point of the reflector as shown in FIG. 4c.
[0039] In an embodiment according to the present invention, in FIG.
4a, an array, 403, comprising a plurality of LEDs 405, acts as a
source light signal 409, which will emitted in all direction,
causing the light intensity to fall rapidly even in a small
distance from the source. This requires a type of the reflector
411, as shown in FIG. 4b, to focus light in one direction.
[0040] In an embodiment according to the present invention, in FIG.
4b, a 1D array of LEDs 413 is located in the focal point of a
reflector 411 for making the light, parallel and more focused ray,
415. By rotating the reflector 411 over the axis of the 1D array of
LEDs 413, it is possible to change the direction of the light
beam.
[0041] In an embodiment according to the present invention, the
reflected light from the roadway defects 247, in FIG. 2 is
converted into electrical signal, by a PD 423 and amplified by an
amplifier 427 as shown in FIG. 4c. An array of PDs, 421 in this
figure can also be used in the place of single PD, wherein the
electrical signal from each of these PDs can be summed to get a
better result for effective detection of the roadway defects,
increasing the capture area for the reflected light from the
roadway.
[0042] In an embodiment according to the present invention, 1D
array of PDs can be mounted at the focal point of a reflector 429
as shown in FIG. 4d for capturing maximum reflected light,
according to one embodiment of the present invention. The reflected
light from the roadway defects 247, in FIG. 2 will converge at the
focal point of the reflector 429 to enhance conversion efficiency
of the detector and hence the sensitivity. This reflected light
signal is a measure of the defect, their type (pothole or a bump)
and size.
[0043] FIG. 5 is a diagram illustrating the positioning of several
detectors onboard a vehicle chassis along with one method of
scanning roadway characteristics on a time-shared basis according
to one or more embodiments of the present invention. For example,
FIG. 5 illustrates a detector assembly placed on the vehicle
chassis for roadway defect detection and look ahead suspension
control, velocity measurement, acceleration measurement, cruise
control, collision control, and roadway obstacle sensing. Further,
FIG. 5 also illustrates the manner in which the values of these
desired variables are sensed and fed into a process and control
circuit for actuating a response system. A simple scanning
mechanism gathers data on these variables in a timeshared manner
with a period of the scanning cycle, in the order of microsecond or
less, which allows a comfortable scanning of the roadway conditions
and other parameters of vehicle driving information, when the
vehicle is moving at its maximum speed limit.
[0044] In an embodiment of the present invention, the roadway
defect detector assembly and a controllable suspension device are
associated with the Rear left tire assembly 509, Front left tire
assembly 511, Front right tire assembly 513, and Rear right tire
assembly 515. Each of the roadway defect detector controls the
respective suspension device, independent of each other, against
the roadway defects 531, and 533.
[0045] In an embodiment according to the present invention,
detector 519 mounted on the front part of the chassis and detector
517 mounted on the rear part of the chassis can sense larger
roadway obstacles, both living 527, and non-living 529. Each of
these sensors sense obstacles and generate control signal to
actuate, the indication to driver and the override mechanisms. They
also trigger airbag mechanism under high impact or sudden braking
conditions.
[0046] In an embodiment according to the present invention, the
detectors 501, 503, 505, and 507 mounted on the left and right side
of the vehicle chassis can detect the passing vehicles in left and
right sides respectively in a parallel or an anti-parallel
direction. If these vehicles come closer to this vehicle, an
audio/visual indication is given to the driver for a safety action
from safe distance.
[0047] In an embodiment according to the present invention, these
detectors 501, 503, 505, 507, 517, and 519, which are either point
sources or an array of the detecting elements, as described in FIG.
4, are scanned by a high speed switch to energize these detectors
by a battery 523, at discrete interval of time. The scanning
mechanism is a high speed switch indicated as a wiper 525, swept in
the direction 521, coming in contact with each of the detector
terminal for an extremely short time. During the same time the
signal is processed and the control signal is generated by the
processing and control circuitry, and applied to the respective
devices, such as cruise control, suspension control, overriding
control, airbag control etc. Of course, the scanning may also be
done via electrical control that is electronically switched.
[0048] FIG. 6 is a diagram illustrating a processing of collecting
and processing roadway images for understanding of the complete
roadway characteristics for subsequent decision making in adjusting
suspension system control, cruise control, and indications provided
to the driver according to aspects of the present invention. In one
embodiment 601, according to the present invention, a plurality
digital cameras mounted on different part of the vehicle chassis as
discussed in FIG. 5 sends snap shots of successive image frames of
the roadway characteristics into an image processor. The current
and the previous frames are correlated; on significant difference
between these two frames, leads to the decision of change in the
roadway characteristics, to conclude either as a pothole or a bump
of a particular shape and size. Detection of larger obstacles,
moving or stationary can also be done in a similar manner.
[0049] In an embodiment according to the present invention, 625 is
the image of the roadway comprising image 623 of a defect 627. The
information related to the image is stored as a variation in
intensity and the color of the pixels on the camera which is stored
in a memory bank 611 through a data bus 621. A previous detected
roadway image frame 605, with defect image 603 is residing in a
memory bank 609, transferred on a data bus 607 from the same
camera.
[0050] In an embodiment according to the present invention, the
present and previous frames are compared for the difference
proportional to an incremental change in the roadway
characteristics. The previous frame is residing in the memory bank
609 and the current frame in the memory bank 611. Both images are
compared in the image processor and a decision is made, whether the
vehicle is likely to approach the defect 627 with in a short period
of time estimated based on the velocity of the vehicle.
[0051] In an embodiment according to the present invention, the
image processor executes an internal algorithm to decide whether
the change in the sensed roadway characteristics corresponds to a
pothole or a bump. Based on the decision made a Suspension Control
signal generator 615 generates the necessary signal to actuate the
Hydraulic pump 303 of FIG. 3 to adjust the pressure of the fluid in
the vehicle suspension, in a correct direction to mitigate the
effect of the roadway defect 627.
[0052] FIG. 7 is a diagram illustrating various quantities that are
measured and converted to respective electrical input signal and
provided to a process and control unit for processing to produce
control signals for actuating control mechanisms of an active
suspension control system of the present invention. FIG. 7 provides
an expanded view 701 of the Control processing unit 125 of the FIG.
1. This figure gives a complete picture of status monitoring and
control status of a vehicle on a roadway. Several inputs that are
measured or detected and the corresponding control signals
generated are shown in more detail.
[0053] According to an embodiment of the present invention, Receive
input signal 703, comprises Cruise control 705 sensing the vehicle
cruise operation and provides the input to the Monitor/Process
Input signals 723 for processing. The processing circuit does the
processing of the information and generate control signal for a
safe cruise of the vehicle.
[0054] According to an embodiment of the present invention, Receive
input signal 703, comprises velocity detecting unit, Velocity 709
and provides the input to the Monitor/Process Input signals 723 for
processing and control signal generation. The processing circuit
does the processing of velocity information and generate control
signal for bringing vehicle to a safe velocity limit.
[0055] According to an embodiment of the present invention, Receive
input signal 703, further comprise a suspension status sensing
apparatus Suspension Status 711. The measure of the fluid pressure
in the controllable suspension device is the input to the
Monitor/Process Input signals 723 for processing and controlling of
the suspension for the current roadway condition.
[0056] According to an embodiment of the present invention, Receive
input signal 703, does comprise a cabin motion sensing apparatus,
Cabin Motion 713 for sensing the cabin jerking or oscillatory
motions happening at the defective roadway and roadway curvatures
spots. An output from the Cabin Motion 713 goes to Monitor/Process
Input signals 723 unit. In 723, processing of the signal takes
place and suspension control signal is generated to mitigate the
undesirable cabin motion.
[0057] According to an embodiment of the present invention, Receive
input signal 703, does comprise a brake status sensing apparatus,
Brake Status 715 for sensing the braking condition of the vehicle
during the motions of the vehicle on the roadway. An output from
715 goes to Monitor/Process Input signals 723 unit. In 723,
processing of the signal takes place and a braking override signal
will be generated, if required, based on the current brake
situation and the roadway conditions.
[0058] According to an embodiment of the present invention, Receive
input signal 703, does comprise an airbag status sensing apparatus,
Airbag Status 717 for sensing the current status of the airbag
during reasonably heavy impact situations. An output from the 717
goes to Monitor/Process Input signals 723 unit. In 723, processing
of the signal takes place and an airbag trigger signal is issued,
if the airbag is not triggered already, otherwise will not (and
maintain the current airbag status).
[0059] According to an embodiment of the present invention, Receive
input signal 703, does comprise a steering angle sensing apparatus,
Steering Angle 719 for sensing the current steering angle. An
output from the 719 goes to Monitor/Process Input signals 723 unit.
In 723, processing of the signal takes place and a steering
guidance will be initiated if needed, in roadway curvature
spots.
[0060] According to an embodiment of the present invention, Receive
input signal 703, does comprise an acceleration sensing apparatus,
Accelerator Status 721 for measuring the acceleration of the
vehicle under the current roadway conditions. An output from the
721 goes to Monitor/Process Input signals 723 unit. In 723,
processing of the signal takes place and an acceleration control or
override signal is generated, proportional to roadway
conditions.
[0061] According to an embodiment of the present invention, based
on the input from 703, the process control circuitry 723 initiates
control action by generating the control signal and sending them to
the respective devices through their interfaces.
[0062] According to an embodiment of the present invention, based
on the roadway characteristics, one of the output from the Process
Input Signal 723, goes to a circuit, Non-optimal suspension 725,
whose power level is inadequate to drive the Hydraulic pump. A
power gate circuit controlled by 725 generates the required
electric power. The power level at this stage is adequate to
control a hydraulic pump, 303 of FIG. 3 for the controllable 313
(FIG. 3).
[0063] According to an embodiment of the present invention, based
on the roadway characteristics, one of the output with a plurality
of the signals from the block, Process Input Signal 723, goes to an
override mechanism actuation control 727, labeled Override
Situation; the required power level to actuate the mechanisms,
onboard vehicle is boosted in a block 735, to cause to override
Braking, Acceleration, and Steering Angle.
[0064] According to an embodiment of the present invention, one of
the situation, based on the roadway conditions, one of the output
signal from the block, Process Input Signal 723, goes to an
emergency control mechanism 729, labeled Emergency Situation,
causing to override the control for Braking, Acceleration and
steering angle in 737, if warranted airbags are triggered in 741
for the safety of the persons inside the vehicle.
[0065] According to an embodiment of the present invention, one of
the output signals from the block, Process Input Signal 723, goes
to a circuit 731 implemented to provide an interface with the
cruise control mechanism, depending on the road conditions, such in
a hostile terrain. In an embodiment of the present invention, this
is achieved by monitoring the roadway features at an accurate and
rapid surveillance at a speed greater than human perceptibility.
When driver fails to react quickly for changing conditions of the
roadway with the fast movement of the vehicle, Cruise Control 731,
override driver and adjusts braking acceleration etc., in 739. In
of the automatic; control, adjustments, and also the roadway
conditions are also brought to the notice of the driver on an
audio/visual indication to him on a panel labeled, Provide Driver
Indication 743.
[0066] FIG. 8 is a flowchart illustrating operations that are
performed with implementation of a look ahead suspension system in
accordance with the present invention. The operations 801 of FIG. 8
take place during the look ahead suspension control operation as
described earlier in FIG. 1 to FIG. 3, according to an embodiment
of the present invention. A similar flowchart can explain the
automatic control of the other vehicle parameters such as velocity,
acceleration, steering angle, braking position, etc., during its
motion along the roadway.
[0067] In an embodiment according to the present invention, when
the ignition is put on at Start 803, all the processing and the
control modules are powered up. When the vehicle is stationary, the
detectors that are mounted on the chassis starts sensing the
roadway; defects and obstacles, but the suspension control action
is initiated only when the vehicle accelerates. The acceleration
parameter value is essential for the processing circuitry to
predict or extrapolate the time at which the wheels come in contact
the roadway defects, at which point of time the fluid pressure in
the suspension should be synchronously adjusted to a proper value
depending on the depth or height of the roadway defect.
[0068] The control loop enters the state 805 from state 803, where
the transmitter in the form an array of LEDs, as shown in the FIG.
4, transmits signal towards the roadway at an angle determined by
the reflector, during a time slot determined by the scanning
duration of all the detectors in a sequence, as described in FIG.
5.
[0069] The controller, from state 805, enters the state 807 where
it receives the reflected electromagnetic signal from the roadway
characteristics and transforms into electrical form and sends this
electrical signal into the processing circuitry to enter the state
809.
[0070] Controller, in the state 809, processes the electrical
signal, and generates the control signal to enter state 811. The
controller, in state 813 sends the necessary control signal to
drive the hydraulic pump for adjusting the fluid pressure in the
cylinder of the suspension to mitigate the effect of the jerks due
to the roadway defects. This operation repeats by entering back to
the state 805.
[0071] FIG. 9 is a diagram illustrating detection of roadway
curvature by sensors that sense a roadway border and indicate a
measured steering angle along with various forces that are acting
on the moving vehicle to keep the vehicle in equilibrium in the
radial direction according to aspects of the present invention. The
roadway characteristics sensed at such curvature are the roadway
border and the tilt; the discontinuity point which has different
signal reflection characteristic from that of the straight road.
Another parameter at such spot is the radial drag on the
tangentially moving vehicle.
[0072] According to an embodiment of the present invention, the
roadway curvature 919, radially inward force 903 and outward force
905 and the roadway tilt are natural characteristics of a curvature
that are detected for controlling the motion of the vehicle at such
spots, along with the suspension control operation.
[0073] According to an embodiment of the present invention, the
detectors on rear tire and front tire assembly 907, 909, 911, and
913 are placed exactly in front of the wheel, so that then can
detect the roadway defects more accurately. A detector such as 933
placed close in front of the vehicle chassis for the detection of
the roadway obstacles can view the left roadway border 915 and the
right roadway border 917, more accurately.
[0074] In an embodiment according to the present invention; the
steering angle 921, a measure of the roadway curvature for
displaying on the driver's panel and also for the cruise control
purpose at such roadway curvature spots, can be measured based on
the angle between an emitted ray beam 923 and a ray beam 925 of
signals from the detector assembly. This information is used to
know on various force parameters that are acting on the vehicle
during its passage at such curvature spots. The calculation of such
forces helps to control the acceleration of the vehicle at such
spots for avoiding the dangers of skidding of the vehicle off the
roadway or for avoiding hitting with a vehicle in the neighboring
lane.
[0075] In an embodiment according to the present invention; all the
roadway curvature parameters are detected and measured and send to
the process and control circuitry discussed in 125 of FIG. 1 and
205 of FIG. 2 which makes decision and issue control signal for,
adjusting the onboard devices and display them on the driver's
panel and if warranted to actuate the override mechanism for safe
cruise of the vehicle.
[0076] FIG. 10 is a block diagram illustrating a vehicle control
override mechanism that operates based upon detected and manual
threshold adjustments of variables under consideration in
accordance with an embodiment of the present invention. This
mechanism ensures the safety of the vehicle when driver fails to
act in time. The detectors mounted on the vehicle chassis, always
monitor the roadway conditions and the current response status of
the vehicle, under motion. Whenever, any parameter under monitor
exceeds a preset value, the override mechanism acts, along with the
necessary indication to the driver on his panel.
[0077] In an embodiment according to the present invention, a
plurality of the response parameters and vehicle system
measurements parameters, 1003 under consideration are Airbag
system, Driver indicator, Steering override, Braking override,
Acceleration override, Cruise control, and Deflection control.
These parameters are constantly sensed and measured by the
respective sensors and the related electronic system and stored the
inbuilt latches and memories.
[0078] In an embodiment according to the present invention, a
plurality of the response parameters and vehicle system
measurements parameters, 1001 under consideration and mentioned
earlier viz., are Airbag system, Driver indicator, Steering
override, Braking override, Acceleration override, Cruise control,
and Deflection control, needs a threshold to set for each of these
parameters, above or below which an action of override take place,
implying the failure of the driver to act quickly and in time.
[0079] In an embodiment according to the present invention, the
sensed Responses and system measurements 1003 and the corresponding
manual set threshold values are compared in a comparator 1005, each
one of them with a separate comparison with their respective
threshold values, producing a difference with associated sign,
viz., plus or minus during comparison. Depending on the sign of
comparison results, a decision making circuit acts to triggers
override action and also does update of the quantity measured at
the present instant of time on a display.
[0080] In an embodiment according to the present invention, the
status of the airbag is sensed when an airbag needs to deployed. If
it is already in a deployed state, the trigger mechanism simply
does not to do anything. The quantity that needs to be set as
threshold is the impact level. In the case of Driver indicator, it
is the selection of variables to indicate on the panel and their
constant update is the one, which needs to be manually set.
Steering override, Braking override, Acceleration override, are
associated with a set threshold above or below which, the override
mechanism acts to override the driver actions.
[0081] As one of average skill in the art will appreciate the
present disclosure as one of the new and an elegant method over the
prior art of the vehicle suspension control. Although there is some
way of looking at the roadway defects and the control of the
suspension, one can appreciate the superiority of method and the
goal that is achieved as for the present invention, Simplicity,
robustness and compactness of the transceiver architecture is far
more elegant and appreciable. The goal that can be achieved is far
more a feasible technique with more comfort, safety and luxury
accomplished, than ever before. As one of average skill in the art
will also appreciate, inferred implementation and method to a vast
number of other applications, such as velocity sensing,
acceleration sensing, cruise control, override mechanism, etc.,
using same method discussed herewith, in the context of the look
ahead suspension implementation.
[0082] Although a system and method according to the present
invention has been described in connection with the preferred
embodiment, it is not intended to be limited to the specific form
set forth herein, but on the contrary, it is intended to cover such
alternative, modifications, and equivalents, as can be reasonably
included within the spirit and scope of the invention as defined by
this disclosure and appended diagrams
[0083] The present invention has also been described above with the
aid of method steps illustrating the performance of specified
functions and relationships thereof. The boundaries and sequence of
these functional building blocks and method steps have been
arbitrarily defined herein for convenience of description.
Alternate boundaries and sequences can be defined so long as the
specified functions and relationships are appropriately performed.
Any such alternate boundaries or sequences are thus within the
scope and spirit of the claimed invention.
[0084] The present invention has been described above with the aid
of functional building blocks illustrating the performance of
certain significant functions. The boundaries of these functional
building blocks have been arbitrarily defined for convenience of
description. Alternate boundaries could be defined as long as the
certain significant functions are appropriately performed.
Similarly, flow diagram blocks may also have been arbitrarily
defined herein to illustrate certain significant functionality. To
the extent used, the flow diagram block boundaries and sequence
could have been defined otherwise and still perform the certain
significant functionality. Such alternate definitions of both
functional building blocks and flow diagram blocks and sequences
are thus within the scope and spirit of the claimed invention.
[0085] One of average skill in the art will also recognize that the
functional building blocks, and other illustrative blocks, modules
and components herein, can be implemented as illustrated or by
discrete components, application specific integrated circuits,
processors executing appropriate software and the like or any
combination thereof.
[0086] Moreover, although described in detail for purposes of
clarity and understanding by way of the aforementioned embodiments,
the present invention is not limited to such embodiments. It will
be obvious to one of average skill in the art that various changes
and modifications may be practiced within the spirit and scope of
the invention, as limited only by the scope of the appended
claims.
* * * * *