VEHICLE CONTROL SYSTEM AND METHODS

• US 20130261914A1
• Filed: 06/29/2012
• Published: 10/03/2013
• Est. Priority Date: 10/04/2010
• Status: Active Grant

• Current Assignee: W.Morrison Consulting Group, Inc.
• Original Assignee: W.Morrison Consulting Group, Inc.
• Inventors: Yates, William M. III, INGRAM, Benjamin T., Ussery, Robert
• Granted Patent: US 9,043,106 B2
• Time in Patent Office: Days
• US Class Current: 701/70
• CPC Class Codes: B60W 20/12 using control strategies taking into account route information estimation or calculation of non-directly measurable driving parameters B60W40/00
• CPC Class Codes: B60W 2050/0075 Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2554/00 Input parameters relating to objects
• CPC Class Codes: B60W 2555/20 Ambient conditions, e.g. wind or rain
• CPC Class Codes: B60W 2556/10 Historical data
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: B60W 30/143 Speed control B60W30/16 takes precedence
• CPC Class Codes: B60W 30/146 Speed limiting
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B64C 39/024 of the remote controlled vehicle type, i.e. RPV
• CPC Class Codes: B64D 27/24 using steam or spring force jet aircraft B64D27/16
• CPC Class Codes: B64D 33/00 Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
• CPC Class Codes: B64U 10/25 Fixed-wing aircraft VTOL aircraft B64U10/20
• CPC Class Codes: B64U 2101/30 for imaging, photography or videography
• CPC Class Codes: B64U 30/10 Wings
• CPC Class Codes: B64U 50/19 using electrically powered motors
• CPC Class Codes: B64U 50/34 In-flight charging photovoltaics B64U50/31
• CPC Class Codes: B64U 50/37 Charging when not in flight
• CPC Class Codes: B64U 70/60 : Take-off or landing of UAVs from a runway using their own power
• CPC Class Codes: G01C 21/3469 : Fuel consumption; Energy use; Emission aspects
• CPC Class Codes: Y02T 50/60 : Efficient propulsion technologies, e.g. for aircraft

Abstract

A control system that makes adjustments, such as limiting the maximum speed or maximum torque in a vehicle, is provided. These adjustments can be based on knowledge about the vehicle and trip, and on the estimated energy remaining. The control system is applicable to a wide range of vehicles, including ground, air, water, and sea vehicles, as well as vehicles powered by battery, electricity, compressed natural gas, or even liquid fuel propulsion systems. The control system may be used to adjust vehicle operation in route to assure the vehicle reaches a destination and to inform or counteract a human vehicle operator. Control system can also be used in racing applications to calculate the fastest-possible race speed and drive torque for a given race length; or alternatively, in endurance racing or delivery applications to optimize the vehicle speed and/or drive torque for a given race length or route.

Claims

1. A method for ensuring a vehicle reaches its intended destination, comprising the steps of:

a) receiving information to determine a starting position for the vehicle;

b) receiving information relating to an intended destination for the vehicle;

c) computing at least one route between the starting position and the intended destination considering at least one of;

(i) topographical features along said route;

(ii) actual, predicted, or historical traffic along said route;

(iii) actual, predicted, or historical weather along said route;

(iv) distance;

(v) driving speed′

d) estimating the energy available to the vehicle;

e) determining whether the energy available to the vehicle is sufficient to propel the vehicle from the starting position to the intended destination based on the at least one computed route; and

f) generating a signal based on the results obtained in step (e).

2. The method of claim 1, further comprising communicating whether the intended destination can be reached with the energy available to the vehicle based on the generated signal.

3. The method of claim 2, further comprising computing a plurality of alternate routes between the starting position and the intended destination during step (c) and generating a signal in step (f) comprising information relating to alternate routes.

4. The method of claim 2, further comprising computing at least a route between the starting position and at least one alternative destination and generating the signal in step (f) comprising information relating the route to the least one alternative destination.

5. The method of claim 1, wherein step (c) further comprises estimating the energy required to propel the vehicle to the intended destination.

6. The method of claim 5, further comprising accounting at least in part for slopes in the topographical features along the route at least in part to estimate at least one of an energy discharge and an energy recovery.

7. The method of claim 1, wherein the signal comprises information relating to a predicted energy remaining after the destination is reached.

8. The method of claim 7, further comprising expressing the information relating to the energy remaining after the destination is reached in terms of additional distance the vehicle can travel after reaching the intended destination.

9. The method of claim 1, wherein during step (d) accounting for one or more of the energy stored on-board the vehicle, energy generated on-board the vehicle, and energy available to, but not on-board of, the vehicle.

10. The method of claim 9, wherein the calculation considers at least one of:

(i) recharging options along the route;

(ii) battery pack swapping options along the route; and

(iii) inductive recharging options along the route.

11. The method of claim 1, wherein during step (d) accounting for battery impedance.

12. The method of claim 1, wherein step (e) comprises accounting at least in part for driving habits of the operator of the vehicle.

13. The method of claim 1, further comprising using the signal to modify a magnitude of at least one of acceleration and braking commands to the vehicle.

14. The method of claim 13, further comprising optimizing at least one of acceleration and braking to achieve at least one of maximum distance and maximum speed.

15. A method for ensuring an aircraft reaches its intended destination, comprising the steps of:

a) calculating a starting position for the aircraft;

b) receiving information relating to an intended destination for the aircraft;

c) calculating a route between the starting position and the intended destination considering at least one of;

(i) the elevation(s) above sea level to be flown along said route;

(ii) the actual, predicted, or historical winds aloft along said route;

(iii) the proximity of locations over which depleted battery packs may be dropped;

(iv) the proximity of locations from which recharged battery packs may be acquired;

d) determining the energy available to the vehicle considering at least one of;

(i) the proximity of locations over which depleted battery packs may be dropped;

(ii) the proximity of locations from which recharged battery packs may be acquired;

(e) determining whether the energy available to the vehicle is sufficient to propel the vehicle from the starting position to the intended destination based on the calculated route; and

(f) generating a signal based on the results obtained in step (e).

16. A system for ensuring a vehicle reaches its intended destination comprising:

a vehicle controller having a destination assurance engine; and

at least one user device having at least one user application.

17. The system of claim 16, further comprising a motor controller and at least one sensor.

18. The system of claim 16, wherein the destination assurance engine further comprises a trip model capable of dividing a trip into one or more segments.

19. The system of claim 18, the destination assurance engine further comprising a stored energy estimator and a vehicle model.

20. The system of claim 16, wherein the at least one user device is capable of providing a graphical unit interface comprising at least one of layered screens, graphical gauges, and display stored energy status.