Automobile-speed control using terrain-based speed profile

• US 8,954,255 B1
• Filed: 09/17/2012
• Issued: 02/10/2015
• Est. Priority Date: 09/16/2011
• Status: Active Grant

• Current Assignee: Robert J. Crawford
• Original Assignee: Robert J. Crawford
• Inventors: Crawford, Robert J.
• Primary Examiner(s): Cheung, Calvin
• Assistant Examiner(s): SCHNEIDER, PAULA LYNN
• Application Number:
  US13/621,699
• Time in Patent Office: 876 Days
• Field of Search: 701/93, 701/70, 701/94
• US Class Current: 701/93
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2552/00 Input parameters relating to infrastructure
• CPC Class Codes: B60W 2552/20 Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
• CPC Class Codes: B60W 2720/10 Longitudinal speed
• CPC Class Codes: B60W 30/143 Speed control B60W30/16 takes precedence

Abstract

Aspects of the present disclosure are directed towards hysteresis engaged vehicle cruise control apparatuses, and systems and methods that facilitate energy efficiency as a function of external energy obstacles. The method and system includes an adaptable terrain-based speed profile and terrain-based work function for maintaining a vehicle at a desired speed and selected speed range. The speed profile further includes a terrain-based driving preference associated with an identifier that identifies a particular driver and driving profile. Vehicle-related data is generated with regard to energy efficiency obstacles, and vehicle speed is automatically adjusted based on this data to facilitate fuel economy. In certain embodiments, vehicle-related data is sent to a cloud-computing system for processing. In other embodiments, the desired speed and terrain-based speed profile is influenced by user or external inputs.

Claims

1. A method comprising:

in response to receiving a selection of a desired speed for a vehicle;

utilizing a terrain-based speed profile and a terrain-based work function for the vehicle for maintaining the vehicle at the desired speed, including the desired speed and a selected speed range, for a current driving mode, wherein the terrain-based speed profile includes a terrain-based driving preference for a type of driving, the type of driving accounting for an amount of hysteresis in adjusting the speed of the vehicle relative to the desired speed;

assessing, by at least one programmable logic circuit, discrete logic circuit or computer circuit, the status of expected energy-efficiency obstacles associated with a roadway corresponding to the terrain-based speed profile;

maintaining, by the at least one programmable logic circuit, discrete logic circuit or computer circuit, the vehicle at the desired speed automatically;

in response to the step of assessing the status of expected energy-efficiency obstacles, automatically adjusting the speed of the vehicle relative to the desired speed to facilitate fuel economy based on the terrain-based speed profile and the terrain-based work function; and

wherein the desired speed and selected speed range for the current driving mode are provided by respective user-operated inputs, whereby the desired speed is in the selected speed range for the current driving mode.

2. The method of claim 1, wherein the terrain-based speed profile further includes a terrain-based driving preference associated with an identifier indicative of a particular driver.

3. The method of claim 1, wherein the speed profile includes a terrain-based driving preference associated with an identifier indicative of a type of driving for a particular driver, the type of driving accounting for an amount of hysteresis in adjusting the speed of the vehicle relative to the desired speed.

4. The method of claim 3, wherein the identifier indicative of a particular driver includes at least one of:

key-ignition identifier recognition, wireless-device communication identification, passcode or voice or other driver biometric.

5. The method of claim 1, wherein the speed profile includes at least two terrain-based driving modes associated in adjusting the speed of the vehicle relative to the desired speed, one of the driving modes accounting for a minimal or nominal amount of upside-speed hysteresis and the other of the driving modes accounting for an amount of upside-speed hysteresis which is at least twice the minimal or nominal amount.

6. The method of claim 1, wherein the terrain-based work function provides an operating RPM range for an engine in the vehicle.

7. The method of claim 1, wherein the terrain-based speed profile is utilized during an energy-efficiency obstacle manifesting as an increase in elevation and resulting decrease in elevation by decreasing speed within the selected speed range during the increase in elevation, increasing speed within the selected speed range during the decrease in elevation, and resuming the desired speed for the vehicle when level elevation is regained.

8. The method of claim 1, wherein the terrain-based speed profile is utilized during an energy-efficiency obstacle manifesting as a decrease in elevation and resulting increase in elevation by increasing speed within the selected speed range during the decrease in elevation, decreasing speed within the selected speed range during the increase in elevation, and resuming the desired speed for the vehicle when level elevation is regained.

9. The method of claim 1, wherein the terrain-based speed profile is assessed, in response to a mitigation issue, as to whether to maintain the vehicle at the desired speed, or revert out of the speed control work function.

10. The method of claim 9, wherein the mitigation issue that reverts out of the speed control work function is one of:

an external environmental input, low speeds or traffic incidents.

11. The method of claim 1, wherein the terrain-based speed profile is terminated at an indication of a mitigation issue, including traffic incidents, low speed, or user termination.

12. The method of claim 1, wherein assessing the status of expected energy-efficiency obstacles includes determining location of the vehicle based on GPS, and locating energy obstacles from a terrain map.

13. The method of claim 1, wherein assessing the status of expected energy-efficiency obstacles includes determining location of the vehicle based on GPS enabled device, and locating energy obstacles from a terrain map.

14. The method of claim 1, wherein assessing the status of expected energy-efficiency obstacles includes determining location of the vehicle based on the vehicle'"'"'s e-compass, and locating energy obstacles from a terrain map.

15. The method of claim 1, wherein the terrain-based speed profile is developed from user inputs, including varying levels of energy efficiency, and external non-environmental inputs, and an automatically updated user profile.

16. The method of claim 1, wherein the terrain-based speed profile is influenced by external calendar inputs of upcoming events such that energy efficiency is sacrificed in order to arrive at the event punctually.

17. The method of claim 1, wherein the terrain-based speed profile is influenced by external telematic indicators, including traffic and accident reports, and terminated when energy efficiency is no longer feasible.

18. The method of claim 1, wherein the current driving mode is one of a plurality of driving modes selected manually by a user-operated input.

19. The method of claim 1, wherein the current driving mode is one of a plurality of driving modes selected manually by a user-operated input that is selected automatically in response to the terrain-based speed profile.

20. The method of claim 1, wherein the current driving mode is selected as one of a plurality of modes including at least two of the following modes:

a first driving mode in which the vehicle is maintained to travel at the desired speed before and after energy-efficiency obstacles with the desired speed decreasing before a peak of the energy-efficiency obstacle as a function of a work function that maintains a consistent RPM parameter;

a second driving mode that uses a maximum upside hysteresis that is double a normal hysteresis when the vehicle travels before or absent an energy-efficiency obstacle; and

a third driving mode where the presence of other vehicles that would interfere with speed adjustments is not anticipated where the selected speed range is increased relative to the selected speed range for another of the driving modes.

21. A method comprising:

assessing, by a first at least one programmable logic circuit, discrete logic circuit or computer circuit, a desired speed for a vehicle;

assessing, by a second at least one programmable logic circuit, discrete logic circuit or computer circuit, a terrain-based work function of the vehicle, wherein a terrain-based speed profile includes a terrain-based driving preference for a type of driving, the type of driving accounting for an amount of hysteresis in adjusting the speed of the vehicle relative to the desired speed;

maintaining the vehicle at the desired speed as a function of the terrain-based speed profile, including the desired speed and a selected speed range, for a current driving mode;

generating, by a third at least one programmable logic circuit, discrete logic circuit or computer circuit, a data set, based on expected energy-efficiency obstacles;

utilizing said data set to operate the vehicle at the desired speed automatically; and

wherein the desired speed and selected speed range for the current driving mode are provided by respective user-operated inputs, whereby the desired speed is in the selected speed range for the current driving mode.

22. The method of claim 21, wherein the generated data set is accomplished by storing data on the vehicle'"'"'s internal memory storage, and communicating the data set to a cloud in which the data will be analyzed.

23. The method of claim 22, wherein the generated data set is delivered to the cloud via an on-board vehicle telematics system.

24. The method of claim 22, wherein the generated data set is different for each vehicle user, where the vehicle user is identified using at least one of the following indicators:

key-ignition identifier recognition, wireless-device communication identification, passcode or voice or other driver biometric.