AU740176B2 - Vehicle control means - Google Patents
Vehicle control means Download PDFInfo
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- AU740176B2 AU740176B2 AU58298/98A AU5829898A AU740176B2 AU 740176 B2 AU740176 B2 AU 740176B2 AU 58298/98 A AU58298/98 A AU 58298/98A AU 5829898 A AU5829898 A AU 5829898A AU 740176 B2 AU740176 B2 AU 740176B2
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- vehicle
- control unit
- parameters
- control system
- vehicle control
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- 230000005540 biological transmission Effects 0.000 claims description 5
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- 230000008878 coupling Effects 0.000 claims 2
- 238000010168 coupling process Methods 0.000 claims 2
- 238000005859 coupling reaction Methods 0.000 claims 2
- 230000002457 bidirectional effect Effects 0.000 claims 1
- 238000000034 method Methods 0.000 description 10
- 230000009471 action Effects 0.000 description 9
- 230000008569 process Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 238000012544 monitoring process Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000004913 activation Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 230000011664 signaling Effects 0.000 description 2
- 210000004556 brain Anatomy 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
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- 238000012806 monitoring device Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
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- 238000010561 standard procedure Methods 0.000 description 1
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Description
P/00/01i1 Regulation 3.2
AUSTRALIA
Patents Act 1990
ORIGINAL
COMPLETE SPECIFICATION STANDARD PATENT Invention Title: "VEHICLE CONTROL MEANS" The following statement is a full description of this invention, including the best method of performing it known to us: 2 THIS INVENTION relates to control systems and means therefore, applicable to motor vehicles and the like, and in particular to control systems, and associated means, by which functions such as speed monitoring and/or limiting can be implemented therein or thereby.
It is known to provide the means by which the driver of a vehicle, such as a car, bus, or truck is made aware of vehicle speed.
The common speedometer for this purpose exists in a range of forms, from purely mechanical to electrical. Additionally, it is known to provide meters by which a vehicle operator is able to monitor engine speed as distinct from road speed. Tachometers exist for this purpose a range of forms by which to implement the object of posting engine revolutions in a driver useful format. These are passive monitoring devices. They post an output to a display device. They rely upon driver attention, and inclination, to have any useful effect.
It is known to provide more active mechanisms with a multiple of signalling or display possibilities, and in more developed systems, to take control of vehicle speed and possibly overall operation. Cruise control exists to enable drivers to set a desired speed and have it maintained with reduced driver effort. Cruise control systems come in a variety of electronic and electromagnetic forms. Other systems of active control exist to restrict speed in crowded conditions, monitoring vehicles ahead for example and 3 overriding driver decisions to maintain safe separations. Other setups override driver decisions to action brakes, to disable engines, to sound warnings, etc.
In some prior specifications there exist systems whereby parameters may be read from, or forwarded to, a vehicle to provide it with data to interact with vehicle operations to implement levels of control on defined circumstances. Thus stationary roadside units are proposed, whereby to signal to a vehicle what road speeds apply from that point, and to enable activation of a warning to a driver when road speed exceeds legal speed. Other systems enable the monitoring of vehicle performance or position, and permit the vehicle to be disabled ~when this action interests the system's operators.
The above described systems exist to enable quite specific functions, with onboard vehicle circuitry addressed by remote controllers, making decisions and signalling desired outcomes over a communication link. The systems do not enable an installation able to be preset with control data by simple means, able to be implemented on a vehicle by vehicle basis from small scale remote means which would be useful to fleet operators.
It is an object of the invention to provide a control system whereby vehicle owners, fleet operators and the like, such as hire car operators, are able to conveniently interact or interface with a vehicle and at their option determine or set or edit values or parameters loaded to the vehicle, to determine aspects of vehicle performance, which values or parameters may then be conveniently loaded to other vehicles of the type.
The invention achieves its object in the provision of a vehicle control system including an onboard vehicle control unit having: a first port to the control unit whereat actual vehicle performance data or parameters are read by the control unit from the vehicle, or loaded thereto from the vehicle, for use by the control unit S. 10 and/or the system; a second port whereat the control unit can supply signals to the vehicle representing a desired outcome in relation to vehicle performance; and *a third port whereat a programmer or other input device may be disconnectably attached in order to feed in or update desired l*lll vehicle limit values or parameters, to be utilised by the control unit in determining or representing a desired outcome; said programmer being interactively coupled with the control unit to interrogate the vehicle, under user control, and arrive at values or parameters from which limits may be established for the vehicle, and which may also be transferred to other vehicles to enable setting of parameters across a fleet of vehicles.
The implementation of the system herein is generally a a. a a.
S
a a a.
a three stage affair.
Initially the programmer, control unit and vehicle are coupled during actual road use of a vehicle of the type under consideration, to capture actual vehicle performance data at predetermined or preset points in operation of the vehicle. The user ideally interacts with the system via the programmer which may be a hand held programmer of the standard kind used in interfacing with computer controlled systems as will be well known to those in the art.
The programmer is used in extracting and confirming settings for the control unit with the user operating via the programmer, dependent on what data is captured by the control unit from the vehicle.
Secondly the control unit might determine from the data which is captured by the user, vehicle limit parameters, setting them for its own vehicle under direction from the user via the programmer, and/or passing them to the programmer for down loading into other vehicles of the type, instead of repeating the total process for each vehicle.
Finally, parameters in control units of other vehicles are set or edited via the programmer or other like means loaded with limit parameters from the programmer. Typical other means by which limit parameters might be taken around a fleet of vehicles include magnetic data swipe cards and the like.
The invention will now be described with reference to preferred embodiments which are shown in the accompanying
\PFFC
drawings in which: FIG. 1 is a block diagram showing the components of a first system in accordance with a first embodiment of the invention; FIG. 2 is a block diagram showing components of another more basic form of a system in accordance with the invention; FIG. 3 is a flow diagram showing how vehicle related data may be captured in accordance with the invention; FIG. 4 is a block diagram showing components utilized in realising another function of the invention; FIG. 5 is another flow diagram showing how functions in accordance with the invention may be realised; FIG. 6 is a flow diagram showing how vehicle parameters might be set for one or more functions which are to be controlled in accordance with the invention; and FIG. 7 is a flow diagram showing processes implemented in a control unit in accordance with the invention.
In FIG. 1 is seen, in block form, a control unit 10 which may be hard wired into a vehicle represented schematically at 13. The control unit 10 may also be detachably communicated with a programmer 11 by a data cable link, for two way communication, or a remote communications device 12, working say by radio communication or the like, through a serial data interface as will be clear to those in the art. In use, when either of these devices are 7 coupled to the control unit 10, the control unit 10 may upload, or receive at least vehicle limit parameters (as described below), by or from which to determine when vehicle performance exceeds limits and arrive at a need to action a warning or other outcome such as active limiting or over-ride (as explained in greater detail below). In practice, the remote communications device 12 can be located in a control room (not shown) where from parameters for the control unit 10 may be transmitted to an aerial 18 for relay into the control unit 10 via typically a standard serial data port. The means by which this type of operation is implemented is well known to electronic engineers and others skilled in the art, and a description of a specific means by which to raise this level of development is not needed to be set out herein, being circuits and programming readily sourced and utilised in -the realisation of the objective.
In FIG. 1, the control unit 10 is coupled to its vehicle via data lines or cables which interface with either of standard vehicle circuits or particular special purpose sensors added to the vehicle for implementing the invention. The basic data required by the control unit 10 might be vehicle transmission speed and engine speed which can be obtained by taking off vehicle signals to existing speedometers and tachometers or from sensors strategically added to the vehicle to monitor these parameters. It will be clear to the skilled reader that any of the standard techniques and circuits by which to derive these )r 8 signals could be adopted and coupled to a control unit as required by the invention. Within the vehicle 13 will be a range of sensors suppling inputs 14 to the control device whereby the control unit may acquire what signals are required by the system to implement desired outcomes (as is herein explained) and outputs 15 whereat the control unit 10 might provide warning signals, might limit vehicle performance, or even take control of vehicle performance, as is explained below in greater detail.
In practice, in the configuring of the system, the control unit can be used to collect vehicle information from any vehicle hard wired source, as suits the particular application, typically including but not limited to, engine rotational speed and transmission speed, with a Soprogrammer disconnectably attached thereto, providing the user's S. interface with the control unit, the means by which a user works with the system. The object during configuring is to collect and process
S*
vehicle data, to format it in a manner which is acceptable to the system in establishing limit parameters and for ultimate supply to the programmer of vehicle specific limit parameters for supply to other like type vehicles. From such raw data may then be calculated (see below) parameters representing engine and transmission performance at predetermined points whereat it is desired to signal some fact to a driver, or to limit or take over control of the vehicle. The implementation of this is, in this first stage, with the programmer 9 attached, typically via data cables as will be known to electronic engineers, by which the user of the system is able to extract vehicle data at particular safe levels of operation, according to an internal program of ideally the control unit, or if desired, the programmer. In effect the user is able to select data which is being read by the control unit at points at which actual vehicle performance is observed to be what is desired when the data related to that performance is captured for use by the system in the determination of limit parameters.
In stage 2 of the process, the control unit and programmer work together, ideally each verifying the other's *authorisation to operate in the system, and when satisfied the program S° limits are determined by the control unit and accepted, by the user, within the control unit in the vehicle in use, if required therein. They **are down loaded to the programmer, or the remote control room, for 15 supply to other vehicles of the type via the programmer, or other S°programmers, or other means such as a swipe card using magnetic data stripe technology. It is these parameters which can be compared 0 within control units with actual vehicle data to determine if some warning or additional, or different action, should be implemented.
As indicated above, in a final stage, the limits established or set at stage 2 in the first vehicle are then able to be down loaded in other vehicles of the type by repetition over as many vehicles as suits a user of the system.
In FIG. 2 is seen the three elements of the basic system: a programmer 19; a control unit 20; and the vehicle which is controlled 21. As shown, respective communications between the component devices are all a two-way affair. The control unit 20 and the vehicle 21 will be usually hard wired, in use. The brains of the system may be preferably built into the control unit 20. The link between the programmer 19 and the control unit 20 is detachable.
The three are joined for the process of determining and uploading parameters into the programmer for later down load of established parameters onto a control unit 20 in another vehicle which is being set for the first time, or reset with new parameters.
*.In FIG. 3 is seen a flow chart which sets out how the system may operate to capture vehicle data from which to determine limits. The flow chart is ideally established as software loaded to a suitable chip as is well known to those in the art. Selection of a function or actuation of the process at start 22 will result in an 'set I* parameter' (at a particular speed for example) message being displayed at 23. This message, requires the user to drive the vehicle and hold its speed at, for example 40 kpH'. When the instruction is complied with "OK" is selected at 24, otherwise the program recycles, and at the OK a first constant K1 is set at 26. This process is repeated, in this embodiment, for a further two values at 27, 28, say at speeds and 80 kph respectively to establish second and third constants or 11 values K2, K3 at 43, 44 respectively. The program now has or retains values of engine parameters at the three selected road speeds.
When three valid values or readings have been gathered, a calculation phase takes place at 42 to verify the data integrity. If verification is successful within limits of say or 2% at 29, the results are saved otherwise an error message is generated at 41 with a restart option 32 or exit 33. In the calculation phase, the data might be verified by a process of association or conversion with or to the corresponding or alternate values such as A X; B Y and C=Z.
Then a comparison between A-B, A-C, and B-C and X-Y, X-Z, Y-Z might be calculated. The degree to which the values are correctly *acquired will determine the comparisons. As stated above, if the results are within a predetermined tolerance then a pass code can be given. Once the vehicle specific details are set or learned, the control unit requires parameters or limits on those values to be set. These will be set relative to particular functions as described below with reference to FIG. 6. The reason for the acquisition of three results at a variety of speeds is to allow the implementation of the system without the need to drive the vehicle beyond what speed limits apply. When the data at the set legal speeds is acquired then it is a simple matter to extrapolate to figures which apply when the vehicle is driven beyond the speed limit. When the vehicle performance is linear then a simple rate is able to be calculated from which to decide what the actual 12 figures would be at the speed at which a warning or other action is to be initiated. Thus the figures which are captured at the legal speeds can be used to find limit parameters for the system.
In FIG. 4 the control unit 35 may be given parameters or limits from a programmer 36 or other device such as a magnetic swipe card, hooked up for the purpose, or from a remote location 37 via an aerial at a suitable port. The range of devices which might be coupled for this purpose is without limit. The range includes portable programmers, magnetic swipe cards, mobile phones or satellite communications networks. Protocols might be established by which to o.
confirm the authority of devices at 36 or 37 as will be clear to those *l.
skilled in the art. Information regarding which functions are available the control device 35 can be relayed back to 36 or 37. A user might be queried regarding activation of a function and asked to set or el load the parameters for each available function. A simple set of steps as in FIG. 5 can be used. Function select at 38. Enter function set point at 39. Have set point fixed in the control unit at When the program of FIG. 3 has determined parameters as in FIG. 3, to have vehicle specific data at known points in a vehicle's performance, that data is utilised to establish a variable to be used by the control unit from which to decide the need for an action.
In FIG. 6, the sub-program shown is implemented at 30 in FIG. 3.
From its start 44, the set up asks the operator if they want to enable a 13 particular function Fl at 45 (which might be the actioning of an audio alarm at a set speed). If no at 47, configuring may pass to the setting of another function F2 (which might be actual speed restriction at a set speed) when the same process is repeated at 52 as for function Fl. The system operator may pass through a range of functions in the same manner to enable the setting of a variety of chosen functions, dependent on how many vehicle interfaces are provided. When the operator selects the option to set function Fl at 47 as displayed at 46, the system acts, to set a variable at 48 which might be what a vehicle parameter will be at 80 km/hr for example, the speed at which Fl is to be actioned. The operator may be asked to confirm at 50 the enablement of function Fl at that variable as displayed at 49 with processing passed then to the next function.
*With a variable set for a function, the control unit is enabled with the means to determine the triggering of the action 00 S°appropriate to a function. The actual variable might be read from the control unit in which it is first established and transposed to other control units to implement the function in other like type vehicles without dealing with each vehicle separately.
In FIG. 7 is seen a flow chart wherein a control unit coming on at vehicle ignition at 53 looks at its inputs at 55, asks which are to be monitored to implement a function at 54 and inhibiting those inputs which are superfluous at 56. For a function which is 14 implemented, monitoring is commenced at 57 with the control unit looking at an upper limit at 58 to determine the need for action at 59 (actioning an alarm if speed is over the set variable). Additionally the control unit might continue monitoring at 60 seeking the meeting of a lower limit at 61 at which effects an action at 62 with looping back to 57 to continue monitoring.
The control unit of the invention might collect any of a range of vehicle information from any hard or purposely wired source, ideally including but not limited to, engine and transmission data. From this it might be enabled in its control function to determine differences between limits and engine RPM and road speed so as to know to what degree actual performance exceeds set limits. Information might be gathered either directly from vehicle systems or attached hardware.
The raw data will need calibrating to establish concordance with user S 15 experience and the programmer can be interfaced with the control unit 99999 S" in use of the vehicle to establish values equated to user experience from which to effect a calibration.
The control unit may compare real time car performance information to derive values to be compared with set limits to trigger an event or events when parameters are exceeded. These events may include and are not limited to audio and/or visual alarms and isolated switched control functions, such as limiting the engine speed and/or road speed of the vehicle. The control unit may be fitted to user vehicles, being connected to its functions or devices with control parameters determined by a user configured program.
In the setting of parameters in the hookup phase of programmer to control unit, the two identify or confirm themselves to authorise a transaction, when the program limits set by a user may be down loaded to set vehicle control functions or device parameters.
It will be appreciated that other variations to the invention will occur to electronic engineers and others skilled in the art. The invention is not limited to the particular arrangements discussed in 10 relation to the preferred embodiments, but to the vehicle control system defined in the claims which follow.
*•go• *oo
Claims (14)
1. A vehicle control system including an onboard vehicle control unit having: a first port to the control unit whereat actual vehicle performance data or parameters are read by the control unit from the vehicle, or loaded thereto from the vehicle, for use by the control unit and/or the system; S.a second port whereat the control unit can supply signals to the vehicle representing a desired outcome in relation to vehicle performance; and :la third port whereat a programmer or other input device may be disconnectably attached in order to feed in or update desired ~vehicle limit values or parameters, to be utilised by the control unit in determining or representing a desired outcome; 15 said programmer being interactively coupled with the S" control unit to interrogate the vehicle, under user control, and arrive at values or parameters from which limits may be established for the vehicle, and which may also be transferred to other vehicles to enable setting of parameters across a fleet of vehicles.
2. The vehicle control system of claim 1 wherein the desired vehicle limit values or parameters are stored on a portable data carrier and readable by an input device attached to the third port. 0 rAE 17
3. The vehicle control system of claim 2 wherein the portable data carrier is a magnetic data swipe card.
4. The vehicle control system of claim 1 wherein the desired vehicle limit values or parameters are fed in, confirmed and/or updated by a user with a hand held programmer.
The vehicle control system of claim 1 wherein the desired vehicle limit values or parameters are determined from actual vehicle data or parameters read by the control unit. i::
6. The vehicle control system of claim 1 wherein the control .:o.er unit includes a bidirectional data port providing both the first port and leo° o* .°o the second port. S"
7. The vehicle control system of claim 1 wherein the third port is supplemented with, or substituted by, a remote communications device providing a remote coupling with the control unit.
8. The vehicle control system of claim 7 wherein the remote coupling is a radio communications link and the remote communications device includes an aerial. 18
9. The vehicle control system of claim 1 wherein the vehicle performance parameters include transmission speed and engine speed. The vehicle control system of claim 1 wherein user identification or authorisation arrangements are provided as between the programmer and the control unit in order to authorise setting or updating of vehicle limit values or parameters. .o.
S:
11. The vehicle control system of claim 1 wherein, in use, the control unit monitors real time vehicle performance data and derives *o values for comparison with the limit values or parameters for triggering an event or events when limits are exceeded.
12. The vehicle control system of claim 11 wherein the 15 events include an audio and/or visual alarm.
13. The vehicle control system of either claim 11 or claim 12 wherein the events include limiting the vehicle engine speed and/or road speed.
14. A vehicle control system substantially as hereinbefore described with reference to any one or more of the accompanying drawings. 19 DATED this Twelfth day of September 2001 DARRELL MOTORS PTY LTD By its Patent Attorneys FISHER ADAMS KELLY S S a. S. a C a S a a CS S S 55** S C *5S* OS 0 *5 *5 S U <0
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU58298/98A AU740176B2 (en) | 1997-03-07 | 1998-03-09 | Vehicle control means |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AUPO5515A AUPO551597A0 (en) | 1997-03-07 | 1997-03-07 | Vehicle control means |
| AUPO5515 | 1997-03-07 | ||
| AU58298/98A AU740176B2 (en) | 1997-03-07 | 1998-03-09 | Vehicle control means |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU5829898A AU5829898A (en) | 1998-09-10 |
| AU740176B2 true AU740176B2 (en) | 2001-11-01 |
Family
ID=25632011
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU58298/98A Ceased AU740176B2 (en) | 1997-03-07 | 1998-03-09 | Vehicle control means |
Country Status (1)
| Country | Link |
|---|---|
| AU (1) | AU740176B2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4650020A (en) * | 1984-06-13 | 1987-03-17 | Nippondenso Co., Ltd. | Automotive vehicle speed control system |
| EP0477940A2 (en) * | 1990-09-28 | 1992-04-01 | Mazda Motor Corporation | Engine output control system for vehicle |
| EP0520620A2 (en) * | 1991-06-24 | 1992-12-30 | Ford Motor Company Limited | A speed control system for a vehicle |
-
1998
- 1998-03-09 AU AU58298/98A patent/AU740176B2/en not_active Ceased
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4650020A (en) * | 1984-06-13 | 1987-03-17 | Nippondenso Co., Ltd. | Automotive vehicle speed control system |
| EP0477940A2 (en) * | 1990-09-28 | 1992-04-01 | Mazda Motor Corporation | Engine output control system for vehicle |
| EP0520620A2 (en) * | 1991-06-24 | 1992-12-30 | Ford Motor Company Limited | A speed control system for a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| AU5829898A (en) | 1998-09-10 |
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| Date | Code | Title | Description |
|---|---|---|---|
| FGA | Letters patent sealed or granted (standard patent) | ||
| MK14 | Patent ceased section 143(a) (annual fees not paid) or expired |