Description:TECHNICAL FIELD
[0001] The present invention relates to vehicle-on-vehicle assisting system in slopes for a vehicle operator and more particularly relates to an assistance system and method to use within a vehicle for controlling the vehicle on a terrain. Such driver assistance may constitute a part of any automobile, a motorcycle, a scooter, and other road-traveling automobiles.
BACKGROUND
[0002] The efforts of car manufacturers and suppliers have made it possible to develop ever more efficient electronic systems for helping to drive a vehicle in different life situations, particularly in hills and downhill areas.
[0003] For example, the coast take-off aid system - also known as the "Hill Assist" system - which, when released from the brake pedal and for a short time, keeps the vehicle immobilized (brakes) is known. tight), giving the driver time to move from the brake pedal to the accelerator pedal. This function is activated only when the vehicle has been completely stopped, foot on the brake pedal, and from a certain inclination of the slope.
[0004] Also known is the downhill speed limitation system - also called "Hill Descent Control" - which automatically brakes the vehicle downhill. It keeps the vehicle speed constant in a steep slope. It works both forward and reverse. It makes it possible to control the speed of each of the wheels by seeking the maximum adhesion. It is also a help element for driving uphill.
[0005] Other systems are known such as FR 2,850,069 describes a brake control system during the stopping and setting phases of a motor vehicle equipped with decoupled braking, which comprises at least one sensor measuring the force applied to the wheels of the vehicle, a gradient sensor of the environment, one or more means measuring the braking demand of the driver, an electronic control unit, means for calculating the brake setpoint for holding the vehicle at a standstill, irrespective of the gradient of the environment, means for calculating the braking setpoint during a desired coast start by the driver, braking setpoint calculation means during a descent start desired by the driver, and braking setpoint calculation means limiting the acceleration of the vehicle, during sloping maneuvers, possibly with the engine decoupled from the transmission. The electronic control unit is capable of activating each of said braking setpoint calculations successively or independently of one another.
[0006] Some existing defects are the engine of the traditional fuel automobile has no torque output when being stopped, and is difficult to perform starting control when being stopped; in an emergency, a driver cannot respond in time, so that starting control cannot be performed in time; only the backward slip condition of the vehicle starting on an uphill is considered, and all the conditions of the vehicle starting on a hill are not comprehensively considered. Therefore, the existing control method for starting the vehicle on the slope is not reliable enough, and the safety of the vehicle is difficult to ensure.
[0007] In light of the above-stated discussion, to solve the problem of vehicles slipping on hill, in the related art, technical personnel in the field propose an assistance control system and for controlling the vehicle on a terrain and method thereof.
OBJECT OF THE DISCLOSURE
[0008] A primary objective of the present disclosure is to provide a method for controlling a vehicle on any terrain by holding the vehicle in a stationary state.
[0009] Another objective is to provide an assistance control system for holding a vehicle on any terrain in a stationary state.
SUMMARY
[0010] An embodiment of the present invention relates to a method for controlling a vehicle on a terrain comprising steps of detecting a type of terrain and acquiring a vehicle state by a terrain detection unit, automatically activating an assistance control module by an electronic control unit when a preset activation condition is met based on the type of terrain, generating a plurality of terrain verifying signals by the electronic control unit when the assistance control module in the vehicle is activated and determining whether the assistance control module provides an inclined terrain assistance and/ or declined terrain assistance based on the vehicle state. In particular, the type of terrain is at least one of an uphill, a down-hill, a flat ground, a bump, a pothole, a wet ground, a muddy terrain, a barren land or a combination thereof.
[0011] In accordance with an embodiment of the present invention, the preset activation condition is any of an entry state condition, a holding state condition and an exit state condition. In particular, the assistance control module activates the entry state condition when the vehicle enters an inclined terrain or a declined terrain.
[0012] Another embodiment of the present invention, the invention provides an assistance system for controlling a vehicle on a terrain. The assistance system comprising an electronic control units (ECU) operably configured with a terrain detection unit to detect a type of terrain and acquiring a vehicle state a cloud server operably configured to store data on a plurality of databases, a memory storing an assistance control module with a hill assist control sub module and a local hill assist sub module, a communication network to allow communication between the cloud server, the plurality of databases, the plurality of modules, a user device and the electronic control units (ECU) and a processor operably configured with the electronic control units (ECU) and the plurality of modules.
[0013] The processor executes one or more instructions of automatically activating the assistance control module when a preset activation condition is met based on the type of terrain, generating a plurality of terrain verifying signals when the assistance control module in the vehicle is activated, determining whether the assistance control module provides an inclined terrain assistance and/ or declined terrain assistance based on the vehicle state. The vehicle state is at least one of a gradient threshold, a wheel-rpm, a vehicle mode, a temperature range, a battery State of charge, or an error state.
[0014] In accordance with another embodiment of the present invention, the assistance control module activates the holding state condition when a preset torque condition is met when the vehicle is on the inclined terrain or the declined terrain by automatically locking wheels to hold the vehicle.
[0015] In accordance with an embodiment of the present invention, the assistance control module may activate the exit state condition when the vehicle exits the inclined terrain or the declined terrain based on at least one exit parameter. The at least one exit parameter is any one of a throttle torque request, a hill assist torque control signal, a user-brake input, a panic situation request, and an error condition.
[0016] Further, the exit state includes a hard exit state, an immediate exit state, a smooth exit state, and a soft exit state. The hard exit state is activated when a user presses a brake input or performs a peripheral action and, the immediate exit state is activated when the user sends the panic situation request. Further, the soft exit state is activated when the error conditions are identified.
[0017] In accordance with an embodiment of the present invention, the assistance control module activates a retry state when terrain verifying signals are false.
[0018] In accordance with an embodiment of the present invention, the terrain detection unit is any one of a gradient detection unit, a surface detection unit, a Mu detection unit, a road determination unit or a bump detection unit. In particular, the gradient detection unit calculates gradient, the surface detection unit detect surface of roads, the Mu detection unit determines if the vehicle is on Asphalt, loose gravel, ice or snow, the road determination unit determines whether a road surface is inclined or declined and the bump detection unit detects bumps, potholes, speed breakers and stones on roads.
[0019] In accordance with an embodiment of the present invention, the assistance control module is configured with an input interface. In particular, the input interface is at least one of a smartphone, a laptop, a dashboard, or a button placed on the vehicle.
[0020] In accordance with an embodiment of the present invention, the assistance control module comprises a motor controller. In particular, the motor controller is configured to apply a low-frequency sinusoidal motion to a motor of the vehicle to increase a holding-time of the vehicle and generate the hill assist torque control signal based on at least one reference signal parameter. The at least one reference signal parameter may include a position signal, a velocity signal, a speed signal, an acceleration signal, an amplitude signal, or a frequency signal. Further, the motor controller is either a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0021] In accordance with an embodiment of the present invention, the assistance control module further includes a hill assist control sub module and a local hill assist sub module. In particular, the local hill sub module is configured to operate in an “ON'' state during the holding state condition and in an “OFF” state during the exit state condition.
[0022] In one embodiment of the present invention, the hill assist control submodule uses a hill assist torque control signal to generate a phase current to lock wheels of the vehicle during the holding state condition.
[0023] In another embodiment of the present invention, the hill assist control sub module switches from the holding state condition into the exit state condition when the throttle torque request is greater than the hill assist torque control signal.
[0024] In yet another embodiment of the present invention, the hill assist control sub module activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request.
[0025] These and other aspects herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawing.
[0026] It should be understood, however, that the following descriptions are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the invention herein without departing from the spirit thereof. The foregoing objectives are attained by employing an automatic salt level sensing device and a method of indicating a low salt level thereof.
BRIEF DESCRIPTION OF FIGURE
[0027] Having thus described the disclosure in general terms, reference will now be made to the accompanying figure, wherein
[0028] Fig. 1 is a block diagram illustrating an assisting control system 100 for use within a vehicle to hold the vehicle in the terrain in accordance with an embodiment of the invention;
[0029] Fig. 2A is a block diagram illustrating different terrain detection unit in accordance with an embodiment of the present invention;
[0030] Fig. 2B is a block diagram illustrating sub modules of a hill assistance control module in accordance with an embodiment of the present invention;
[0031] Fig. 3 is a diagram illustrating the preset activation condition of the assistance control module in accordance with an embodiment of the present invention;
[0032] Fig. 4 is a flowchart illustrating a method for controlling a vehicle on a terrain in accordance with an embodiment of the present invention;
[0033] Fig. 5 is a flowchart illustrating a method of activating the hill assist control sub module 250 in accordance with an embodiment of the present invention;
[0034] Fig 6 illustrating the assistance control module 107 in accordance with an embodiment of the present invention; and
[0035] Fig. 7 is an exemplary embodiment illustrating a vehicle movement in at least three types of terrain (an uphill, a down-hill, and a flat ground) in accordance with an embodiment of the present invention;
[0036] It should be noted that the accompanying figure is intended to present illustrations of a few examples of the present disclosure. The figure is not intended to limit the scope of the present disclosure. It should also be noted that the accompanying figure is not necessarily drawn to scale.
DETAILED DESCRIPTION
[0037] In the following detailed description of the invention, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be obvious to a person skilled in the art that the invention may be practiced with or without these specific details. In other instances, well known methods, procedures and components have not been described in detail so as not to unnecessarily obscure aspects of the invention.
[0038] Furthermore, it will be clear that the invention is not limited to these alternatives only. Numerous modifications, changes, variations, substitutions and equivalents will be apparent to those skilled in the art, without parting from the scope of the invention.
[0039] The accompanying drawing is used to help easily understand various technical features and it should be understood that the alternatives presented herein are not limited by the accompanying drawing. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawing. Although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.
[0040] It will be apparent to those skilled in the art that other alternatives of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention. While the foregoing written description of the invention enables one of ordinary skill to make and use what is considered presently to be the best mode thereof, those of ordinary skill will understand and appreciate the existence of variations, combinations, and equivalents of the specific aspect, method, and examples herein. The invention should therefore not be limited by the above described alternative, method, and examples, but by all aspects and methods within the scope of the invention. It is intended that the specification and examples be considered as exemplary, with the true scope of the invention being indicated by the claims.
[0041] Conditional language used herein, such as, among others, "can," "may," "might," "may," “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain alternatives include, while other alternatives do not include, certain features, elements and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more alternatives or that one or more alternatives necessarily include logic for deciding, with or without other input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular alternative. The terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list.
[0042] Disjunctive language such as the phrase “at least one of X, Y, Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to present that an item, term, etc., may be either X, Y, or Z, or any combination thereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is not generally intended to, and should not, imply that certain alternatives require at least one of X, at least one of Y, or at least one of Z to each be present.
[0043] Terms vehicle and electric vehicle may be used interchangeably for convenience.
[0044] Terms electronic control unit or ECU may be used interchangeably for convenience.
[0045] Fig. 1 is a block diagram illustrating an assistance control system 100 for use within a vehicle to hold the vehicle in the terrain in accordance with an embodiment of the invention. The assistance control system operates in a vehicle environment.
[0046] The vehicle is anyone but not limited to a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two wheeler electric bike, and a three wheeler electric vehicle. And, the type of terrain is any one of an uphill, a flat ground, a muddy ground, a barren land or a down-hill.
[0047] The assistance control system 100 includes a cloud server 104 with a plurality of databases 102A-102I (hereinafter cumulatively referred to as database 102, a memory 106 with an assistance control module 107, a communication network 108, a processor 110, an electronic control unit (ECU) 111, a user device 112.
[0048] In accordance with an embodiment of the present invention, the cloud server 104 may be configured to communicate with the vehicle 122 and user device 112, the assistance control system 100 and the processor 110 via the communication network 108. In particular, the cloud server 104 may be, but not limited to a cloud server, a web server, an application server, a proxy server, a network server, or a server farm, and so forth. Embodiments of the present invention are intended to include or otherwise cover any type of the remote server 104, including known, related art, and/or later developed technologies.
[0049] In some implementations, the cloud server 104 can communicate with the system 100 via a virtual private network (VPN), Secure Shell (SSH) tunnel, or other secure network connection.
[0050] In accordance with an embodiment of the present invention, the data utilized by the processor may be sent as notifications to the cloud server 104.
[0051] In accordance with an embodiment of the present invention, the communication network 108 is configured for providing communication links for communicating with the cloud server 104, the user device 112, memory 106, modules 107, processor 110, electronic control units (ECU) 111 and the vehicle 122.
[0052] In particular, the communication network 108 may any communication network, such as, but not limited to, the Internet, wireless networks, local area networks, wide area networks, private networks, a cellular communication network, corporate network having one or more wireless access points or a combination thereof connecting any number of mobile clients, fixed clients, and servers and so forth. Examples of communication network 108 may include the Internet, a WIFI connection, a Bluetooth connection, a Zigbee connection, a communication network, a wireless communication network, a 3G communication, network, a 4G communication network, a 5G communication network, a USB connection, or any combination thereof. For example, the communication may be based through a radio-frequency transceiver (not shown). In addition, short-range communication may occur, such as using Bluetooth, Wi-Fi, or other such transceivers.
[0053] It will be appreciated that the network connections shown are illustrative and other means of establishing a communications link between the computers may be used. The existence of any of various network protocols such as TCP/IP, Ethernet, FTP, HTTP and the like, and of various wireless communication technologies such as GSM, CDMA, WiFi, and WiMAX, is presumed, and the various computing devices and system components described herein may be configured to communicate using any of these network protocols or technologies.
[0054] In some implementations, the assistance control system 100 may be a distributed client/server system that spans one or more communication networks (not shown).
[0055] In accordance with an embodiment of the present invention, the memory 106 is configured to store one or more assistance control module 107. Memory 106 can be any type of suitable memory, including various types of dynamic random access memory (DRAM) such as SDRAM, various types of static RAM (SRAM), and various types of non-volatile memory (PROM, EPROM, and flash). It should be understood that the memory 106 may be a single type of memory component or it may be composed of many different types of memory components. As noted above, memory 106 stores instructions for executing one or more methods including embodiments of the methods for determining when a task may be performed on a vehicle 122 described below. In addition, memory 106 may be configured to store various other data as further described below.
[0056] For example, memory 106 may store software used by the user device 112, such as an operating system (not shown), application programs (not shown), and an associated internal database (not shown).
[0057] In accordance with an embodiment of the present invention, the processor 110 is communicably connected to the assistance control module 107 and electronic control unit 111 to perform a series of computer-readable instructions of automatically activating the assistance control module 107 when a preset activation condition is met based on the type of terrain, generating a plurality of terrain verifying signals when the assistance control module 107 in the vehicle is activated and determining whether the assistance control module 107 provides an inclined terrain assistance and/ or declined terrain assistance based on the vehicle state. The processor 110 may be any well-known processor, but not limited to processors from Intel Corporation. Alternatively, in another embodiment, the processor 110 may be a dedicated controller such as an ASIC. Further, the processor 110 may be any of an ARM, MIPS, SPARC, or INTEL® IA-32 microcontroller or the like.
[0058] Similarly, in yet another embodiment of the present invention, the processor 110 comprises a collection of processors which may or may not operate in parallel.
[0059] Alternatively, the processor 110, which may be any processor-driven device, such as may include one or more microprocessors and memories or other computer-readable media operable for storing and executing computer-executable instructions.
[0060] As used herein, the term "computer-readable media" may describe any form of computer memory or memory device, such as, but not limited to, a random access memory ("RAM") or a non-volatile memory, such as a hard disk, memory card, ROM, RAM, DVD, CD-ROM, USB Flash drive, write-capable, and read-only memories an EPROM, or an EEPROM.
[0061] Examples of processor-driven devices may include, but are not limited to, a server computer, a mainframe computer, one or more networked computers, a desktop computer, a personal computer, an application-specific circuit, a microcontroller, a minicomputer, or any other processor-based device.
[0062] The processor 110 may execute any set of instructions directly as computer executable codes or indirectly (such as scripts). In that regard, the terms “instructions,” and “steps” may be used interchangeably herein. The instructions may be stored in object code form for direct processing by the processor, or in any other computer language including scripts or collections of independent source code modules that are interpreted on demand or compiled in advance. The processor may be remotely placed or locally placed on the server.
[0063] The assistance control system 100 may also include one or more input/output ("I/O") ports (e.g., serial ports, (e.g., RS233 port, USB, etc.) (not shown) and one or more network interfaces. The I/O port or ports may be operable to communicate with input/output devices, such as an internal and/or external display, keypad, mouse, pointing device, control panel, touch screen display, another computer-based device, printer, remote control, microphone, speaker, etc., which facilitates user interaction with the assistance control system 100 .
[0064] The electronic control units (ECU) 111 includes one or more automotive control units for controlling the various systems of the vehicle 122. In particular, electronic control units (ECU) 111 is operably configured with a terrain detection unit 200 to detect a type of terrain and acquire a vehicle state. Each electronic control unit (ECU) 111 includes one or more controllers, actuators, sensors, and/or other components that control the operation, handling, and other characteristics of the vehicle.
[0065] The user device 112 is configured with an interface of anyone of a desktop computer, a laptop computer, a user computer, a tablet computer, a personal digital assistant (PDA), a cellular telephone, a communication network appliance, a camera, a smartphone, an enhanced general packet radio service (EGPRS) mobile phone, a media player, a navigation device, an email device, a game console, or a combination of any these data processing devices or other data processing devices. Furthermore, the user device 112 can be provided access to and/or receive application software executed and/or stored on any of the remote server.
[0066] In some examples, user device 112 performs functions of a social communication network (not shown) to the cloud server 104. In some implementations, the user device 112 can communicate wirelessly through a communication interface, which may include digital signal processing circuitry where necessary.
[0067] The assistance control system 100 is configured to provide anyone feedback but not limited to Haptic feedback, Audio feedback, Visual feedback or any form of feedback to the user.
[0068] Fig. 2A is a block diagram illustrating different terrain detection unit in accordance with an embodiment of the present invention.
[0069] The terrain detection unit 200 includes a gradient detection unit 205, a coefficient of friction unit 210, a bump and pothole detection unit 215, a surface detection unit 220, a road detection unit 225, Mu detection unit 230 or a combination thereof.
[0070] The gradient detection unit 205 is configured to calculate the gradient of the road. In different implementations of the present invention, the gradient detection unit is operably configured to activate and/or deactivate hill assisting conditions.
[0071] The coefficient of friction unit 210 is configured to estimate coefficient of friction of the electric vehicle 122 by measuring a vehicle acceleration and a speed profile of the electric vehicle 122.
[0072] The bump and pothole detection unit 215 is configured to determine whether bumps and potholes are detected on the terrain of the electric vehicle 122. Further, the bump and pothole detection unit 215 may also be configured to track vehicle suspension health and a rider behavior.
[0073] The road determination unit 225 determines whether a road surface is inclined surface or declined surface.
[0074] The surface detection unit 220 is configured to detect the surface of roads including topography of the road, depressions or steps, smooth/flat road segments, road type, road markings, road conditions, and other road surface features. In one embodiment, the road surface type may be identified as concrete, asphalt, pavement, gravel, grass, etc. for the detected road. Alternatively, the surface detection unit (220) may detect oil, standing-water, ice, snow, and other materials on the detected road. This information may be utilized to determine the surface condition (e.g., dry, wet, icy, oily, etc.) of the detected road.
[0075] The Mu detection unit 230 determines if the vehicle 122 is on Asphalt, loose gravel, ice or snow.
[0076] Further, the terrain detection unit 200 may include terrain sensors that generate data describing the terrain and other bumps and potholes within at least a portion of the area surrounding the vehicle 122. In the embodiments described herein, the bumps and potholes may have a portion of the area in front of the vehicle. However, it will be appreciated that the bumps and potholes may comprise all or other portions of the area surrounding the vehicle 122. In one embodiment, terrain sensors may include but not limited to motor encoder, an Inertial measurement unit (IMU) sensor, a wheel speed sensor and alike.
[0077] In an alternate embodiment, terrain sensors may also include the dissimilar terrain sensing devices, such as one or more Light Detection and Ranging devices (hereinafter, “LIDAR(s)”), camera(s), and radar(s). It should be noted that other terrain detecting devices (e.g., ultrasounds) may also be utilized.
[0078] In accordance with one embodiment of the present invention, the vehicle (122) may have a camera(s) to generate images of the road, painted road markers (e.g., lane markers), other vehicles, potholes, bumps and other objects within the surrounding areas. The camera(s) may include stereo cameras that generate images depicting the height/elevation and curvature of the surface of the target area. Radar(s) utilize radio waves to sense the presence and position of objects.
[0079] Alternatively, LIDAR(s) transmits light (e.g., ultraviolet, visible, and infrared) at the roads and some of this light is reflected/scattered back by the road surface in the terrain area. This reflected light is received and analyzed to determine various attributes of the surface of the terrain area. For example, LIDAR(s) may determine the range/position of the pothole or bumps or other objects based on the time required for the transmitted light to be reflected back. In addition, LIDAR(s) may detect the surface type and/or other properties of the road surface based on the intensity of the reflected light.
[0080] In alternate implementations, the assistance control system (100) may or may not include other sensor(s) (not shown) to detect various attributes of the environment surrounding the vehicle. Sensors include a temperature sensor configured to determine the outside temperature and a rain detector configured to detect the accumulated rain on the vehicle. It will be appreciated that alternative embodiments may include other types of sensors as well.
[0081] In accordance with an embodiment of the present invention, the assistance control system 100 may also include a navigation system to generate data describing the current position of the vehicle 122. In one embodiment, the navigation system includes a global positioning system (GPS) and/or one or more inertial measurement units (IMUs) for determining the current coordinates of the vehicle based on received GPS signals and/or dead reckoning techniques. The current coordinates of vehicle 122 may be utilized to identify the current location of vehicle 122 on a map that is stored in the database 102.
[0082] Fig. 2B is a block diagram illustrating sub modules of a hill assistance control module 107 in accordance with an embodiment of the present invention. In particular, the assistance control module 107 is a hill assistance control module. The assistance control module 107 further includes a hill assist control sub module 250, a local hill assists sub module 255, integrator reset sub module 260 and motor controller 265.
[0083] The local hill assists sub module 255 is configured to operate in an “ON” state during the holding state condition and in an “OFF” state during the exit state condition.
[0084] In one embodiment, the hill assist control sub module 250 uses a hill assist torque control signal to generate a phase current to lock wheels of the vehicle during the holding state condition.
[0085] In another embodiment, the hill assist control sub module 250 switches from the holding state condition into the exit state condition when the throttle torque request is greater than the hill assist torque control signal.
[0086] In yet another embodiment, the hill assist control sub module 250 activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request.
[0087] Further, the hill assist control module 250 includes an integrator reset sub module 260 for removing integrator windup issues based on an integrator windup condition. In particular, when the conditions for integrator windup are true, the integrator reset sub module 260 is set to YES and ‘Hill assist torque control signal’ builds up again from 0 torque.
[0088] Following conditions non exhaustive:
If key/kill swith or other end of riding session = TRUE
If RPM out of limit (different for uphill and downhill)
If Hill_enable_signal changes
If Local_hill_assist_signal changes
[0089] In accordance with an embodiment of the present invention, the motor controller 265 is configured to apply a low-frequency sinusoidal motion to a motor of the vehicle for increase a holding-time of the vehicle and generate the hill assist torque control signal based on at least one reference signal parameter selected from a position signal, a velocity signal, a speed signal, an acceleration signal, an amplitude signal, or a frequency signal. Further, negative torque control signals are for downhill and positive torque control signals for uphill.
[0090] The motor controller 265 is either a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0091] In an implementation, when the vehicle comes to a halt in a slow fashion when going downhill so that braking is easy for the user. Alternatively, the vehicle may move forward at a slow speed when brakes are released after hill hold engagement instead of only being at 0 speed.
[0092] In an alternate embodiment of the controller, the vehicle may hold a fixed position when the controller is engaged either on an incline (up or down) or on flat ground.
[0093] In another alternate embodiment of the controller, the vehicle may hold a fixed velocity or zero velocity on an incline.
[0094] In yet another alternate embodiment of the controller, the vehicle comes to a halt in a predetermined fashion to maximize user experience. Additionally, hold a zero acceleration reference to move up or down at a constant velocity.
[0095] In yet another alternate embodiment of the controller, to evenly heat the phases of motor and controller to increase time of holding and ensure reliability, a low frequency sinusoidal motion is applied to the motor through the controller for longer hill hold.
[0096] Fig. 3 is a diagram illustrating the preset activation conditions of the assistance control module 107 in accordance with an embodiment of the present invention. The preset activation condition are entry state condition, holding state condition, the exit state condition and a retry state condition. The assistance control system 100 gets activated when the terrain is identified by the terrain detection unit 200. In particular, the entry state condition is activated when the vehicle enters an inclined or declined terrain. The holding state condition and the exit state are activated when the hill verifying signals are TRUE. Further, in holding state condition and the exit state condition the Local hill assist sub module 255 may be ON or OFF.
[0097] The entry state condition is activated when the vehicle enters an inclined terrain or a declined terrain. The terrain is but not limited to ‘uphill’, ‘flat ground’ or ‘downhill’ continuously. The terrain detection unit 200 determines if the terrain is ‘uphill’, ‘flat ground’ or ‘downhill’ continuously. In particular, verification of Gradient threshold, wheel rpm, Vehicle mode, temperature limits, Battery State of charge, error states to generate a hill verifying signals with either an UP flag to show that hill assist is needed uphill or DOWN flag to show that the hill assist is needed downhill.
[0098] If the ‘uphill’ or ‘downhill’ threshold is breached, then the flag is passed to the first entry as Uphill or ‘Downhill.
[0099] During the hold state condition, when the Local hill assist sub module = ON, then the assistance control system 100 generates Hill assist torque control signal to be utilized by the motor controller 265 to further generate phase currents and keep the motor locked.
[00100] The exit state condition is activated when the vehicle exits the inclined terrain or the declined terrain based on at least one exit parameter. The at least one exit parameter is anyone but not limited to a throttle torque request, a hill assist torque control signal, a user-brake input, a panic situation request, and an error condition.
[00101] In accordance with various embodiments of the present invention, the exit state includes a hard exit state, an immediate exit state, a smooth exit state, and a soft exit state. In particular, the hard exit state is requested when a user presses a brake input or performs a peripheral action. The Hard exit is requested when the user releases both brakes during the hold state condition and re pressing the brakes again and, the immediate exit state is requested when the user sends the panic situation request, Further, the soft exit state is requested when the error conditions are identified.
[00102] In an implementation, the user requests an immediate exit with brakes that causes hill verifying signals = FALSE AND Local Hill assist sub module = OFF and state transitions to Wait and retry’ exiting the assisting control system.
[00103] In another implementation, smooth exit is performed when throttle only changes and Local hill assist submodule is OFF and the vehicle moves back to holding state for the next instance of entry into Local hill assist submodule is ON if entry conditions are still met.
[00104] If vehicle speed is outside threshold speed, the smooth exit state is performed as above.
[00105] In yet another implementation, exit without user consent during an error condition causes the torque to reduce in a predetermined manner and the user is notified of error and reduction of the torque. This also exits into the retry state.
[00106] The retry state is activated by the assistance control module 107 when plurality of terrain verifying signals or if any entry condition is not satisfied are false.
[00107] In yet another implementation, the soft exit is requested when Delta torque and time threshold shows that reduction in 'hill assist torque request' is smooth till hill assist torque request reaches throttle torque request and gives rider enough time to react in case they aren't holding the handlebars.
[00108] In accordance with an embodiment of the present invention, the user may request immediate exit under following conditions:
● When hill verifying signals are TRUE and Local Hill assist submodule is ON and the user is on an incline with assisting control system 100 engaged already.
● When the user presses or taps the brake such that the brake signal of either or both brakes is TRUE, then the Brakes based exit.
[00109] In an alternate embodiment, when the user is decelerating from higher speed using brakes and hill hold engages at the same time, then the brake based exit does not become TRUE. Under the condition, both brakes are released and then either or both brakes are pressed for the Brake based exit.
[00110] In an embodiment, when throttle request torque is greater than hill assist control signal and the Local hill assist sub module is set to OFF and the state switches to Exit state condition this gives the smooth exit during throttling experience to the user.
[00111] In an embodiment, when the user comes to a stop again on an incline and the Hill assist torque control signal is again greater than throttle torque request, the user again enters the assistance control system and the Local hill assist sub module is turned ON.
[00112] When entry conditions are not satisfied and hill verifying signals are FALSE then the assistance control system 100 enters transition state retry.
[00113] In accordance with an embodiment of the present invention, the preset activation condition: entry state condition, holding state condition and exit state condition are parallel states with continuous signal flow between them.
[00114] In accordance with an embodiment of the present invention, the holding state condition may be activated during a parking assist mode in implementations.
[00115] Fig. 4 is a flowchart illustrating a method for controlling a vehicle on a terrain in accordance with an embodiment of the present invention. The method starts at step 405 and proceeds to step 410- 425.
[00116] At step 405, a type of terrain is detected, and vehicle state acquired by a terrain detection unit 200. In particular, the type of terrain is any one of an uphill, a down-hill, a flat ground, a bump, a pothole, a wet ground, a muddy terrain, a barren land or a combination thereof. Further, the vehicle state is any one of a gradient threshold, a wheel-rpm, a vehicle mode, a temperature range, a battery State of charge, or an error state.
[00117] At step 410, a determination is made whether a road surface is inclined or declined by the road determination unit 225.
[00118] At step 415, automatic activation of the assistance control module 107 by an electronic control unit when a preset activation condition is met based on the type of terrain. The preset activation condition is any of an entry state condition, a holding state condition and an exit state condition.
[00119] At step 420, a plurality of hill verifying signals is generated by the electronic control unit 111 when the assistance control module 107 in the vehicle 122 is activated.
[00120] At step 425, a determination is made whether the assistance control module 107 provides inclined terrain assistance and/ or declined terrain assistance based on the vehicle state. The vehicle state is at least one of a gradient threshold, a wheel-rpm, a vehicle mode, a temperature range, a battery State of charge, or an error state.
[00121] Fig. 5 is a flowchart illustrating a method of activating the hill assist control sub module 250 in accordance with an embodiment of the present invention.
[00122] At step 505, a Torque control signal is generated as the output. In particular, the torque may be negative torque for downhill and positive torque for uphill.
[00123] At step 510, the at least one reference signal selected from position, velocity or acceleration is modified.
[00124] At step 515, a feedback of position, velocity or acceleration correspondingly provided for the closed loop control. The control method is a PID control method to generate gains for proportional, Integral and Derivative terms. The gains can be tuned in such a way that the user experiences locking of the wheel ranging from gradual to sudden.
[00125] Fig 6 is a block diagram illustrating the assistance control module 107 in accordance with an embodiment of the present invention. The assistance control module 107 includes the PID controller 265. The Torque control signal is generated as the output by the terrain detection unit 200. Further, the torque may be negative torque for downhill and positive torque for uphill. Further, the at least one reference signal selected from position, velocity or acceleration is modified by a modification unit 604. Further, the feedback of position, velocity or acceleration correspondingly provided for the closed loop control. The PID controller 265 generates gains for proportional, Integral and Derivative terms by at least three gain unit 606, 608, 610. The gains are tuned and connected by a limiter 612 that limits the positive and the negative torque. Finally, the PID controller 265 generates the hill assist torque control signal by an output unit 614.
[00126] In an implementation, the assistance control system 100 may be used by short users, weak users who cannot exert force or reach the ground with their legs on either side satisfactorily on a slope.
[00127] In another embodiment of the present invention, the user can adjust helmet or riding position when the assistance control system 100 is engaged.
[00128] In another embodiment of the present invention, when a pillion rider gets on or off a slope, then the assistance control system 100 may stabilize the vehicle without moving.
[00129] Fig. 7 is an exemplary embodiment illustrating a vehicle movement in at least three types of terrain (the uphill, the downhill, and the flat ground) in accordance with an embodiment of the present invention. In a first condition 705, when the vehicle is moving on the down-hill, the hill assist control sub module 250 switches from the holding state condition into the exit state condition and the throttle torque request is greater than the hill assist torque control signal. Similarly, no vehicle movement is happened only when the hill assist control sub module 250 activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request. The negative torque control signals are used for down-hills. In a second condition 710, there is the controller does not engage, when the user is riding quickly over bumps and potholes. In a third condition 715, when the vehicle is moving on the uphill, the hill assist control sub module 250 switches from the holding state condition into the exit state condition and the throttle torque request is greater than the hill assist torque control signal. Similarly, no vehicle movement happens only when the hill assist control sub module 250 activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request. The positive torque control signals are used for up-hills. A condition 720 shows a downhill threshold angle at which the assistance control module 107 is automatically activated. Similarly, a condition 725 shows an uphill threshold angle at which the assistance control module 107 is automatically activated.
[00130] Advantageously, the assistance control system provides a smart and automatic hill hold with seamless entry and exit conditions. The assistance control system is aware of vehicle state at all times and can take action automatically without any user input. Further, the assistance control system provides user comfort for all types of people. And, the fatigue of the user's hand and fingers from holding brakes for too long gets relieved. The brake hydraulic circuit reliability of the vehicles also increases.
[00131] While the preferred embodiments and best modes of utilizing the present invention have been disclosed above, other variations are also possible. For example, the structural components of salt level sensing devices are preferably formed of a non-corrosive, sealable, insulating plastic material for use with water softeners, any other suitable rigid material, such as a metal, could be used.
[00132] While the detailed description has shown, described, and pointed out novel features as applied to various alternatives, it can be understood that various omissions, substitutions, and changes in the form and details of the devices or algorithms illustrated can be made without departing from the scope of the disclosure. As can be recognized, certain alternatives described herein can be embodied within a form that does not provide all of the features and benefits set forth herein, as some features can be used or practiced separately from others.
[00133] The disclosures and the description herein are intended to be illustrative and are not in any sense limiting the invention, defined in scope by the following claims.
, Claims:We claim;
1. A method for controlling a vehicle (122) on any terrain by holding the vehicle (122) in a stationary state, wherein the method comprising steps of:
detecting a type of terrain and acquiring a vehicle (122) state by a terrain detection unit (200);
automatically activating an assistance control module (107) by an electronic control unit (111) when a preset activation condition is met based on the type of terrain; the preset activation condition is any of an entry state condition, a holding state condition and an exit state condition;
generating a plurality of terrain verifying signals by the electronic control unit (111) when the assistance control module (107) in the vehicle (122) is activated;
determining whether the assistance control module (107) provides an inclined terrain assistance and/ or declined terrain assistance based on the vehicle (122) state;
wherein:
the assistance control module (107) activates the entry state condition when the vehicle (122) enters an inclined terrain or a declined terrain;
the assistance control module (107) activates the holding state condition based when a torque pre condition is met to hold the vehicle (122) by applying torque; and
the assistance control module (107) activates the exit state condition when the vehicle (122) exits the inclined terrain or the declined terrain based on at least one exit parameter.
2. The method as claimed in claim 1, wherein the type of terrain is at least one of an uphill, a down-hill, a flat ground, a bump, a pothole, a wet ground, a muddy terrain, a barren land or a combination thereof.
3. The method as claimed in claim 1, wherein the assistance control module (107) activates a retry state when plurality of terrain verifying signals are false.
4. The method as claimed in claim 1, wherein the terrain detection unit (200) is any one of a gradient detection unit, a surface detection unit, a Mu detection unit, a road determination unit or a bump detection unit.
5. The method as claimed in claim 1, wherein the gradient detection unit (205) calculates gradient, coefficient of fiction unit (210) calculates fiction of the road, the bump detection unit (215) detects bumps, potholes, speed breakers, stones on roads, the surface detection unit (220) detect surface of roads, the road determination unit (225) determines whether a road surface is inclined or declined and the Mu detection unit (230) determines if the vehicle (122) is on Asphalt, loose gravel, ice or snow .
6. The method as claimed in claim 1, wherein the vehicle state is at least one of a gradient threshold, a wheel-rpm, a vehicle mode, a temperature range, a battery State of charge, or an error state.
7. The method as claimed in claim 1, wherein the exit state includes a hard exit state, an immediate exit state, a smooth exit state, and a soft exit state.
8. The method as claimed in claim 7, wherein the hard exit state is requested when a user presses a brake input or performs a peripheral action, the immediate exit state is requested when the user sends the panic situation request, and the soft exit state is requested when the error conditions are identified.
9. The method as claimed in claim 1, wherein the at least one exit parameter is any one of a throttle torque request, a hill assist torque control signal, a user-brake input, a panic situation request, and an error conditions.
10. The method as claimed in claim 1, wherein the assistance control module (107) is configured with an input interface, the input interface is at least one of a smartphone, a laptop, a dashboard, or a button placed on the vehicle.
11. The method as claimed in claim 1, wherein the assistance control module (107) comprises a motor controller (265).
12. The method as claimed in claim 11, wherein the motor controller (265) is configured to:
apply a low-frequency sinusoidal motion to a motor of the vehicle (122) for increase a holding-time of the vehicle;
generate the hill assist torque control signal based on at least one reference signal parameter selected from a position signal, a velocity signal, a speed signal, an acceleration signal, an amplitude signal, or a frequency signal; and
wherein the motor controller (265) is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
13. The method as claimed in claim 1, wherein the assistance control module (107) further includes a hill assist control sub module (250) and a local hill assist sub module (255).
14. The method as claimed in claim 13, wherein the local hill sub module (255) is configured to operate in an “ON” state during the holding state condition and in an “OFF” state during the exit state condition.
15. The method as claimed in claim 13, wherein the hill assist control sub module (250) uses a hill assist torque control signal to generate a phase current to lock wheels of the vehicle (122) during the holding state condition.
16. The method as claimed in claim 13, wherein the hill assist control sub module (250) switches from the holding state condition into the exit state condition when the throttle torque request is greater than the hill assist torque control signal.
17. The method as claimed in claim 13, wherein the hill assist control sub module (250) activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request.
18. The method as claimed in claim 13, wherein the assistance control module (107) includes an integrator reset (260) for removing integrator windup issues based on an integrator windup condition.
19. An assistance control system (100) for holding a vehicle (122) on any terrain in a stationary state comprising:
an electronic control unit (111) operably configured with:
a terrain detection unit (200) to detect a type of terrain and acquiring a vehicle state;
a cloud server (104) operably configured to store data on a plurality of databases;
a memory (106) storing an assistance control module (107) with a hill assist control sub module (250) and a local hill assist sub module (255);
a communication network (108) to allow communication between the cloud server, the plurality of databases, the plurality of modules, a user device (112) and the electronic control unit (111) (ECU);
a processor (110) operably configured with the electronic control unit (111) and the assistance control module (107) to execute one or more instructions of:
automatically activating the assistance control module (107) when a preset activation condition is met based on the type of terrain; the preset activation condition is any of an entry state condition, a holding state condition and an exit state condition;
generating a plurality of terrain verifying signals when the assistance control module (107) in the vehicle (122) is activated;
determining whether the assistance control module (107) provides an inclined terrain assistance and/ or declined terrain assistance based on the vehicle (122) state;
wherein the assistance control module (107) activates;
the entry state condition when the vehicle (122) enters an inclined or a declined terrain;
the holding state condition when the vehicle (122) is on the inclined terrain or the declined terrain by automatically locking wheels to hold the vehicle; and
the exit state condition when the vehicle (122) exits the inclined terrain or the declined terrain based on at least one exit parameter.
20. The assistance control system (100) as claimed in claim 19, wherein the type of terrain is any one of an uphill, a down-hill, a flat ground, a bump, a pothole, a wet ground, a muddy terrain, a barren land or a combination thereof.
21. The assistance control system (100) as claimed in claim 19, wherein the assistance control module (107) activates a retry state when plurality of hill verifying signals are false.
22. The assistance control system (100) as claimed in claim 19, wherein the terrain detection unit (200) is any one of a gradient detection unit (205), a coefficient of fiction unit (210), a bump detection unit (215, a surface detection unit (220) detect surface of roads, a road determination unit (225) and a Mu detection unit (230).
23. The assistance control system (100) as claimed in claim 22, wherein the gradient detection unit (205) calculates gradient, coefficient of fiction unit (210) calculates fiction of the road, the bump detection unit (215) detects bumps, potholes, speed breakers, stones on roads, the surface detection unit (220) detect surface of roads, the road determination unit (225) determines whether a road surface is inclined or declined and the Mu detection unit (230) determines if the vehicle (122) is on Asphalt, loose gravel, ice or snow .The assistance control system (100) as claimed in claim 19, wherein the vehicle (122)state is any one of a gradient threshold, a wheel-rpm, a vehicle (122)mode, a temperature range, a battery State of charge, or an error state.
24. The assistance control system (100) as claimed in claim 19, wherein the exit state includes a hard exit state, an immediate exit state, a smooth exit state, and a soft exit state.
25. The assistance control system (100) as claimed in claim 24, wherein the hard exit state is activated when the user presses a brake input or performs a peripheral action, the immediate exit state is activated when the user sends the panic situation request, and the soft exit state is activated when the error conditions are identified.
26. The assistance control system (100) as claimed in claim 19, wherein the at least one exit parameter is any one of a throttle torque request, a hill assist torque control signal, a user-brake input, a panic situation request, and an error conditions.
27. The assistance control system (100) as claimed in claim 19, wherein the assistance control module (107) is configured with an input interface of a smartphone, a laptop, a dashboard, or a button placed on the vehicle.
28. The assistance control system (100) as claimed in claim 19, wherein the assistance control module (107) comprises a motor controller (265) wherein the motor controller (265) is configured to:
apply a low-frequency sinusoidal motion to a motor of the vehicle (122) for increase a holding-time of the vehicle;
generate the hill assist torque control signal based on at least one reference signal parameter selected from a position signal, a velocity signal, a speed signal, an acceleration signal, an amplitude signal, or a frequency signal.
wherein the motor controller (265) is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
29. The assistance control system (100) as claimed in claim 19, wherein the assistance control module (107) further includes a hill assist control sub module (250) and a local hill assist sub module (255).
30. The assistance control system (100) as claimed in claim 29, wherein the local hill sub module is configured to operate in an “ON” state during the holding state condition and in an “OFF” state during the exit state condition.
31. The assistance control system (100) as claimed in claim 29, wherein the hill assist control sub module (250) uses a hill assist torque control signal to generate a phase current to lock wheels of the vehicle (122) during the holding state condition.
32. The assistance control system (100) as claimed in claim 29, wherein the hill assist control sub module (250) switches from the holding state condition into the exit state condition when the throttle torque request is greater than the hill assist torque control signal.
33. The assistance control system (100) as claimed in claim 29, wherein the hill assist control sub module (250) activates the entry state condition when the hill assist torque control signal is greater than the throttle torque request.
34. The assistance control system (100) as claimed in claim 29, wherein the hill assist control module includes an integrator reset for removing integrator windup issues based on an integrator windup condition.