Patent Application
20110166756
The present invention relates to an anti-rollback control system, and more particularly, to an anti-rollback control system for use in a hybrid or a conventional powertrain vehicle having an automatic or an automated transmission system, to prevent undesired rolling of the vehicle on launching it on an incline.
A typical problem that is encountered by motor vehicle operators, when they find themselves stopped on an incline and want to begin/resume moving again, is that the vehicle begins to roll in the unwanted direction when the operator does not responsively apply the accelerator pedal, with the rollback distance being a function of how quickly the operator transitions from depressing the brake pedal to applying the accelerator pedal.
In a vehicle having an automatic transmission, the powertrain is typically designed to provide a minimum amount of torque when the engine is running idle, which is referred to as creep torque. Although said creep torque prevents such a vehicle from rolling back on an incline having an angle of inclination of less than ±8 degrees, yet as the amount of creep torque can't be increased practically above a certain limit to avoid increasing the rate of gas consumption by the engine on idling, and to avoid excessive acceleration of the vehicle on starting it on a level, so creep torque generally fails to prevent the vehicle from rolling back on an incline having an angle of inclination bigger than ±8 degrees.
In Hybrid vehicles, and other vehicles with automated transmission systems, as the internal combustion engine and/or the electric motor is typically stopped when the vehicle is at rest, to reduce fuel and/or electric current consumption, so no creep torque is generated. This makes these vehicles susceptible for rolling back on launching them on inclines having smaller angles of inclination.
The prior art includes various systems and methods to prevent undesired rolling of a vehicle on launching it on an incline. One system, executed on a vehicle having a powertrain including an automatic transmission, senses vehicle roll via transmission sensors and engages a third clutching element in the automatic transmission to hold the transmission-output shaft from turning, and thus preventing vehicle rollback. A second system senses vehicle roll via wheel speed sensors or transmission sensors, and modulates the engine throttle to increase torque output of the powertrain to hold the vehicle stationary on a grade or to apply regenerative torque to resist the backward motion. Although these systems may accomplish the task of preventing vehicle rollback, yet their performance is unacceptable as they need the vehicle to actually start rolling back before they are activated, and due to the presence of a time lag between their activation and their actual stopping of the vehicle's rolling.
A third system senses the angle of inclination via inclinometers, grade sensors, or accelerometers, and modulates the amount of brake force applied to one or several vehicle wheels till enough torque is generated by the vehicle's engine and/or electric motor to resist the gravitational force tending to move the vehicle in the unwanted direction. Although this system may offer fairly acceptable performance, yet as operating this system requires applying the brake force while the powertrain is being accelerated, so it results in shortening the service life of various components of the brake system. Also, as this system requires alternations in the design of the brake system, and necessitates the use of complex control strategies, so it is undesirably expensive to design, manufacture, and maintain.
A fourth system provides a method for reducing rollback by determining a grade; receiving a brake signal; calculating a brake release rate based on said brake signal; starting said engine based on said grade and said brake release rate; and setting an engine target RPM based on said grade to hold said vehicle without rollback when said vehicle is stopped and to creep said vehicle forward when said engine is started. Although this method provides improved performance compared to other anti-rollback methods and systems, yet as it relies on the vehicle's central control module for processing signals received from grade sensors, brake sensors, accelerator sensors, as well as all other powertrain components and performance sensors, so this adds a lot of complexity to the design and programming of said central control module, which makes the system undesirably expensive to produce and maintain, and makes it more prone to malfunctions during operation as a result of software errors.
Thus, there is still a need for an anti-rollback control system for use in hybrid and conventional powertrain vehicles having automatic or automated transmission systems, to prevent undesired rolling of said vehicles on launching them on inclines, with said anti-rollback control system being simple to design, economic to manufacture and maintain, and less prone to malfunctions during operation.
The present invention provides an anti-rollback control system for use in a hybrid or a conventional powertrain vehicle having an automatic or an automated transmission system, to prevent undesired rolling of said vehicle on launching it on an incline, with said anti-rollback control system being simple to design, economic to manufacture and maintain, and having a relatively simple mode of action which makes it less prone to malfunctions during operation.
As used herein, the term “module” refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality; the term “position-sensing electronic device” refers to an electronic device constructed and configured to provide position information indicative of the position of two members of the device relative to one another, e.g. position sensors, or refers to an electronic device constructed and configured to control the flow of electric power within an electrical circuit based on the position of two members of the device relative to one another, e.g. potentiometers, and rheostats; the term “mechanically incorporated with” refers to mechanically linking or mechanically integrating the movable member(s) of a first device with the movable member(s) of a second device, so that any movement of the movable member(s) of the first device results in a correlated movement of the movable member(s) of the second device; the term “horizontal plane” refers to a plane perpendicular to the direction of the gravitational force at a given point; the term “uphill incline” refers to an incline on which a vehicle is oriented so that its leading end is facing upward, with the level of the horizontal plane on which the leading end of the vehicle lies being higher than the level of the horizontal plane on which the trailing end of the vehicle lies; the term “downhill incline” refers to an incline on which a vehicle is oriented so that its leading end is facing downward, with the level of the horizontal plane on which the leading end of the vehicle lies being lower than the level of the horizontal plane on which the trailing end of the vehicle lies; the term “automatic transmission system” refers to and includes any automatic gearbox that includes a torque convertor, and which is used to change the gear ratios automatically as the vehicle moves;
the term “automated transmission system” refers to and includes any automatic gearbox that doesn't includes a torque convertor, and which is used to change the gear ratios automatically as the vehicle moves, with non limiting examples including: continuous variable transmissions (CVTs) and semi-automatic transmissions; the term “operating mode of a transmission system” refers to any one of a transmission system's operating modes “P-R-N-D-L” selected by the vehicle operator, which refer to “Park, Reverse, Neutral, Drive, and Low gear” operating modes respectively; and the term “tilt sensor” refers to and includes any device used for measuring the angle of inclination between two planes, or the angle of inclination between an axis and a plane, with non limiting examples including: inclinometers, grade sensors, and accelerometers.
Accordingly, in a motor vehicle having a powertrain which includes an ICE (internal combustion engine) and/or an electric motor, and an automatic or automated transmission system, with the amount of fuel supplied to said ICE and/or the amount of electric power delivered to said electric motor, and hence the amount of mechanical power generated by said powertrain, being a function of the position of at least one movable component of an accelerator pedal assembly, the present invention provides an anti-rollback control system for preventing undesired rolling of said motor vehicle on beginning/resuming the movement of the vehicle after stopping it on an incline.
In a preferred embodiment, the anti-rollback control system comprises: at least one tilt sensor that detects the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and generates signals accordingly; at least one sensor that detects the selected operating mode of the vehicle's transmission system and generates signals accordingly; an operator-independent accelerator pedal position-adjusting device; and an accelerator pedal control module constructed and configured for receiving the signals generated by said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, processing said received signals, and sending instructions accordingly to said accelerator pedal position-adjusting device to move the said at least one movable component of the accelerator pedal assembly to a predetermined position according to which a preset amount of fuel is supplied to said ICE and/or a preset amount of electric power is delivered to said electric motor, and hence a preset amount of mechanical power is generated by said powertrain, with said preset amount of mechanical power being sufficient to create a force, in the intended direction of movement of the vehicle, equivalent to, or bigger than, the gravitational force tending to roll the vehicle in the unwanted direction.
In one feature, the said anti-rollback control system is used in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, wherein the said anti-rollback control system further comprises a brake pedal actuated device constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In a preferred embodiment, the brake pedal actuated device is an electrical switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In another preferred embodiment, the brake pedal actuated device includes a first brake pedal actuated electrical switch; a second solenoid actuated switch; and a second electrical circuit that connects the first brake pedal actuated electrical switch to the second solenoid actuated switch, with the first brake pedal actuated electrical switch being constructed and configured to close the said second electrical circuit once the brake pedal reaches a predetermined position, and with the second solenoid actuated switch being constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the second electrical circuit is closed. In yet another preferred embodiment, the brake pedal actuated device comprises a position sensor that detects a position of the brake pedal and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to said solenoid actuated switch to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. This feature enables disconnecting the accelerator pedal actuated position-sensing electronic device from the vehicle's powertrain, and hence bringing the vehicle's energy consumption rate down to its idle level, when the vehicle brakes are applied.
In another feature, the said anti-rollback control system is used in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, wherein the said anti-rollback control system further comprises a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In a preferred embodiment, the pressure activated device actuates an electrical switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In another preferred embodiment, the pressure activated device actuates a first electrical switch constructed and configured to close a second electrical circuit once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said second electrical circuit being connected to a second solenoid actuated switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the said second electrical circuit is closed. In yet another preferred embodiment, the pressure activated device includes a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to said solenoid actuated switch to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. This feature enables disconnecting the accelerator pedal actuated position-sensing electronic device from the vehicle's powertrain, and hence bringing the vehicle's energy consumption rate down to its idle level, when the vehicle brakes are applied.
In yet another feature, the said anti-rollback control system further comprises a brake pedal actuated device constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed. In a preferred embodiment, the brake pedal actuated device is an electrical switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In another preferred embodiment, the brake pedal actuated device includes a first brake pedal actuated electrical switch; a second solenoid actuated switch; and a second electrical circuit that connects the first brake pedal actuated electrical switch to the second solenoid actuated switch, with the first brake pedal actuated electrical switch being constructed and configured to close the said second electrical circuit once the brake pedal reaches a predetermined position, and with the second solenoid actuated switch being constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the second electrical circuit is closed. In yet another preferred embodiment, the brake pedal actuated device comprises a position sensor that detects a position of the brake pedal and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to said solenoid actuated switch to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In another feature, the said anti-rollback control system further comprises a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed. In a preferred embodiment, the pressure activated device actuates an electrical switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In another preferred embodiment, the pressure activated device actuates a first electrical switch constructed and configured to close a second electrical circuit once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said second electrical circuit being connected to a second solenoid actuated switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the said second electrical circuit is closed. In yet another preferred embodiment, the pressure activated device includes a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to said solenoid actuated switch to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In yet another feature, the said anti-rollback control system further comprises a position sensor that detects a position of the vehicle's brake pedal and generates signals accordingly; and a control module, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the brake pedal reaches a predetermined position. In a preferred embodiment, the said control module is structurally integrated with the said accelerator pedal control module. In another preferred embodiment, the said control module is constructed and configured to receive signals from the said tilt sensor related to the said detected angle of inclination and to correlate the said sent instructions accordingly. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In another feature, the said anti-rollback control system further comprises a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; and a control module, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the hydrostatic pressure within the said brake system reaches a predetermined level. In a preferred embodiment, the said control module is structurally integrated with the said accelerator pedal control module. In another preferred embodiment, the said control module is constructed and configured to receive signals from the said tilt sensor related to the said detected angle of inclination and to correlate the said sent instructions accordingly. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
Still in another feature, the said anti-rollback control system further comprises at least one sensor for generating a signal indicative of the speed of said vehicle and sending signals accordingly to said accelerator pedal control module, with said accelerator pedal control module being constructed and configured for processing the received signals, along with said signals received from said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, and sending instructions accordingly to said accelerator pedal position-adjusting device. In a preferred embodiment, the accelerator pedal control module is constructed and configured to send the said instructions when the speed of the vehicle is below a predetermined speed, and stops sending the said instructions once the speed of the vehicle exceeds the said predetermined speed.
In yet another feature, the vehicle's maximum loading weight is being taken into account while processing said received signals by said accelerator pedal control module.
In still another feature, the said anti-rollback control system further comprises at least one weight measuring device that measures the weight of said vehicle and sends signals accordingly to said accelerator pedal control module, with said accelerator pedal control module being constructed and configured for processing the received signals, along with said signals received from said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, and sending instructions accordingly to said accelerator pedal position-adjusting device. In a preferred embodiment, the said weight measuring device is one, or more than one, load cell positioned at any point underneath the vehicle's body.
Also, in another feature, the said accelerator pedal control module is a multi-task module. In yet another feature, the said signals generated by the tilt sensor and received by the accelerator pedal control module are repeated at equal intervals, to accommodate for any changes in the signals generated by any of the other before mentioned sensors.
In a preferred embodiment, the said accelerator pedal position-adjusting device includes:
a cam and follower mechanism; and a stepper motor, with the said follower being incorporated within a movable component of the accelerator pedal assembly so that the movement of the follower is directly transmitted to the movable component(s) of the accelerator pedal assembly, and with the movement of the said cam and follower mechanism, and hence the movement of the movable component(s) of the accelerator pedal assembly, being controlled by the said stepper motor in accordance with said instructions sent by said accelerator pedal control module.
In a preferred embodiment, the said anti-rollback control system of the present invention is used to prevent undesired rolling of a motor vehicle on launching it on an incline, wherein the amount of fuel supplied to the ICE and/or the amount of electric power delivered to the electric motor of the said vehicle, and hence the amount of mechanical power generated by its powertrain, is a function of the position of a movable component of the vehicle's accelerator pedal assembly. In this preferred embodiment, the anti-rollback control system is constructed and configured so that the said component of the accelerator pedal assembly is movable by the accelerator pedal position-adjusting device of the anti-rollback control system, in accordance with said instructions sent by said accelerator pedal control module. In a preferred embodiment, the accelerator pedal position-adjusting device of the said anti-rollback control system includes: a cam and follower mechanism; and a stepper motor, with the said follower being incorporated within the said movable component of the accelerator pedal assembly so that the movement of the follower is directly transmitted to the said component, and with the movement of the said cam and follower mechanism, and hence the movement of the said movable component of the accelerator pedal assembly, being controlled by the said stepper motor in accordance with said instructions sent by said accelerator pedal control module.
The anti-rollback control system of the present invention is applicable to any motor vehicle having an automatic transmission or an automated transmission regardless of the type of accelerator pedal included in it. Accordingly, in a preferred embodiment, the said accelerator pedal is a pendant-type accelerator pedal. In another preferred embodiment, the said accelerator pedal is an organ-type accelerator pedal.
Also, the anti-rollback control system of the present invention is functional for preventing undesired backward rolling of said vehicle on beginning/resuming its forward movement after stopping it on an uphill incline, as well as preventing undesired forward rolling of said vehicle on beginning/resuming its backward movement after stopping it on a downhill incline.
In another feature, the anti-rollback control system of the present invention is operable for preventing undesired rolling of a motor vehicle having an automatic transmission or an automated transmission on beginning/resuming the movement of said vehicle after stopping it on anyone of a number of inclines, with each of the said inclines having a different angle of inclination. In a preferred embodiment, each individual angle of inclination measured by the said tilt sensor, on operating the vehicle on each of the said inclines, is being correlated with a different set of instructions sent by said accelerator pedal control module. In another preferred embodiment, the angles of inclinations of the said inclines are functionally grouped into at least one range of angles, with each individual angle of inclination measured by the said tilt sensor, on operating the vehicle on each of the said inclines, being correlated with a predetermined set of instructions sent by said accelerator pedal control module based on the range of angles within which said measured angle of inclination lies.
The present invention also provides a method for preventing undesired rolling of a motor vehicle having a powertrain which includes an ICE (internal combustion engine) and/or an electric motor, and an automatic or an automated transmission system, with the amount of fuel supplied to said ICE and/or the amount of electric power delivered to said electric motor, and hence the amount of mechanical power generated by said powertrain, being a function of the position of at least one movable component of an accelerator pedal assembly, on beginning/resuming the movement of the said vehicle after stopping it on an incline. Said method comprises: providing operator-independent device for adjusting the position of said at least one movable component of the vehicle's accelerator pedal assembly; measuring the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and generating signals accordingly; detecting the selected operating mode of said transmission system and generating signals accordingly; processing said generated signals; and sending instructions to said provided device for adjusting the position of said movable component of the vehicle's accelerator pedal assembly to adjust the position of the movable component(s) of the accelerator pedal assembly accordingly.
In one feature, on using the said method in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, the said method further comprises providing a brake pedal actuated device constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position.
In another feature, on using the said method in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, the said method further comprises providing a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level.
In yet another feature, the said method further comprises providing a brake pedal actuated device constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed.
In another feature, the said method further comprises providing a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed.
In yet another feature, the said method further comprises detecting the position of the vehicle's brake pedal and generating signals accordingly; processing said generated signals; and sending instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the brake pedal reaches a predetermined position.
In another feature, the said method further comprises detecting the hydrostatic pressure of a working fluid within the vehicle's brake system and generating signals accordingly; processing said generated signals; and sending instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the hydrostatic pressure within the said brake system reaches a predetermined level.
In yet another feature, the said method further comprises measuring the speed of the said vehicle and generating signals accordingly, with said generated signals being processed along with said signals generated in correlation with said measured angle of inclination of the vehicle and said signals generated in correlation with said selected operating mode of the transmission system, and with said sent instructions being configured accordingly.
In still another feature, the said method further comprises measuring the weight of the vehicle and generating signals accordingly, with said generated signals being processed along with said signals generated in correlation with said measured angle of inclination of the vehicle and said signals generated in correlation with said selected operating mode of the transmission system, and with said sent instructions being configured accordingly.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The description of the objects, features and advantages of the present invention will be more fully appreciated by reference to the following detailed description of the exemplary embodiments in accordance with the accompanying drawings, wherein:
FIG. 4-a and FIG. 4-b are flowcharts illustrating exemplary steps executed by the layers of a multi-task accelerator pedal control module in accordance with the present invention;
FIG. 5-a and FIG. 5-b are flowcharts illustrating exemplary steps executed by the layers of another multi-task accelerator pedal control module in accordance with the present invention;
The present invention provides an anti-rollback control system for use in a hybrid or a conventional powertrain vehicle having an automatic or an automated transmission system, to prevent undesired rolling of said vehicle on launching it on an incline, with said anti-rollback control system being simple to design, economic to manufacture and maintain, and having a relatively simple mode of action which makes it less prone to malfunctions during operation.
As used herein, the term “module” refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality; the term “position-sensing electronic device” refers to an electronic device constructed and configured to provide position information indicative of the position of two members of the device relative to one another, e.g. position sensors, or refers to an electronic device constructed and configured to control the flow of electric power within an electrical circuit based on the position of two members of the device relative to one another, e.g. potentiometers, and rheostats; the term “mechanically incorporated with” refers to mechanically linking or mechanically integrating the movable member(s) of a first device with the movable member(s) of a second device, so that any movement of the movable member(s) of the first device results in a correlated movement of the movable member(s) of the second device; the term “horizontal plane” refers to a plane perpendicular to the direction of the gravitational force at a given point; the term “uphill incline” refers to an incline on which a vehicle is oriented so that its leading end is facing upward, with the level of the horizontal plane on which the leading end of the vehicle lies being higher than the level of the horizontal plane on which the trailing end of the vehicle lies; the term “downhill incline” refers to an incline on which a vehicle is oriented so that its leading end is facing downward, with the level of the horizontal plane on which the leading end of the vehicle lies being lower than the level of the horizontal plane on which the trailing end of the vehicle lies; the term “automatic transmission system” refers to and includes any automatic gearbox that includes a torque convertor, and which is used to change the gear ratios automatically as the vehicle moves;
the term “automated transmission system” refers to and includes any automatic gearbox that doesn't includes a torque convertor, and which is used to change the gear ratios automatically as the vehicle moves, with non limiting examples including: continuous variable transmissions (CVTs) and semi-automatic transmissions; the term “operating mode of a transmission system” refers to any one of a transmission system's operating modes “P-R-N-D-L” selected by the vehicle operator, which refer to “Park, Reverse, Neutral, Drive, and Low gear” operating modes respectively; and the term “tilt sensor” refers to and includes any device used for measuring the angle of inclination between two planes, or the angle of inclination between an axis and a plane, with non limiting examples including: inclinometers, grade sensors, and accelerometers.
Accordingly, in a motor vehicle having a powertrain which includes an ICE (internal combustion engine) and/or an electric motor, and an automatic or automated transmission system, with the amount of fuel supplied to said ICE and/or the amount of electric power delivered to said electric motor, and hence the amount of mechanical power generated by said powertrain, being a function of the position of at least one movable component of an accelerator pedal assembly, the present invention provides an anti-rollback control system for preventing undesired rolling of said motor vehicle on beginning/resuming the movement of the vehicle after stopping it on an incline.
In a preferred embodiment, the anti-rollback control system comprises: at least one tilt sensor that detects the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and generates signals accordingly; at least one sensor that detects the selected operating mode of the vehicle's transmission system and generates signals accordingly; an operator-independent accelerator pedal position-adjusting device; and an accelerator pedal control module constructed and configured for receiving the signals generated by said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, processing said received signals, and sending instructions accordingly to said accelerator pedal position-adjusting device to move the said at least one movable component of the accelerator pedal assembly to a predetermined position according to which a preset amount of fuel is supplied to said ICE and/or a preset amount of electric power is delivered to said electric motor, and hence a preset amount of mechanical power is generated by said powertrain, with said preset amount of mechanical power being sufficient to create a force, in the intended direction of movement of the vehicle, equivalent to, or bigger than, the gravitational force tending to roll the vehicle in the unwanted direction.
In one feature, the said anti-rollback control system is used in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, wherein the said anti-rollback control system further comprises a brake pedal actuated device constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In a preferred embodiment, the brake pedal actuated device is an electrical switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In another preferred embodiment, the brake pedal actuated device includes a first brake pedal actuated electrical switch; a second solenoid actuated switch; and a second electrical circuit that connects the first brake pedal actuated electrical switch to the second solenoid actuated switch, with the first brake pedal actuated electrical switch being constructed and configured to close the said second electrical circuit once the brake pedal reaches a predetermined position, and with the second solenoid actuated switch being constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the second electrical circuit is closed. In yet another preferred embodiment, the brake pedal actuated device comprises a position sensor that detects a position of the brake pedal and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to said solenoid actuated switch to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. This feature enables disconnecting the accelerator pedal actuated position-sensing electronic device from the vehicle's powertrain, and hence bringing the vehicle's energy consumption rate down to its idle level, when the vehicle brakes are applied.
In another feature, the said anti-rollback control system is used in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, wherein the said anti-rollback control system further comprises a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In a preferred embodiment, the pressure activated device actuates an electrical switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In another preferred embodiment, the pressure activated device actuates a first electrical switch constructed and configured to close a second electrical circuit once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said second electrical circuit being connected to a second solenoid actuated switch constructed and configured to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the said second electrical circuit is closed. In yet another preferred embodiment, the pressure activated device includes a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to said solenoid actuated switch to open the said electrical circuit connecting the position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. This feature enables disconnecting the accelerator pedal actuated position-sensing electronic device from the vehicle's powertrain, and hence bringing the vehicle's energy consumption rate down to its idle level, when the vehicle brakes are applied.
In yet another feature, the said anti-rollback control system further comprises a brake pedal actuated device constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed. In a preferred embodiment, the brake pedal actuated device is an electrical switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. In another preferred embodiment, the brake pedal actuated device includes a first brake pedal actuated electrical switch; a second solenoid actuated switch; and a second electrical circuit that connects the first brake pedal actuated electrical switch to the second solenoid actuated switch, with the first brake pedal actuated electrical switch being constructed and configured to close the said second electrical circuit once the brake pedal reaches a predetermined position, and with the second solenoid actuated switch being constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the second electrical circuit is closed. In yet another preferred embodiment, the brake pedal actuated device comprises a position sensor that detects a position of the brake pedal and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to said solenoid actuated switch to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In another feature, the said anti-rollback control system further comprises a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed. In a preferred embodiment, the pressure activated device actuates an electrical switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. In another preferred embodiment, the pressure activated device actuates a first electrical switch constructed and configured to close a second electrical circuit once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said second electrical circuit being connected to a second solenoid actuated switch constructed and configured to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the said second electrical circuit is closed. In yet another preferred embodiment, the pressure activated device includes a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; a control module; and a solenoid actuated switch included within the said electrical circuit, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to said solenoid actuated switch to close the said electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In yet another feature, the said anti-rollback control system further comprises a position sensor that detects a position of the vehicle's brake pedal and generates signals accordingly; and a control module, with the said control module being constructed and configured to receive the signals generated by said position sensor, process said received signals, and send instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the brake pedal reaches a predetermined position. In a preferred embodiment, the said control module is structurally integrated with the said accelerator pedal control module. In another preferred embodiment, the said control module is constructed and configured to receive signals from the said tilt sensor related to the said detected angle of inclination and to correlate the said sent instructions accordingly. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
In another feature, the said anti-rollback control system further comprises a pressure sensor that detects the hydrostatic pressure of a working fluid within the vehicle's brake system and generates signals accordingly; and a control module, with the said control module being constructed and configured to receive the signals generated by said pressure sensor, process said received signals, and send instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the hydrostatic pressure within the said brake system reaches a predetermined level. In a preferred embodiment, the said control module is structurally integrated with the said accelerator pedal control module. In another preferred embodiment, the said control module is constructed and configured to receive signals from the said tilt sensor related to the said detected angle of inclination and to correlate the said sent instructions accordingly. This feature enables moving at least one component of the vehicle's powertrain to its idle operating position when the vehicle brakes are applied.
Still in another feature, the said anti-rollback control system further comprises at least one sensor for generating a signal indicative of the speed of said vehicle and sending signals accordingly to said accelerator pedal control module, with said accelerator pedal control module being constructed and configured for processing the received signals, along with said signals received from said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, and sending instructions accordingly to said accelerator pedal position-adjusting device. In a preferred embodiment, the accelerator pedal control module is constructed and configured to send the said instructions when the speed of the vehicle is below a predetermined speed, and stops sending the said instructions once the speed of the vehicle exceeds the said predetermined speed.
In yet another feature, the vehicle's maximum loading weight is being taken into account while processing said received signals by said accelerator pedal control module.
In still another feature, the said anti-rollback control system further comprises at least one weight measuring device that measures the weight of said vehicle and sends signals accordingly to said accelerator pedal control module, with said accelerator pedal control module being constructed and configured for processing the received signals, along with said signals received from said tilt sensor and said sensor for detecting the selected operating mode of the transmission system, and sending instructions accordingly to said accelerator pedal position-adjusting device. In a preferred embodiment, the said weight measuring device is one, or more than one, load cell positioned at any point underneath the vehicle's body.
Also, in another feature, the said accelerator pedal control module is a multi-task module. In yet another feature, the said signals generated by the tilt sensor and received by the accelerator pedal control module are repeated at equal intervals, to accommodate for any changes in the signals generated by any of the other before mentioned sensors.
In a preferred embodiment, the said accelerator pedal position-adjusting device includes: a cam and follower mechanism; and a stepper motor, with the said follower being incorporated within a movable component of the accelerator pedal assembly so that the movement of the follower is directly transmitted to the movable component(s) of the accelerator pedal assembly, and with the movement of the said cam and follower mechanism, and hence the movement of the movable component(s) of the accelerator pedal assembly, being controlled by the said stepper motor in accordance with said instructions sent by said accelerator pedal control module.
In a preferred embodiment, the said anti-rollback control system of the present invention is used to prevent undesired rolling of a motor vehicle on launching it on an incline, wherein the amount of fuel supplied to the ICE and/or the amount of electric power delivered to the electric motor of the said vehicle, and hence the amount of mechanical power generated by its powertrain, is a function of the position of a movable component of the vehicle's accelerator pedal assembly. In this preferred embodiment, the anti-rollback control system is constructed and configured so that the said component of the accelerator pedal assembly is movable by the accelerator pedal position-adjusting device of the anti-rollback control system, in accordance with said instructions sent by said accelerator pedal control module. In a preferred embodiment, the accelerator pedal position-adjusting device of the said anti-rollback control system includes:
a cam and follower mechanism; and a stepper motor, with the said follower being incorporated within the said movable component of the accelerator pedal assembly so that the movement of the follower is directly transmitted to the said component, and with the movement of the said cam and follower mechanism, and hence the movement of the said movable component of the accelerator pedal assembly, being controlled by the said stepper motor in accordance with said instructions sent by said accelerator pedal control module.
The anti-rollback control system of the present invention is applicable to any motor vehicle having an automatic transmission or an automated transmission regardless of the type of accelerator pedal included in it. Accordingly, in a preferred embodiment, the said accelerator pedal is a pendant-type accelerator pedal. In another preferred embodiment, the said accelerator pedal is an organ-type accelerator pedal.
Also, the anti-rollback control system of the present invention is functional for preventing undesired backward rolling of said vehicle on beginning/resuming its forward movement after stopping it on an uphill incline, as well as preventing undesired forward rolling of said vehicle on beginning/resuming its backward movement after stopping it on a downhill incline.
In another feature, the anti-rollback control system of the present invention is operable for preventing undesired rolling of a motor vehicle having an automatic transmission or an automated transmission on beginning/resuming the movement of said vehicle after stopping it on anyone of a number of inclines, with each of the said inclines having a different angle of inclination. In a preferred embodiment, each individual angle of inclination measured by the said tilt sensor, on operating the vehicle on each of the said inclines, is being correlated with a different set of instructions sent by said accelerator pedal control module. In another preferred embodiment, the angles of inclinations of the said inclines are functionally grouped into at least one range of angles, with each individual angle of inclination measured by the said tilt sensor, on operating the vehicle on each of the said inclines, being correlated with a predetermined set of instructions sent by said accelerator pedal control module based on the range of angles within which said measured angle of inclination lies.
The present invention also provides a method for preventing undesired rolling of a motor vehicle having a powertrain which includes an ICE (internal combustion engine) and/or an electric motor, and an automatic or an automated transmission system, with the amount of fuel supplied to said ICE and/or the amount of electric power delivered to said electric motor, and hence the amount of mechanical power generated by said powertrain, being a function of the position of at least one movable component of an accelerator pedal assembly, on beginning/resuming the movement of the said vehicle after stopping it on an incline. Said method comprises: providing operator-independent device for adjusting the position of said at least one movable component of the vehicle's accelerator pedal assembly; measuring the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and generating signals accordingly; detecting the selected operating mode of said transmission system and generating signals accordingly; processing said generated signals; and sending instructions to said provided device for adjusting the position of said movable component of the vehicle's accelerator pedal assembly to adjust the position of the movable component(s) of the accelerator pedal assembly accordingly.
In one feature, on using the said method in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, the said method further comprises providing a brake pedal actuated device constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position.
In another feature, on using the said method in a motor vehicle having an accelerator pedal that is mechanically incorporated with a position-sensing electronic device, the said method further comprises providing a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause an interruption in the continuity of an electrical circuit that connects the said position-sensing electronic device to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level.
In yet another feature, the said method further comprises providing a brake pedal actuated device constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the brake pedal reaches a predetermined position, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed.
In another feature, the said method further comprises providing a pressure activated device that detects the hydrostatic pressure of a working fluid within the vehicle's brake system, with said pressure activated device being constructed and configured to cause closure of an electrical circuit connected to at least one component of the vehicle's powertrain once the hydrostatic pressure within the said brake system reaches a predetermined level, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the said electrical circuit is closed.
In yet another feature, the said method further comprises detecting the position of the vehicle's brake pedal and generating signals accordingly; processing said generated signals; and sending instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the brake pedal reaches a predetermined position.
In another feature, the said method further comprises detecting the hydrostatic pressure of a working fluid within the vehicle's brake system and generating signals accordingly; processing said generated signals; and sending instructions to at least one component of the vehicle's powertrain to cause at least one component of the vehicle's powertrain to move to its idle operating position once the hydrostatic pressure within the said brake system reaches a predetermined level.
In yet another feature, the said method further comprises measuring the speed of the said vehicle and generating signals accordingly, with said generated signals being processed along with said signals generated in correlation with said measured angle of inclination of the vehicle and said signals generated in correlation with said selected operating mode of the transmission system, and with said sent instructions being configured accordingly.
In still another feature, the said method further comprises measuring the weight of the vehicle and generating signals accordingly, with said generated signals being processed along with said signals generated in correlation with said measured angle of inclination of the vehicle and said signals generated in correlation with said selected operating mode of the transmission system, and with said sent instructions being configured accordingly.
As shown in
Accordingly, on beginning/resuming the movement of the said vehicle after stopping it on an incline, the Tilt Sensor detects the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and sends signals (11) accordingly to the Accelerator Pedal Control Module, and the sensor that detects the selected operating mode of the transmission system detects the selected operating mode and sends signals (12) accordingly to the Accelerator
Pedal Control Module, with the Accelerator Pedal Control Module being constructed and configured to receive the signals (11, 12) generated by the tilt sensor and the sensor for detecting the selected operating mode of the transmission system, process said received signals, and send instructions (15) accordingly to said accelerator pedal position-adjusting device (14) to move at least one movable component of the vehicle's accelerator pedal assembly to a predetermined position according to which a preset amount of fuel is supplied to the Engine and/or a preset amount of electric power is delivered to the Motor, and hence a preset amount of mechanical power is generated by said powertrain, with said preset amount of mechanical power being sufficient to create a force, in the intended direction of movement of the vehicle, equivalent to, or bigger than, the gravitational force tending to roll the vehicle in the unwanted direction.
In this embodiment, the accelerator pedal (13) is mechanically incorporated with a position sensor (16), with the anti-rollback control system further comprises a brake pedal (17) actuated switch (18) constructed and configured to cause an interruption in the continuity of an electrical circuit (19) that connects the position sensor (16) to at least one component of the vehicle's powertrain (20), and to close another electrical circuit (21) connected to at least one component of the vehicle's powertrain (20), once the brake pedal reaches a predetermined position, with the said component of the vehicle's powertrain being constructed and configured to cause at least one component of the vehicle's powertrain to move to its idle operating position once the electrical circuit (21) is closed. This arrangement enables disconnecting the position sensor (16) from the vehicle's powertrain and to move at least one component of the vehicle's powertrain to its idle operating position, and hence bring the vehicle's energy consumption to its minimum idle level, when the vehicle brakes are applied.
And as shown in
Accordingly, on beginning/resuming the movement of the said vehicle after stopping it on an incline, the Tilt Sensor measures the angle of inclination of the vehicle's longitudinal axis with reference to the horizontal plane and sends signals (24) accordingly to the Accelerator Pedal Control Module, the sensor that detects the selected operating mode of the transmission system detects the selected operating mode and sends signals (25) accordingly to the Accelerator Pedal Control Module, the Speed Sensor measures the speed of the vehicle and sends signals (26) accordingly to the Accelerator Pedal Control Module, and the weight measuring device measures the weight of the vehicle and sends signals (27) accordingly to the Accelerator Pedal Control Module, with the Accelerator Pedal Control Module being constructed and configured to receive the signals (24, 25, 26, 27) generated by the before mentioned sensors and devices, process said received signals, and send instructions (28) accordingly to said accelerator pedal position-adjusting device (23) to adjust the position of at least one movable component of the accelerator pedal assembly as described herein above.
In this embodiment, the accelerator pedal (22) is mechanically incorporated with a position sensor (29) that detects the position of the accelerator pedal and sends signals accordingly to at least one component of the vehicle's powertrain through an electric circuit (30), and the vehicle's brake pedal (31) is mechanically incorporated with another position sensor (32) that detects the position of the brake pedal and sends signals (63) accordingly to a Control Module, with the Control Module being constructed and configured to receive said signals, process them, and send instructions (33) to a solenoid actuated switch (34) constructed and configured to cause an interruption in the continuity of the electrical circuit (30) that connects the position sensor (29) to at least one component of the vehicle's powertrain, and to send instructions (36) to at least one component of the vehicle's powertrain (35) to cause at least one component of the vehicle's powertrain to move to its idle operating position, once the brake pedal reaches a predetermined position.
The preferred embodiment of
Also, as the movement of the movable component(s) of the accelerator pedal assembly, and hence the increase in the amount of mechanical power generated by the powertrain, is correlated with the gross weight of the vehicle, so the overall vehicle's fuel consumption on operating the vehicle on an incline is brought down to a minimum. The use of the speed sensor in this preferred embodiment enables preventing the premature activation of the anti-rollback control system when the vehicle is cruising at, or above, a predetermined speed, with said speed being selected to suffice preventing the roll-back of the vehicle on the incline, which prolongs the service life of the system.
Accordingly, in step 37, the control module determines the uphill angle of inclination θuphill-incline, based on the signals received from a tilt sensor. In step 38, the control module determines the transmission's operating mode selected by the vehicle's operator. If the selected operating mode is not D, control module loops back to step 37. If the selected operating mode is D, control module determines the position of the Accelerator Pedal needed to prevent backward rolling of the vehicle APanti-rollback based on θuphill-incline, which is shown in step 39. In step 40, the control module sends signals to the accelerator pedal position-adjusting device to initiate Accelerator Pedal movement to APanti-rollback position and control ends.
FIG. 4-a and FIG. 4-b are flowcharts illustrating exemplary steps executed by the layers of a multi-task accelerator pedal control module in accordance with the present invention, with said accelerator pedal control module being configured for use in a motor vehicle to prevent undesired backward rolling of the said vehicle on beginning/resuming its forward movement after stopping it on an uphill incline, and to prevent undesired forward rolling of the vehicle on beginning/resuming its backward movement after stopping it on a downhill incline.
In this exemplary embodiment, a multi-task, double-layered accelerator pedal control module is employed, with one of its layers (L1), which is shown in FIG. 4-a, being configured to operate when the angle of inclination measured by the tilt sensor indicates positioning of the vehicle on an uphill incline, i.e. θuphill-incline, and the selected transmission's operating mode is D, and with the other layer (L2), which is shown in FIG. 4-b, being configured to operate when the angle of inclination measured by the tilt sensor indicates positioning of the vehicle on a downhill incline, i.e. θdownhill-incline, and the selected transmission's operating mode is R.
Accordingly as shown in FIG. 4-a, on positioning the vehicle on an uphill incline, the first layer (L1) of the control module is activated as follows. In step 41, the first layer (L1) of the control module determines the uphill angle of inclination θuphill-incline, based on the signals received from a tilt sensor. In step 42, the control module determines the transmission's operating mode selected by the vehicle's operator. If the selected operating mode is not D, control module loops back to step 41. If the selected operating mode is D, control module determines the weight of the vehicle W based on signals received from a weight measuring device, which is shown in step 43. In step 44 the control module calculates the position of the Accelerator Pedal needed to prevent backward rolling of the vehicle APanti-rollback, based on W and θuphill-incline. In step 45, the control module sends signals to the accelerator pedal position-adjusting device to initiate Accelerator Pedal movement to APanti-rollback position and control ends.
And as shown in FIG. 4-b, on positioning the vehicle on a downhill incline, the second layer (L2) of the control module is activated as follows. In step 46, the second layer (L2) of the control module determines the downhill angle of inclination θdownhill-incline, based on the signals received from a tilt sensor. In step 47, the control module determines the transmission's operating mode selected by the vehicle's operator. If the selected operating mode is not R, control module loops back to step 46. If the selected operating mode is R, control module determines the weight of the vehicle W based on signals received from a weight measuring device, which is shown in step 48. In step 49 the control module calculates the position of the Accelerator Pedal needed to prevent forward rolling of the vehicle APanti-rollback, based on W and θdownhill-incline. In step 50, the control module sends signals to the accelerator pedal position-adjusting device to initiate Accelerator Pedal movement to APanti-rollback position and control ends.
FIG. 5-a and FIG. 5-b are flowcharts illustrating exemplary steps executed by the layers of another multi-task accelerator pedal control module in accordance with the present invention, with said accelerator pedal control module being configured for use in a hybrid or conventional vehicle having a powertrain including an ICE and/or an electric motor, and an automated or automatic transmission, to prevent undesired backward rolling of the vehicle on beginning/resuming its forward movement after stopping it on an uphill incline, and to prevent undesired forward rolling of the vehicle on beginning/resuming its backward movement after stopping it on a downhill incline.
In this exemplary embodiment, a multi-task, double-layered accelerator pedal control module is employed, with one of its layers (L1), which is shown in FIG. 5-a, being configured to operate when the angle of inclination measured by the tilt sensor indicates positioning of the vehicle on an uphill incline, i.e. θuphill-incline, and the selected transmission's operating mode is D, and with the other layer (L2), which is shown in FIG. 5-b, being configured to operate when the angle of inclination measured by the tilt sensor indicates positioning of the vehicle on an downhill incline, i.e. θdownhill-incline, and the selected transmission's operating mode is R.
Accordingly as shown in FIG. 5-a, on positioning the vehicle on an uphill incline, the first layer (L1) of the control module is activated as follows. In step 51, the first layer (L1) of the control module determines the uphill angle of inclination θuphill-incline, based on the signals received from a tilt sensor. In step 52, the control module determines the transmission's operating mode selected by the vehicle's operator. If the selected operating mode is not D, control module loops back to step 51. If the selected operating mode is D, control module determines the speed of the vehicle S based on signals received from a speed sensor, which is shown in step 53. If the speed of the vehicle S is more than a threshold speed Smin, control module loops back to step 51. If the speed of the vehicle is ≦Smin, control module determines the position of the Accelerator Pedal needed to prevent backward rolling of the vehicle APanti-rollback, based on θuphill-incline, which is shown in step 55. In step 56, the control module sends signals to the accelerator pedal position-adjusting device to initiate Accelerator Pedal movement to APanti-rollback position and control ends.
And as shown in FIG. 5-b, on positioning the vehicle on a downhill incline, the second layer (L2) of the control module is activated as follows. In step 57, the second layer (L2) of the control module determines the downhill angle of inclination θdownhill-incline, based on the signals received from a tilt sensor. In step 58, the control module determines the transmission's operating mode selected by the vehicle's operator. If the selected operating mode is not R, control module loops back to step 57. If the selected operating mode is R, control module determines the speed of the vehicle S based on signals received from a speed sensor, which is shown in step 59. If the speed of the vehicle S is more than a threshold speed Smin, control module loops back to step 57. If the speed of the vehicle is ≦Smin, control module determines the position of the Accelerator Pedal needed to prevent forward rolling of the vehicle APanti-rollback, based on θdownhill-incline, which is shown in step 61. In step 62, the control module sends signals to the accelerator pedal position-adjusting device to initiate Accelerator Pedal movement to APanti-rollback position and control ends.
In this exemplary embodiment, the accelerator pedal position-adjusting device comprises: a cam (72) and follower (73) mechanism; and a stepper motor (74), with the said follower (73) being incorporated within a movable component of the accelerator pedal assembly (71) so that the movement of the follower is directly transmitted to the accelerator pedal, and with the movement of the said cam and follower mechanism (72, 73), and hence the movement of the movable component(s) of the accelerator pedal assembly (71), being controlled by the said stepper motor (74) in accordance with instructions sent by said accelerator pedal control module. The movement of the accelerator pedal (71) ranges between an idle position (FIG. 6-a) and an operator-controlled fully depressed position (FIG. 6-d).
As shown in this figure, the operating range of the accelerator pedal (71) is functionally divided into two portions: a first anti-rollback control system influenced portion, which is the portion between the position of the accelerator pedal in FIG. 6-a and FIG. 6-c; and a second operator-controlled portion, which is the portion between the position of the accelerator pedal in FIG. 6-c and FIG. 6-d, noting that using a cam (72) and follower (73) mechanism allows the operator to fully control the whole operating range of the accelerator pedal when the anti-rollback control system is idle.
And hence, on beginning/resuming the movement of the vehicle on an incline, the accelerator pedal control module sends instructions to the stepper motor (74), to move the cam and follower mechanism (72, 73), and hence the accelerator pedal (71), to a predetermined position, lying anywhere between the position of the accelerator pedal in FIG. 6-a and its position in FIG. 6-c, according to which a preset amount of mechanical power is generated by the vehicle's powertrain, with said preset amount of mechanical power being sufficient to create a force, in the intended direction of movement of the vehicle, equivalent to, or bigger than, the gravitational force tending to roll the vehicle in the unwanted direction.
Once the operator starts to press the accelerator pedal (71), the cam and follower mechanism (72, 73) is disengaged, with the operator gaining full control of the accelerator pedal (71), as shown in (FIG. 6-d). Also, once the vehicle reaches a horizontal plane, the accelerator pedal control module sends instructions to the stepper motor (74) to move the cam and follower mechanism (72, 73) to idle position (FIG. 6-a), so that the operator gains full control of the whole operating range of the accelerator pedal (71).
Also,
In this exemplary embodiment, the accelerator pedal assembly (76) includes a position sensor (77) having a movable member (78), with the amount of fuel supplied to the vehicle's
ICE and/or the amount of electric power delivered to the vehicle's electric motor, and hence the amount of mechanical power generated by the vehicle's powertrain being a function of the position of the movable member (78), and with the position of the movable member (78) being influenced by the accelerator pedal position-adjusting device in accordance with instructions sent by said accelerator pedal control module.
Also, in this embodiment, the accelerator pedal position-adjusting device comprises: a cam and follower mechanism (79); and a stepper motor (80), with the said follower being incorporated within the said accelerator pedal assembly (76) so that the movement of the follower is directly transmitted to the movable member (78), and with the movement of the said cam and follower mechanism (79), and hence the movement of the movable member (78), being controlled by the said stepper motor (80) in accordance with instructions sent by said accelerator pedal control module. The movement of the movable member (78) ranges between an idle position (FIG. 7-a) and an operator-controlled fully depressed position (FIG. 7-d).
As shown in this figure, the operating range of the accelerator pedal (75) is functionally divided into two portions: a first anti-rollback control system influenced portion, which is the portion between the position of the accelerator pedal in FIG. 7-a and FIG. 7-c; and a second operator-controlled portion, which is the portion between the position of the accelerator pedal in FIG. 7-c and FIG. 7-d, noting that cam and follower mechanism (79) allows the operator to fully control the whole operating range of the accelerator pedal when the anti-rollback control system is idle.
And hence, on beginning/resuming the movement of the vehicle on an incline, the accelerator pedal control module will send instructions to the stepper motor (80), to move the cam and follower mechanism (79), and hence the movable member (78), to a predetermined position, lying anywhere between the position of the movable member in FIG. 7-a and its position in FIG. 7-c, according to which a preset amount of mechanical power is generated by the vehicle's powertrain, with said preset amount of mechanical power being sufficient to create a force, in the intended direction of movement of the vehicle, equivalent to, or bigger than, the gravitational force tending to roll the vehicle in the unwanted direction.
Once the operator starts to press the accelerator pedal (75), the cam and follower mechanism (79) is disengaged, with the operator gaining full control of the accelerator pedal (76), as shown in (FIG. 7-d). Also, once the vehicle reaches a horizontal plane, the accelerator pedal control module sends instructions to the stepper motor (80) to move the cam and follower mechanism (79) to idle position (FIG. 7-a), so that the operator gains full control of the whole operating range of the accelerator pedal (76).
Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.
This non-provisional utility patent application claims the benefit of one prior filed non-provisional application; the present application is a continuation-in-part of U.S. patent application Ser. No. 13/019,289, filed Feb. 1, 2011, which is incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 13019289 | Feb 2011 | US |
| Child | 13046805 | US |
