Patent Application
20250229877
The present technology relates to a method of controlling a vehicle, and particularly a method for controlling a speed of the vehicle relative to a border.
Vehicles such as all-terrain vehicles and watercrafts are often ridden in environments which include obstacles and/or areas that should be avoided or approached at a reduced speed. For example, watercrafts should be ridden at a reduced speed when approaching a shore or other shallow water.
One solution is to use geofencing to regulate the speed of the vehicle. Geofencing creates a virtual boundary around a geographical area which may be used to limit and/or control the speed of the vehicle based on the vehicle's position, provided by the global navigation satellite system (GNSS), for example a global positioning system (GPS), relative to the boundary.
Typically, these systems are configured to produce a binary effect on the vehicle which is triggered upon crossing the boundary. Other systems rely on determining a distance, along the current direction of travel, between the vehicle and the boundary to regulate the speed. Such systems could result in a sudden and disadvantageous change in speed of the vehicle upon crossing the boundary.
Therefore, there is a desire for developing a method to control the vehicle that can overcome at least some of the above-described drawbacks.
It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.
According to one aspect of the present technology, there is provided a method for controlling a vehicle relative to a border within a geographic region, the method including: determining a predicted trajectory path of the vehicle; determining a trajectory position of the vehicle, the trajectory position corresponding to a point of interest related to a distance between the vehicle and the border on the predicted trajectory path; determining a separation distance between the border and the trajectory position; and in response to the separation distance being less than a distance threshold, controlling a speed of the vehicle.
In some embodiments controlling the speed of the vehicle comprises limiting the speed of the vehicle, such that when the vehicle reaches the trajectory position, the speed of the vehicle is equal to a speed limit which is based at least in part on the separation distance.
In some embodiments, limiting the speed of the vehicle increases as the separation distance decreases.
In some embodiments, determining the predicted trajectory path, determining the trajectory position, and determining the separation distance are recursive and occur at at least one sampling rate.
In some embodiments, increasing the at least one sampling rate as the separation distance decreases.
In some embodiments, the method further includes determining a trajectory speed of the vehicle at the trajectory position; and in response to the trajectory speed being greater than a speed threshold, limiting the speed of the vehicle such that when the vehicle reaches the trajectory position, the speed of the vehicle is less than the speed threshold; and wherein the speed threshold is based on a speed limit, and the speed limit is based at least in part on the separation distance.
In some embodiments, the method further includes receiving a signal from at least one sensor, the vehicle including the at least one sensor for detecting at least one of: a current orientation of the vehicle, the speed of the vehicle, an acceleration of the vehicle, a steering angle, a user input and a current position of the vehicle; and wherein determining the trajectory speed of the vehicle includes: using a prediction algorithm and the signal from the at least one sensor to determine the trajectory speed.
In some embodiments, receiving the signal from the at least one sensor includes receiving a signal from at least one of: an accelerometer, a gyroscope, a magnetometer, a steering angle sensor, a user input sensor, and a global positioning system.
In some embodiments, using the prediction algorithm includes using a filtering algorithm.
In some embodiments, the method further includes receiving a signal from at least one sensor, the vehicle including the at least one sensor for detecting at least one of: a current orientation of the vehicle, the speed of the vehicle, an acceleration of the vehicle, a steering angle, a user input, and a current position of the vehicle; and wherein determining the predicted trajectory path of the vehicle includes: using a prediction algorithm and the signal from the at least one sensor.
In some embodiments, determining the predicted trajectory path of the vehicle comprises determining at least one of: a magnitude of steering the vehicle, a rate of change of steering the vehicle, a magnitude of throttle, a rate of change of throttle, a magnitude of braking, and a rate of change of braking.
In some embodiments, receiving the signal from the at least one sensor comprises receiving the signal from at least one of: an accelerometer, a gyroscope, a magnetometer, a steering angle sensor, a user input sensor, and a global positioning system.
In some embodiments, using the prediction algorithm includes using a filtering algorithm.
In some embodiments, the method further includes receiving an input regarding the border of the geographic region.
In some embodiments, the method further includes defining, by a rider of the vehicle, the border of the geographic region, and wherein receiving the input includes receiving the defined border.
In some embodiments, controlling the speed of the vehicle comprises limiting the speed of the vehicle.
In some embodiments, subsequent to limiting the speed of the vehicle, in response to the separation distance being greater than the distance threshold, reducing the limitation of the speed of the vehicle.
In some embodiments, the method further includes receiving at least one speed limit.
In some embodiments, the vehicle is a personal watercraft; and controlling the speed of the vehicle includes controlling the speed of the personal watercraft.
In some embodiments, controlling the speed of the personal watercraft includes managing the speed of a jet pump.
In some embodiments, the method further includes triggering at least one of a visual and audible alert to a driver to indicate that the vehicle speed is being limited.
According to one aspect of the present technology, there is provided a method for controlling a vehicle relative to a border within a geographic region, the method including: determining a predicted trajectory path of the vehicle; determining a trajectory position of the vehicle, the trajectory position corresponding to a point of interest related to the distance between the vehicle and the border on the predicted trajectory path; determining a separation distance between the border and the trajectory position; in response to the separation distance being less than a distance threshold: determining a trajectory speed of the vehicle at the trajectory position; and in response to the trajectory speed being greater a speed threshold, controlling the speed of the vehicle.
In some embodiments, controlling the speed of the vehicle includes limiting the speed of the vehicle, such that when the vehicle reaches the trajectory position, the speed of the vehicle is less than a speed threshold, and wherein the speed threshold is based on a speed limit, and the speed limit is based at least in part on the separation distance.
In some embodiments, the method further includes receiving a signal from at least one sensor, the vehicle including the at least one sensor for detecting at least one of: a current orientation of the vehicle, the speed of the vehicle, an acceleration of the vehicle, a steering angle, a user input, and a current position of the vehicle; and wherein determining the trajectory speed of the vehicle includes: using a prediction algorithm and the signal from the at least one sensor.
In some embodiments, using the prediction algorithm includes using a filtering algorithm.
In some embodiments, receiving the signal from the at least one sensor comprises receiving the signal from at least one of: an accelerometer, a gyroscope, a magnetometer, a steering angle sensor, a user input sensor, and a global positioning system.
In the context of the present specification, unless expressly provided otherwise, the words “first”, “second”, “third”, etc. have been used as adjectives only for the purpose of allowing for distinction between the nouns that they modify from one another, and not for the purpose of describing any particular relationship between those nouns.
It must be noted that, as used in this specification and the appended claims, the singular form “a”, “an” and “the” include plural referents unless the context clearly dictates otherwise.
As used herein, the term “about” in the context of a given value or range refers to a value or range that is within 20%, preferably within 10%, and more preferably within 5% of the given value or range.
As used herein, the term “and/or” is to be taken as specific disclosure of each of the two specified features or components with or without the other. For example “A and/or B” is to be taken as specific disclosure of each of (i) A, (ii) B and (iii) A and B, just as if each is set out individually herein.
For purposes of the present application, terms related to spatial orientation such as forward, rearward, upward, downward, left and right, should be understood by a driver of a vehicle in a neutral position. For example, a watercraft in which the watercraft is in a neutral trim position with the driver in a driving position.
As used herein, the functions of a “processor”, may be provided through the use of dedicated hardware as well as hardware capable of executing software in association with appropriate software, including for instance hardware of the vehicle. When provided by the processor, the functions may be provided by a single dedicated processor, by a single shared processor, or by a plurality of individual processors, some of which may be shared. Moreover, explicit use of the term “processor” or “controller” should not be construed to refer exclusively to hardware capable of executing software, and may implicitly include, without limitation, digital signal processor (DSP) hardware, network processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), read-only memory (ROM) for storing software, random access memory (RAM), and non-volatile storage. Other hardware, conventional and/or custom, may also be included.
Embodiments of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein.
Additional and/or alternative features, aspects, and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims.
For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:
The present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. The disclosure is capable of other embodiments and of being practiced or of being carried out in various ways. Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including”, “comprising”, “having”, “containing”, “involving” and variations thereof herein, is meant to encompass the items listed thereafter as well as, optionally, additional items. In the following description, the same numerical references refer to similar elements.
With reference to
The method 100 begins, at step 102, with determining a predicted trajectory path 14 of the watercraft 10. In this embodiment, the trajectory path 14 is, at least in part, determined by a current state of the watercraft 10 (such as current orientation, speed, and/or position, and/or a user input such as current application of throttle by the driver), as well as determined by a prediction algorithm (described in additional detail below).
The current state of the watercraft 10 may be obtained by sensors positioned on the watercraft 10 and communicatively connected to the processor, such that the processor receives signals from the sensors. In some embodiments, the sensors may include an accelerometer, a gyroscope, a magnetometer, a steering angle, a user input sensor (e.g., to measure how much the driver is depressing a throttle or accelerator, etc.), and the global navigation satellite system (GNSS), for example a global positioning system (GPS). However, it is appreciated that other sensors may be implemented and communicatively connected to the processor to provide signals regarding the current state of the watercraft 10. For example, in alternative embodiments, the watercraft 10 may include a camera to detect the proximity of the watercraft 10 to the border 12.
In certain embodiments, the trajectory path 14 is further predicted, at least in part, by characteristics of the watercraft 10. Specifically, characteristics related to the handling of the watercraft 10 including but not limited to speed and/or acceleration. For example, how tight the watercraft 10 can turn, how much negative acceleration the watercraft 10 may experience (if there is no accelerator input), how much speed the watercraft 10 can gain over a distance during maximum acceleration, how much acceleration the watercraft 10 may experience when turning at certain angles, etc. In some instances, these characteristics may be predetermined through testing and/or simulations.
In alternative embodiments, the trajectory path 14 may further be determined by environmental aspects. For example, the impact of an effect of waves or water current on the watercraft 10.
In the presently described embodiment, the prediction algorithm uses a filtering algorithm. In some embodiments, the filtering algorithm may utilize a filtering algorithm which relies on data derived from actual measurements to predict the trajectory path 14. The filtering algorithm takes into account the current state of the watercraft 10 (via signals provided by the sensors), as well as uncertainties associated with the current state, to continuously adjust and refine the prediction of the trajectory path 14 of the watercraft 10. Specifically, the filtering algorithm estimates at least one of: a magnitude and/or a rate of change of the steering of the watercraft 10 by the driver, and/or the application of acceleration or braking by the driver, which in part determines the predicted trajectory path 14. It is contemplated that, in an alternative embodiment, other filtering algorithms may be implemented to predict the trajectory path 14.
In an alternative embodiment, the prediction algorithm could be limited to projecting the watercraft 10 position based on information provided by the GPS. For example, a first (past) GPS position, as well as a second (current) GPS position are received and the distance between these positions is determined. The time the watercraft 10 has taken to travel from the first position to the second position may also be measured. Using the distance travelled, and the time taken to travel this distance, the average speed of the watercraft 10 over the distance between the first and second GPS positions may be calculated. Using the inherent handling characteristics of the watercraft 10 and the most recently calculated speed at which the watercraft 10 was travelling, the filtering algorithm can estimate the speed in the near future. Based on the last received GPS position, a probability can be associated with different likely future positions based on the filtering algorithm and therefore the position which has the highest probability can be predicted. The prediction is over the distance to be travelled between the last received GPS position and a future position. The prediction algorithm may further improve the accuracy of the prediction of the trajectory path 14 with an increased sampling rate, and therefore the possible magnitude of variation of the estimated parameters will be smaller between estimations. Additionally, as the length of time over which the prediction takes place becomes smaller, the buildup of error between the actual and predicted position is reduced.
The method 100 continues, at step 104, with determining a trajectory position 16 of the watercraft 10. The trajectory position 16 corresponds to a point of interest along the predicted trajectory path 14. In this embodiment, the trajectory position 16 corresponds to a position with the shortest distance between the watercraft 10 and the border 12, along the predicted trajectory path 14. In certain embodiments, the point of interest may, at least in part, depend on other factors, for example the steering angle. The trajectory path 14 and the border 12 are generally formed from a large number of discrete coordinates, which can be visually represented as being a continuous line for simplicity. In this embodiment, the trajectory position 16 is determined by comparing the coordinates which make up the predicted trajectory path 14 to the coordinates which make up the border 12. It is appreciated that, in alternative embodiments, the point of interest may correspond to any position along the predicted trajectory path at which it is estimated that the steering angle and/or accelerator application will be such that the speed will need be limited, due to the separation distance being less than the distance threshold.
The method 100 then continues, at step 106, with determining a separation distance 18 from the border 12 to the trajectory position 16 (as depicted in
At step 108, the separation distance 18 is compared to a distance threshold. When the separation distance 18 of the watercraft 10 is outside (or greater than) the distance threshold, the speed of the watercraft 10 is not limited. If the separation distance 18 is within (or less than) the distance threshold, the method 100 continues, at step 110, with controlling the speed of the watercraft 10. It is appreciated that a larger distance threshold allows for a more progressive application of limiting the speed of the watercraft 10. It is further appreciated that, a smaller the distance threshold (that is, a shorter distance from the border 12) the more improved the driving experience for the driver as there is more control for the driver and less limitation on speed.
In certain embodiments, the distance threshold may be, in part, defined by physical characteristics of the watercraft 10. For example, the distance threshold may be determined, at least in part, by the aerodynamics of the watercraft 10. In certain embodiments, the distance threshold may be based, at least in part, on a throttle of the watercraft 10 and the steering angle of the watercraft 10. For example, the distance threshold may be determined based on if the watercraft 10 is steered straight towards the border 12 and is moving at full throttle. In this example, the distance threshold would correspond to a distance at which the speed of the watercraft 10 should start to be limited such that the watercraft 10 would slow down to the speed limit due to friction of the environment. In certain embodiments, the distance threshold may be recursively determined. In alternative embodiments, the distance threshold may be input by the driver. In further alternative embodiments, the distance threshold may be predetermined. In further alternative embodiments, a table of distance thresholds corresponding to certain variables (e.g., steering angle relative to border 12) may be provided. It is further contemplated that, in some embodiments, safety margins may be added to the distance threshold to provide an additional buffer.
In certain embodiments, controlling the speed of the watercraft 10 involves limiting the speed such that the speed of the watercraft 10 reaches a speed limit. In some embodiments, the speed limit is based, at least in part, on the separation distance 18. In other words, the speed limit may be predefined such that the speed limit is linked to the separation distance 18. For example, at a small separation distance between the predicted position and the border, the speed limit could be lower than the limit imposed at a distance farther from the border. However, it is contemplated that, in alternative embodiments the speed limit at the separation distance 18 may be specified by the driver.
In this embodiment, limiting the speed of the watercraft 10 increases as the separation distance 18 decreases. In other words, if the subsequent trajectory paths 14 of the watercraft 10 continue to approach the border 12 such that the separation distance 18 between the border 12 and the trajectory position 16 decreases (i.e., approaches zero), the limitation on the speed of the watercraft 10 will increase. In contrast, if the subsequent trajectory paths 14 of the watercraft 10 move away from the border 12, the limitation on the speed of the watercraft 10 will be reduced until the separation distance 18 is greater than the distance threshold, at which time there will be no limitation on the speed of the watercraft 10.
The method 100 is recursive and occurs at occurs at at least one sampling rate. In certain embodiments, the sampling rate may be between 10 Hz and 2000 Hz, for example at 100 Hz. Specifically, step 102 of determining the predicted trajectory path 14, step 104 of determining the trajectory position 16, and step 106 of determining the separation distance 18 occurs at the sampling rate. In certain embodiments, the sampling rate may increase as the separation distance 18 decreases. In other words, the sampling rate will increase the closer the trajectory position 16 is to the border 12. In some embodiments, steps 102 to 106 may occur at the same sampling rate. In alternative embodiments, steps 102 to 106 may occur at different sampling rates.
The method 100 uses the predicted trajectory path 14 and the trajectory position 16, along the trajectory path 14, to limit the speed of the watercraft 10 when the trajectory position 16 is within the distance threshold to the border 12. The method 100 provides speed limitation based on the intent of the driver by taking into account the current state of the watercraft, via signals provided by sensors, and a prediction algorithm that implements a filtering algorithm. As steps 102 to 108, corresponding to determining the trajectory path 14, the trajectory position 16, the separation distance 18, and whether the separation distance 18 is within the distance threshold, are recursive, the limitations imposed on the speed of the watercraft 10 are continually re-assessed to provide the driver with a smoother operation of the watercraft 10 during speed limitation. Furthermore, as the trajectory position 16 corresponds to the shortest distance between the watercraft 10 and the border 12 in this embodiment, taken along the trajectory path 14, the speed of the watercraft 10 is limited prior to crossing the border 12, avoiding potential sudden and, in some instances, unexpected speed changes upon crossing the border 12 and allow the driver to adjust their trajectory to remove and eventually eliminate the limit on the watercraft's speed.
In this embodiment, if the separation distance 18 is less than the distance threshold, the method 200 continues, at step 210, with determining a trajectory speed of the watercraft 10 at the trajectory position 16. The trajectory speed of the watercraft 10 is determined, at least in part, by the current state of the watercraft 10, such as current orientation, speed, and/or position, and determined by a prediction algorithm.
As previously described, the current state of the watercraft 10 may be obtained by the sensors positioned on the watercraft 10 and communicatively connected to the processor, such that the processor receives signals from the sensors. In some embodiments, the sensors may include an accelerometer, a gyroscope, a magnetometer, and a GPS. However, it is appreciated that other sensors may be implemented and communicatively connected to the processor to provide signals regarding the current state of the watercraft 10.
In this embodiment, the prediction algorithm uses a filtering algorithm, which has been previously described relative to the predicted trajectory path 14. A similar application is used to predict the speed of the watercraft 10 at the trajectory position 16, in that the filtering algorithm takes into account the current state of the watercraft 10 (via signals provided by the sensors), as well as uncertainties associated with the current state, to continuously adjust and refine its prediction of the speed of the watercraft 10 at the trajectory position 16. Similar to previously described, the filtering algorithm estimates at least one of: a future magnitude and/or a rate of change of the steering of the watercraft 10 by the driver, and/or the future application of acceleration or braking by the driver, which determines, at least in part, the predicted trajectory path 14, as well as the trajectory speed. It is contemplated that, in alternative embodiments, other filtering algorithms may be implemented to predict the speed at the trajectory position 16.
Although the prediction algorithms associated with the predicting the trajectory path 14 and predicting the speed at the trajectory position 16 both apply similar filtering algorithms, it is appreciated that, in alternative embodiments, predicting the trajectory path 14 may implement a different prediction algorithm and/or filtering algorithm than that of predicting the speed at the trajectory position 16.
The method 200 includes step 212 of determining if the trajectory speed is higher than a speed threshold. In this embodiment, the speed threshold is based, at least in part, on the speed limit. As previously described, the speed limit is an acceptable speed limit based, at least in part, on the separation distance 18. In certain embodiments, the speed threshold is higher than the speed limit. For example, the speed threshold may be at least 2 km/h above the speed limit. If the trajectory speed of the watercraft 10 is greater than the speed threshold, the method 200 includes step 214 of controlling the speed of the watercraft 10. In some instances, the speed threshold may be specified by the driver of the watercraft 10. In other instances, the speed threshold may be predefined.
In this embodiment, controlling the speed of the watercraft 10 involves limiting the speed such that, when the watercraft 10 reaches the location of the trajectory position 16 the speed of the watercraft 10 is substantially equal to the speed limit.
The method 100 is recursive and occurs at occurs at at least one sampling rate. In certain embodiments, the sampling rate may be between 10 Hz to 2000 Hz, for example at 100 Hz. Specifically, step 202 of determining the predicted trajectory path 14, step 204 of determining the trajectory position 16, step 206 of determining the separation distance 18, and, if applicable, step 210 of determining the speed at the trajectory position 16, occurs at the sampling rate. In certain embodiments, the sampling rate may increase as the separation distance 18 approaches decreases. In other words, the sampling rate will increase the closer the trajectory position 16 is to the border 12. In some embodiments, steps 202 to 206, and optionally step 210, may occur at the same sampling rate. In alternative embodiments, steps 202 to 206, and optionally step 210, may occur at different sampling rates.
In the embodiments described, controlling the speed of the watercraft 10 would result in limiting the speed of a jet pump or an outboard engine of the watercraft 10. For example, the processor is communicatively connected to the jet pump or the outboard engine such that the processor transmits instructions to the engine control unit to limit the speed of the watercraft 10. For example, when the driver actuates the throttle, the processor transmits a torque request which would be limited as a result of the speed limitation. Alternatively, in other embodiments, the processor may activate an alert for the driver that the watercraft 10 is approaching the border 12 and that the driver should limit the speed. The alert may be a visual indication, for example displayed on a display of the watercraft 10, or an audible indication. In further embodiments, the processor may, both, cause transmission of the signal to the outboard engine to adjust speed and send the alert to the driver indicating the watercraft 10 is approaching the border 12 and that the speed will be limited.
It is contemplated that, in alternative embodiments, the method 100, 200 may optionally include an initial step of receiving an input regarding the border 12 of the geographic region. In some instances, the input may be a driver defined border 12. For example, the driver may input information regarding GPS locations to define the border 12. It is contemplated that, in some embodiments, any number of borders 12 may be defined within the geographic region and that the borders 12 may be a combination of predefined or user defined borders 12. In some cases, the border 12 may be a continuous single line or may be a closed polygon around an area.
As previously described, in some embodiments, the method 100, 200 may optionally include receiving a driver defined speed limit when the separation distance is below the distance threshold. In certain embodiments, the driver may further define a within border speed limit and/or an outside border speed limit and, thus, the method 100, 200 may optionally include receiving the defined within border and/or outside border speed limit. Similarly, the method 100, 200 may optionally include receiving the driver defined distance threshold and/or speed threshold from the driver via an input system, such as a computer system of the watercraft 10. In alternative embodiments, the driver may use an application on a mobile device, such as a cell phone, which communicates with the processor of the watercraft 10.
Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting.
The present application claims priority to U.S. Provisional Patent Application No. 63/621,664, filed on Jan. 17, 2024, the entirety of which is incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| 63621664 | Jan 2024 | US |
