VWGoA - Ex. 1001
`Volkswagen Group of America, Inc., Petitioner
`Case No. IPR2015-00276
`1
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`US. Patent
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`Sep. 21, 1999
`
`Sheet 1 0f 3
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`5,954,781
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`US. Patent
`
`Sep.21, 1999
`
`Sheet 2 0f3
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`5,954,781
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`50
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`READ SENSORS
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`52
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`VEHICLE
`SPEED GREATER
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`60
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`62
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`SELECT DISTANCE/SPEED
`TABLE BASED ON
`WIPER STATE
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`DETERMINE DISTANCE
`TO OBJECT
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`Fig. 2A
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`THAN 0 MPH?
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`DISTANCE TO OBJECT WITHIN
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`READ SENSORS
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`66
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`STOPPING DISTANCE
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`68
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`FOR SPEED?
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`VEHICLE
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`SPEED GREATER
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`THAN 20 MPH?
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`VEHICLE
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`BRAKE ON?
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`VEHICLE
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`SPEED GREATER
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`THAN 50 MPH?
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`CHANGING?
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`DEACTIVATE CIRCUIT
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` ROAD
`SPEED
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`DECREASING
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`64
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`72
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`74
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`75
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`7O
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` VEHICLE
`SPEED LESS THAN
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`35 MPH?
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`SELECT THROTTLE
`REDUCTION 7., BASED
`0N ALARM NUMBER
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`REDUCE THROTTLE
`BY SELECTED %
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`SELECT PROXIMITY
`ALARM BASED ON
`ALARM NUMBER
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`
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`POSITION
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` INCREASING
` THROTTLE
`INCREASING?
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`THROTTLE
`POSITION
`CHANGING?
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`INCREASING
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`980 a
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`3
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`US. Patent
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`Sep. 21, 1999
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`Sheet 3 0f 3
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`5,954,781
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`92
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`PSI ABOVE
`YES
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`SET POINT?
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`93
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`96
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`SOUND OVER—
`INJECTION TONE
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`80
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`ISSUE SELECTED
`PROXIMITY ALARM
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`WAIT IO SECONDS
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`ALARM=ALARM+1
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`READ SENSORS
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`READ SENSORS
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`94
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` ENGINE
`SPEED AT RPM
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`SET POINT? 95
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`SOUND UPSHIFT TONE
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`IOO
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`MANIFOLD
`PSI
`NCREASING?
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`NO
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`
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`YES
`102
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` RPM
`YES
`INCREASING?
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`SOUND OVER—
`INJECTION TONE
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`READ SENSORS
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` RPM
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`DECREASING?
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`YES
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`SOUND
`DOWNSHII-T TONE
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`I 10
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`5,954,781
`
`1
`METHOD AND APPARATUS FOR
`OPTIMIZING VEHICLE OPERATION
`
`BACKGROUND OF THE INVENTION
`1. Field of the Invention
`
`The present invention generally relates to an apparatus for
`optimizing vehicle operation and, more particularly, relates
`to a system which both notifies the driver of recommended
`corrections in vehicle operation and, under certain
`conditions, automatically initiates selected corrective action.
`2. Description of Related Art
`It has long been recognized that the improper operation of
`a vehicle may have many adverse effects. For example, the
`fuel efficiency of a vehicle may vary dramatically based
`upon how the vehicle is operated. More specifically, oper-
`ating a vehicle at excessive speed, excessive RPM and/or
`excessive manifold pressure will result in both reduced fuel
`economy and increased operating costs. The aforementioned
`increased operating costs can be quite considerable, particu-
`larly for an owner or operator of a fleet of vehicles. To
`correct these types of improper vehicle operations are often
`surprisingly simple. For example, upshifting the drive gear
`will
`typically eliminate an excessive RPM condition.
`However, even when the solution is quite simple,
`oftentimes, the driver will be unaware of the need to take
`corrective action.
`
`A variety of patents have disclosed systems, commonly
`referred to as “shift prompters”, which monitor the operation
`of a vehicle and advises the operator of the vehicle when to
`take certain actions. Numerous ones of these devices include
`
`sensors which measure engine speed and vehicle speed. See,
`for example, US. Pat. No. 4,492,112 to Igarashi et al., US.
`Pat. No. 4,631,515 to Blee et al. and US. Pat. No. 4,701,852
`to Ulveland. Certain ones, however, disclose the use of other
`types of sensors as well. For example, US. Pat. No. 4,524,
`460 to Weber is directed to a driving aid indicator which
`includes vehicle speed, manifold pressure, throttle position
`and engine speed sensors. US. Pat. No. 4,752,883 to
`Asakura et al. and US. Pat. No. 4,868,756 to Kawanabe et
`al. are directed to upshift notification devices which include
`sensors for measuring engine speed, vehicle speed, manifold
`pressure and cooling water temperature. Finally, US. Pat.
`No. 4,853,673 to Kido et al. discloses a shift
`indicator
`system which includes sensors for measuring engine speed
`and throttle position. Generally, the above-listed patents all
`provide displays intended to enable the driver to operate the
`vehicle in a manner leading to uniform performance and
`maximum fuel economy. However, Blee et al. discloses the
`use of audible warnings as well as a speed controller to
`prevent further increases in engine speed if the driver
`ignores previously issued warnings.
`Improper vehicle operation has other adverse effects as
`well. It is well known that the faster a vehicle travels, the
`longer it takes to stop. Thus, what may be a safe separation
`distance between successive vehicles when a vehicle is
`
`traveling at 35 mph may be unsafe if that vehicle is traveling
`at 50 mph. Road conditions also play a role in determining
`the safe separation distance between vehicles. For example,
`greater separation distances are generally recommended
`when roads are wet. As a result, therefore, based on the
`combination of a vehicle’s speed, the distance separating the
`vehicle from a second vehicle in front of it and road
`
`conditions, many vehicles are operated unsafely. To correct
`this situation, a reduction in operating speed, an increase in
`vehicle separation or some combination thereof, is required.
`It may be readily seen from the foregoing that it would be
`desirable to provide a system which integrates the ability to
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`issue audible warnings which advise the driver to correct
`operation of the vehicle in a manner which will enhance the
`efficient operation thereof with the ability to automatically
`take corrective action if the vehicle is being operated
`unsafely. It
`is,
`therefore,
`the object of the invention to
`provide such a system.
`
`SUMMARY OF THE INVENTION
`
`In one embodiment, the present invention is directed to an
`apparatus for optimizing operation of an engine-driven
`vehicle. The apparatus includes a processor subsystem, a
`memory subsystem, plural sensors, including road speed,
`manifold pressure and throttle position sensors, for collec-
`tively monitoring operation of the vehicle and a fuel over-
`injection notification circuit for issuing notifications that
`excessive fuel is being supplied to the engine of the vehicle.
`The processor subsystem receives data from the sensors and,
`from the received data, determines when to activate the fuel
`overinjection circuit. In one aspect thereof, the processor
`subsystem determines when road speed for the vehicle is
`increasing, determines when throttle position for the vehicle
`is increasing, compares manifold pressure and a manifold
`pressure set point stored in the memory subsystem and
`activates the fuel overinjection notification circuit if both
`road speed and throttle position for the vehicle are increas-
`ing and manifold pressure for the vehicle is above the
`manifold pressure set point.
`the sensors may include an
`In further aspects thereof,
`engine speed sensor and the processor subsystem may
`determine when road speed for the vehicle is decreasing,
`when throttle position for the vehicle is increasing, when
`manifold pressure for the vehicle is increasing, when engine
`speed for the vehicle is decreasing and may activate the fuel
`overinjection notification circuit if both throttle position and
`manifold pressure for the vehicle are increasing and road
`speed and engine speed for the vehicle are decreasing.
`In still further aspects thereof, the apparatus may also
`include an upshift notification circuit, activated by the
`processor subsystem based upon data received from the
`sensors, which issues notifications that the engine of the
`vehicle is being operated at excessive engine speeds. In this
`aspect, the processor subsystem determines when road speed
`for the vehicle is increasing, when throttle position for the
`vehicle is increasing, compares manifold pressure to a
`manifold pressure set point stored in the memory subsystem,
`compares engine speed to an RPM set point stored in the
`memory subsystem and activates the upshift notification
`circuit if both road speed and throttle position for the vehicle
`are increasing, manifold pressure for the vehicle is at or
`below the manifold pressure set point and engine speed for
`the vehicle is at or above the RPM set point.
`In still yet further aspects thereof, the apparatus may also
`include a downshift notification circuit, activated by the
`processor subsystem based upon data received from the
`sensors, which issues a notification that the engine of the
`vehicle is being operated at an insufficient engine speed. The
`processor subsystem may determine when road speed for the
`vehicle is decreasing, when throttle position for the vehicle
`is increasing, when manifold pressure for the vehicle is
`increasing, when engine speed for the vehicle is decreasing
`and may activate the downshift notification circuit if both
`road speed and engine speed are decreasing and both throttle
`position and manifold pressure for the vehicle are increas-
`ing.
`the fuel overinjection
`In still further aspects thereof,
`circuit,
`the upshift notification circuit or the downshift
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`5,954,781
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`3
`notification circuit may include a horn for issuing a tone for
`a preselected time period.
`In another embodiment, the present invention is of an
`apparatus for optimizing operation of a vehicle. The appa-
`ratus includes road speed, engine speed, manifold pressure
`and throttle position sensors, a processor subsystem coupled
`to each of the sensors to receive data therefrom and a
`memory subsystem, coupled to the processor subsystem, for
`storing a manifold pressure set point, an engine speed set
`point and present and prior levels for each one of the sensors.
`The apparatus further includes a fuel overinjection notifica-
`tion circuit, an upshift notification circuit and a downshift
`notification circuit, all of Which are coupled to the processor
`subsystem. The fuel overinjection notification circuit issues
`notifications that excessive fuel is being supplied to the
`engine of the vehicle, the upshift notification circuit issues
`notifications that the engine of the vehicle is being operated
`at an excessive engine speed and the downshift notification
`circuit issues notifications that the engine of the vehicle is
`being operated at an insufficient engine speed. Based upon
`data received from the sensors,
`the processor subsystem
`determines When to activate the fuel overinjection circuit,
`the upshift notification circuit and the downshift notification
`circuit. In one aspect thereof, the fuel overinjection circuit
`includes a first horn for issuing a first
`tone for a first
`preselected time period,
`the upshift notification circuit
`includes a second horn for issuing a second tone for a second
`preselected time period and the downshift notification circuit
`includes a third horn for issuing a third tone for a third
`preselected time period.
`In another aspect thereof, the processor subsystem may
`determine When road speed for the vehicle is increasing or
`decreasing, engine speed is increasing or decreasing, throttle
`position for the vehicle is increasing and manifold pressure
`is increasing; may compare manifold pressure to the mani-
`fold pressure set point and engine speed to the RPM set
`point; and may activate the fuel overinjection notification
`circuit if both road speed and throttle position for the vehicle
`are increasing and manifold pressure for the vehicle is above
`the manifold pressure set point or if both throttle position
`and manifold pressure for the vehicle are increasing and
`road speed and engine speed for the vehicle are decreasing,
`the upshift notification circuit if both road speed and throttle
`position for the vehicle are increasing, manifold pressure for
`the vehicle is at or below the manifold pressure set point and
`engine speed for the vehicle is at or above the RPM set point
`and the downshift notification circuit if both road speed and
`engine speed are decreasing and both throttle position and
`manifold pressure for the vehicle are increasing.
`In another aspect, the present invention is of an apparatus
`for optimizing operation of a vehicle Which includes a radar
`detector for determining a distance separating a vehicle
`having an engine and an object in front of the vehicle and at
`least one sensor for monitoring operation of the vehicle. The
`apparatus further includes a processor subsystem, a memory
`subsystem and a vehicle proximity alarm circuit. The pro-
`cessor subsystem is coupled to the radar detector and the at
`least one sensor to receive data therefrom While the memory
`subsystem, in Which a first vehicle speed/stopping distance
`table and present levels for each one of the at least one
`sensor are stored, and the vehicle proximity alarm circuit are
`coupled to the processor subsystem. Based on data received
`from the radar detector,
`the at least one sensor and the
`contents of the memory subsystem, the processor determines
`When to instruct the vehicle proximity alarm circuit to issue
`an alarm that the vehicle is too close to the object.
`In one aspect
`thereof,
`the at least one sensor further
`includes a Windshield Wiper sensor for indicating Whether a
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`4
`Windshield Wiper of the vehicle is activated and a second
`vehicle speed/stopping distance table is stored in the
`memory subsystem. In another aspect thereof, the apparatus
`further includes a throttle controller for controlling a throttle
`of the engine of the vehicle. The processor subsystem may
`selectively reduce the throttle based upon data received from
`the radar detector, the at least one sensor and the memory
`subsystem or may also count a total number of vehicle
`proximity alarms determined by the processor subsystem
`and selectively reduce the throttle based upon the total
`number of vehicle proximity alarms, as well. In yet another
`aspect thereof, the at least one sensor further includes a
`brake sensor for indicating Whether a brake system of the
`vehicle is activated.
`
`the apparatus may be further
`In other aspects thereof,
`provided With a fuel overinjection notification circuit for
`issuing a notification that excessive fuel is being supplied to
`the engine of the vehicle, an upshift notification circuit for
`issuing a notification that the engine of the vehicle is being
`operated at an excessive engine speed or a downshift noti-
`fication circuit for issuing a notification that the engine of the
`vehicle is being operated at an insufficient engine speed. If
`a fuel overinjection notification circuit
`is provided,
`the
`apparatus includes a manifold pressure sensor and a throttle
`position sensor Which also provide the processor subsystem
`With data used, together With a manifold pressure set point
`and prior levels for the sensors stored in the memory
`subsystem, to determine When to activate the fuel overin-
`jection circuit. If an upshift notification circuit is provided,
`the apparatus includes an engine speed sensor Which also
`provides the processor subsystem With data used, together
`With an RPM set point stored in the memory subsystem, to
`determine When to activate the upshift notification circuit.
`Finally, if a downshift notification circuit is provided, the
`processor subsystem determines When to activate the down-
`shift notification circuit based upon the data received from
`the plurality of sensors.
`In still another embodiment, the present invention is of an
`apparatus for optimizing operation of a vehicle Which
`includes a radar detector for determining a distance sepa-
`rating the vehicle from an object in front of it, a plurality of
`sensors,
`including a road speed sensor, an engine speed
`sensor, a manifold pressure sensor and a throttle position
`sensor, Which collectively monitor the operation of the
`vehicle, a processor subsystem, a memory subsystem, a fuel
`overinjection notification circuit for issuing notification that
`excessive fuel is being supplied to the engine of the vehicle
`and a vehicle proximity alarm circuit for issuing alarms if
`the vehicle is too close to the object. Based upon data
`received from the sensors, the processor subsystem deter-
`mines When to activate the fuel overinjection circuit. Based
`upon data received from the radar detector, the sensors and
`the memory subsystem, the processor subsystem also deter-
`mines When to activate the vehicle proximity alarm circuit.
`In one aspect of this embodiment of the invention, the
`processor subsystem determines When road speed for the
`vehicle is increasing or decreasing, When throttle position
`for the vehicle is increasing or decreasing, compares mani-
`fold pressure to a manifold pressure set point stored in the
`memory subsystem, determines When manifold pressure for
`the vehicle is increasing or decreasing and determines When
`engine speed for the vehicle is increasing or decreasing. In
`this aspect, the processor subsystem activates the fuel over-
`injection notification circuit if both road speed and throttle
`position for the vehicle are increasing and manifold pressure
`for the vehicle is above the manifold pressure set point or if
`both throttle position and manifold pressure for the vehicle
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`5,954,781
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`5
`are increasing and road speed and engine speed for the
`vehicle are decreasing.
`In a further aspect thereof, the apparatus may also include
`an upshift notification circuit for issuing notifications that
`the engine of the vehicle is being operated at an excessive
`engine speed, the processor subsystem determining when to
`activate the upshift notification circuit based upon data
`received from the sensors. In a related aspect thereof, the
`processor subsystem determines when road speed for the
`vehicle is increasing, determines when throttle position for
`the vehicle is increasing, compares manifold pressure to a
`manifold pressure set point stored in the memory subsystem
`and compares engine speed to an RPM set point stored in the
`memory subsystem. In this aspect, the processor subsystem
`activates the upshift notification circuit if both road speed
`and throttle position for the vehicle are increasing, manifold
`pressure for the vehicle is at or below the manifold pressure
`set point and engine speed for the vehicle is at or above the
`RPM set point.
`the apparatus may also
`In still another aspect thereof,
`include a downshift notification circuit for issuing a notifi-
`cation that the engine of the vehicle is being operated at an
`insufficient engine speed. In this aspect, the processor sub-
`system determines when to activate the downshift notifica-
`tion circuit based upon data received from the sensors. In a
`related aspect thereof, the processor subsystem determines
`when road speed for the vehicle is decreasing, determines
`when throttle position for the vehicle is increasing, deter-
`mines when manifold pressure for the vehicle is increasing
`and determines when engine speed for the vehicle is
`decreasing. In this aspect, the processor subsystem activates
`the downshift notification circuit if both road speed and
`engine speed are decreasing and both throttle position and
`manifold pressure for the vehicle are increasing.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The present invention may be better understood, and its
`numerous objects, features and advantages will become
`apparent
`to those skilled in the art by reference to the
`accompanying drawing, in which:
`FIG. 1 is a block diagram of an apparatus for optimizing
`vehicle performance constructed in accordance with the
`teachings of the present invention; and
`FIGS. 2A—B is a flow chart of a method for optimizing
`vehicle performance in accordance with the teachings of the
`present invention.
`
`DETAILED DESCRIPTION
`
`to FIG. 1, a system 10 for optimizing
`Referring first
`vehicle performance constructed in accordance with the
`teachings of the present invention will now be described in
`greater detail. The system 10 includes a processor subsystem
`12, for example, a microprocessor, and a memory subsystem
`14, for example, the memory subsystem 14 may include a
`nonvolatile random access memory (or “NVRAM”),
`coupled together by a bus 16 for bi-directional exchanges of
`address, data and control signals therebetween. The system
`10 is installed in a vehicle (not shown) for which optimized
`performance and driver assist capabilities are desired.
`Although it is contemplated that the system 10 is suitable for
`use with any type vehicle, most commonly, the system 10
`shall be installed in a truck.
`
`Also coupled to the processor subsystem 12 are a series of
`sensors, each of which are periodically polled by the pro-
`cessor subsystem 12, to determine the respective states or
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`6
`levels thereof. The sensors include a road speed sensor 18,
`an RPM sensor 20, a manifold pressure sensor 22, a throttle
`sensor 24, a windshield wiper sensor 30 and a brake sensor
`32. The sensors are selected to be either state or level
`sensors, depending on whether the information to be col-
`lected thereby is a state, i.e., on/off or a level, for example,
`35 mph. The road speed sensor 18 and the RPM sensor 20
`are level sensors which respectively provide the processor
`subsystem 12 with signals which indicate the operating
`speed and engine speed for the vehicle. The road speed
`sensor 18 and the RPM sensor 20 may derive such infor-
`mation from any one of a variety of sources. For example,
`the road speed sensor 18 may be connected to receive the
`speed input signal transmitted to the vehicle’s speedometer
`while the RPM sensor 20 may be connected to receive the
`RPM input signal to the vehicle’s tachometer.
`The manifold pressure sensor 22 is a level sensor which
`is positioned downstream of the throttle valve in the intake
`manifold of the vehicle to measure manifold pressure
`thereat. The throttle sensor 24 is a level sensor, attached to
`the throttle, which measures the extent to which the throttle
`is opened. The windshield wiper sensor 30 is a state sensor
`which determines whether the vehicle’s windshield wipers
`are on or off. In alternate embodiments thereof, the wind-
`shield wiper sensor 30 may be electrically coupled to the
`on/off switch for the windshield wiper or to an output of the
`windshield wiper motor. Finally, the brake sensor 32 is a
`state sensor which determines whether the brakes of the
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`vehicle have been engaged. For example, the brake sensor
`32 may be electrically coupled to the brake system to detect
`the activation thereof.
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`Preferably, the memory subsystem 14 should include first
`and second registers 14a and 14b, each having sufficient bits
`for holding the state/level of each of the sensors 18, 20, 22,
`24, 30 and 32. The first register 14a is used to hold the
`present state or level of each of the sensors 18, 20, 22, 24,
`30 and 32 while the second register 14b is used to hold the
`prior state or level for each of the sensors 18, 20, 22, 24, 30
`and 32. Each time the processor subsystem 12 writes the
`present state or level of the sensors 18, 20, 22, 24, 30 and 32
`to the first register 14a, the prior contents of the first register
`14a is written to the second register 14b which, in turn,
`discards the prior content thereof. The memory subsystem
`14 is also used to hold information to be utilized by the
`processor subsystem 12 to determining whether to take
`corrective actions and/or issue notifications. Typically, such
`information is placed in the memory subsystem 14 while the
`system 10 is being initialized. The information includes one
`or more speed/distance tables which, when used in a manner
`which will be more fully described below in combination
`with data collected by the system 10, enable the processor
`subsystem 12 to determine if the vehicle is being operated
`unsafely and if corrective action is necessary. Speed/
`stopping distance table. The information also includes two
`pre-set threshold values—a manifold psi set point and an
`engine RPM set point. As will also be more fully described
`below,
`the processor subsystem 12 uses these threshold
`values to determine when to issue notifications as to rec-
`
`ommended changes in vehicle operation which, when
`executed by the driver, will optimize vehicle operation. The
`speed/stopping distance table(s) are based upon National
`Safety Council guidelines, vary according to the class of the
`vehicle and provide the relationship between the speed at
`which a vehicle is travelling and the distance which the
`vehicle will require to come to a complete stop if travelling
`at that speed. The manifold psi set point and RPM set point
`are selected based upon the manufacturer’s guidelines for
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`5,954,781
`
`7
`proper operation of the vehicle, vary based upon horsepower
`and engine size for the vehicle and represent thresholds
`above which the manifold pressure and engine rotation
`speed, respectively, for the vehicle should never exceed.
`The system 10 also includes a throttle controller 26
`capable of opening and/or closing the throttle, a radar
`detector 28 positioned to determine the distance separating
`the vehicle and an object in front of the vehicle, for example,
`a second vehicle travelling in the same direction, a series of
`circuits 34, 36, 38 and 40 for notifying the driver of the
`vehicle of recommended corrections in vehicle operation
`and alerting the driver to unsafe operating conditions and a
`power supply, for example a +12 v battery, for providing
`power to the energy-demanding components of the system
`10. The circuits 34, 36, 38 and 40 include an upshift
`notification circuit 34 for notifying the driver that an upshift
`is recommended, a downshift notification circuit 36 for
`notifying the driver that a downshift is recommended, an
`overinjection notification circuit 38 for notifying the driver
`that too much fuel is being supplied to the vehicle and a
`vehicle proximity alarm circuit 40 for alerting the driver
`when an object in front of the vehicle is too close. The
`circuits 34, 36 and 38 may be configured to provide visual
`and/or audible notifications, for example, using lights and/or
`horns. For example, the upshift circuit 34, the downshift
`notification circuit 36 and the overinjection notification
`circuit 38 may each include a horn, or other tone generating
`device, from which an audible notification may be generated
`at a selected pitch. Preferably, each of the notification
`circuits 34, 36 and 38 may be configured to provide distinct
`audible notifications, for example, tones at distinct pitches,
`so that
`the driver may readily distinguish which of the
`notification circuits 34, 36 and 38 have been activated by the
`processor subsystem 12. The proximity alarm circuit 40 may
`include one or more visual and/or audible warning devices
`such as lights and/or horns. For example,
`the proximity
`alarm circuit 40 may include a warning light and a warning
`horn. If desired, the proximity alarm circuit may also include
`a display for displaying the speed of the object
`in the
`vehicle’s path and/or the stopping distance in feet. The
`proximity alarm circuit 40 may be further equipped to
`provide audible indications of the speed of the object in the
`vehicle’s path and/or the stopping distance in feed as well as
`selector circuitry for selecting both the information to be
`provided as well as the manner in which the information is
`to be conveyed.
`Finally, the processor subsystem 12 is further provided
`with one or more mode select input lines which enable
`operator configuration of the operation of the system 10. For
`example, as described herein,
`the corrective operations
`consist of the combination of an automatic reduction of
`
`the vehicle is being
`throttle and audio/visual alerts that
`operated unsafely. It is specifically contemplated, however,
`that the system 10 include a mode select line for switching
`the system 10 between an “active” mode where both auto-
`matic throttle reduction and audio/visual alerts are generated
`and an “inactive” mode where only audio/visual alerts are
`generated.
`Referring next to FIGS. 2A—B, a method for optimizing
`vehicle performance in accordance with the teachings of the
`present invention will now be described in greater detail.
`The method commences by powering up the processor
`subsystem 12, for example, by closing switch 42, thereby
`coupling the processor subsystem 12 to the power source 44
`via line 43. Alternately, the processor subsystem 12 may be
`connected to the electrical system of the vehicle such that it
`will automatically power up when the vehicle is started. Of
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`course, any of the other devices which also form part of the
`system 10 and require power may also be coupled to the line
`43. Appropriate voltage levels for the processor subsystem
`12, as well as any additional power-demanding devices
`coupled to the power source 44, would be provided by
`voltage divider circuitry (not shown).
`Once the system 10 is powered up, the method begins at
`step 50 by the processor subsystem 12 polling the road speed
`sensor 18, the RPM sensor 20, the manifold pressure sensor
`22, the throttle sensor 24, the windshield wiper sensor 30
`and the brake sensor 32 to determine their respective levels
`or states and places the acquired information in the first data
`register 14a. Of course, it should be noted, however, that
`polling of the sensors by the processor subsystem 12 is but
`one technique by which the processor subsystem 12 may
`acquire the requisite information. Alternately, each sensor
`20, 22, 24, 30 and 32 may periodically place its level or state
`in one or more bits of the first data register 14a. The
`processor subsystem 12 would then acquire information by
`checking the contents of the first data register 14a at selected
`time intervals.
`
`Proceeding to step 52, the processor subsystem 12 exam-
`ines the contents of the first data register 14a to determine
`the operating speed of the vehicle. If the processor sub-
`system 12 determines that the vehicle is stationary, i.e., the
`operating speed of the vehicle is zero, the processor sub-
`system 12 will return to step 50 where the road speed sensor
`18, the RPM sensor 20, the manifold pressure sensor 22, the
`throttle sensor 24, the windshield wiper sensor 30 and the
`brake sensor 32 will be repeatedly polled until an operating
`speed greater than zero is detected at step 52. While polling
`may be conducted at a variety of time intervals, a polling
`period of one second appears suitable for the uses contem-
`plated herein.
`Returning to step 52, once an operating speed greater than
`zero is detected by the processor subsystem 12, the method
`proceeds to step 54 where the processor subsystem 12 again
`polls the operating speed sensor 18, the RPM sensor 20, the
`manifold pressure sensor 22,
`the throttle sensor 24,
`the
`windshield wiper sensor 30 and the brake sensor 32,
`to
`determine their respective levels or states and places the
`acquired information in the first data register 14a. In turn,
`the contents of the first data register 14a is placed in the
`second data register 14b.
`Proceeding now to step 56, from the polled value of the
`road speed sensor 18,
`the processor subsystem 12 deter-
`mines whether the vehicle is travelling faster than 20 mph.
`If the operating speed of the vehicle is less than 20 mph, the
`method returns to step 54 where the sensors 18, 20, 22, 24,
`30 and 32 will be repeatedly polled and the value of the road
`speed sensor examined until the processor subsystem 12
`determines that the vehicle is travelling faster than 20 mph.
`If, however, the processor subsystem 12 determines that the
`vehicle is travelling faster than 20 mph, the method proceeds
`to step 58 where the processor subsystem 12 then determines
`if the vehicle is travelling faster than 50 mph, again by
`checking the contents of the first data register 14a.
`Past this juncture, the method of the present invention will
`proceed through a series of steps designed to optimize
`vehicle operation. However, prior to optimizing vehicle
`operation, the processor subsystem 12 will determine if the
`vehicle is being operated unsafely. If so,
`the processor
`subsystem 12 will initiate corrective operations before com-
`mencing vehicle operation optimization. More specifically,
`if the processor subsystem 12 determines at step 58 that the
`vehicle is travelling at a speed greater than 50 mph, the
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`processor subsystem 12 will initiate a process by which it
`will determine whether the vehicle is being operated
`unsafely.
`The processor subsystem 12 determines that the vehicle is
`being operated unsafely if the speed of the vehicle is such
`that the stopping distance for the vehicle d is greater than the
`distance separating the vehicle from an objec