Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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TITLE: System and Method for Automatically Turning Off a Vehicle
FIELD OF THE INVENTION
The invention relates to a system and method for automatically turning off a
vehicle.
BACKGROUND OF THE INVENTION
Over the last couple of years it has been recognized that fossil fuel prices
have been
increasing. Not only have the prices increased, record breaking prices have
been
flagged and there are no signs of the prices to significantly reduce. As a
result,
transportation companies or companies that have fleet vehicles running on
fossil fuel
have been experiencing a dramatic increase in their spending for fuel. In
consequence, these companies are trying to find ways of reducing their fuel
consumption for making transportation more viable.
There are not only financial incentives for reducing fuel consumption but also
environmental incentives. Transport companies with an environmental conscience
are also willing to find ways for reducing carbon dioxide gas emissions
produced by
the burning of fossil fuel.
A recognized way of reducing fuel consumption is to turn off an engine when
the
vehicle is running on idle. However, manually turning off the engine requires
a driver
of the vehicle to be disciplined. Turning off the engine may seem cumbersome
to a
driver and the trouble of turning off the engine every time it is running on
idle may
seem as a futile effort to the driver. This is furthermore the case when the
driver is
employed by a company and is not required himself to pay for the fuel.
The companies absorbing fuel cost would however see a benefit if the drivers
would
cooperate in turning their vehicle engines off when running on idle.
In US Patent 5,610,814, Sugioka et al. describe a control apparatus for
automatically
turning off an electric vehicle such as an electric motor bicycle. Several
embodiments
of the control apparatus are presented, all having in common the detection of
the
absence of a driver. More particularly, one embodiment presents a way off
automatically turning off the electric motor when the absence of a driver is
sensed for
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a certain period of time. Several sensors may be used for sensing the absence
of the
driver, according to an embodiment, a sensor is placed in a driver seat of the
vehicle.
According to another embodiment, a sensor is placed on a floor of the vehicle
for
sensing the absence of the driver.
In the case of fleet vehicles, the driver may still be present in the vehicle
and yet the
vehicle may be running on idle. Therefore a way to automatically turning off
an
engine of an idle vehicle when the driver is present would be beneficial, so
as to
reduce fuel consumption and environmental detriments while running on idle.
SUMMARY OF THE INVENTION
The present invention relates to a system and method for automatically turning
off a
vehicle. More particularly, the present invention relates to a system and
method for
automatically turning off a vehicle on idle when a driver is present in the
vehicle.
According to an embodiment of the present invention, the system comprises a
controller module that is adapted to activate an engine cutoff module. The
controller
module is adapted to activate the engine cutoff module only under given
circumstances. The controller module is therefore adapted to identify at least
one
predetermined given circumstance under which the engine should be cutoff. For
doing so, the controller module is in communication with a set of sensors and
detectors.
In more detail, the controller module is in communication with at least one
presence
sensor and at least one stationary state detector. The presence sensor is
adapted to
sense if the driver is present in the vehicle. On the other hand, the
stationary state
detector is adapted to detect if the vehicle is in movement or if the vehicle
is
stationary. Based on the input from the presence sensor and the stationary
state
detector, the controller module is adapted to decide if the engine should be
turned off
or not.
According to an embodiment, the predetermined given circumstance under which
the
controller module would decide to turn off the engine is when a presence is
sensed in
the vehicle and when the vehicle is stationary for a certain period of time.
The
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present invention proposes several ways of sensing the presence of the driver
in the
vehicle such as, sensing a weight on a seat, sensing a fastened seat belt,
sensing an
activated brake or sensing an activated hand brake, etc. Moreover, the present
invention also proposes several ways of detecting a stationary state, such as,
reading a speed of the vehicle and for which the speed of the vehicle is below
a
given threshold.
According to another embodiment, the present invention also describes a method
for
automatically turning off a vehicle. The method comprises detecting a
stationary
state, sensing a presence of a driver and activating an engine cutoff for
turning off an
engine of the vehicle. Furthermore, detecting a stationary state comprises
monitoring
a vehicle speed, measuring a period and identifying a period. According to an
embodiment, a stationary state is detected when the speed of the vehicle is
below a
predetermined speed threshold for a period of time that is above a
predetermined
period threshold.
BRIEF DESCRIPTION OF THE DRAWINGS
For a better understanding of embodiments of the system and method described
herein, and to show more clearly how they may be carried into effect,
reference will
be made by way of example, to the accompanying drawings in which:
Fig 1 depicts a block diagram of a system according to an embodiment of the
present
invention;
Fig 2 depicts a block diagram of a presence sensor of the system according to
an
embodiment of the present invention;
Fig 3 depicts a block diagram of a stationary state detector of the system
according
to an embodiment of the present invention;
Fig 4 depicts a block diagram of a speed reader of the system according to an
embodiment of the present invention;
Fig 5 depicts a workflow diagram of a method according to an embodiment of the
present invention; and
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Fig 6 depicts a workflow diagram of a method according to an embodiment of the
present invention.
DETAILED DESCRIPTION OF THE INVENTION
The present invention relates to a system and method for automatically turning
off a
vehicle. More particularly, the present invention relates to a system and
method for
automatically turning off an idle vehicle when a driver is present in the
vehicle. The
present invention is applicable to any type of vehicle that uses a source of
energy to
function such as fuel engine vehicles, electrical vehicles, etc. Moreover, the
present
invention is applicable to passenger vehicles, merchandise transport vehicles,
agriculture equipment vehicles, recreational vehicles, etc.
The aim of the present invention is to provide a way to automatically turn off
the
engine of the vehicle when the vehicle is running on idle for a certain time,
even
when a driver is present. The idea behind this is to reduce fuel consumption
of
vehicles for which drivers do not have the discipline to manually turn off the
engine of
the vehicle when it's running on idle for a certain time.
Presented in Fig 1 is a generalized view of the system 100 comprising a
presence
sensor 102, a stationary state detector 104 and a timer 106 that all are
adapted to
communicate readings to a controller 108. Based on the readings, the
controller 108
in turn is adapted to activate an engine cutoff 110. The activation of the
engine cutoff
110 results in turning off an engine of the vehicle.
However, before the controller 108 proceeds to the activation of the engine
cutoff
110, certain conditions must be reached. One of the conditions requires that
the
presence sensor 102 senses the presence of the driver. Another condition
requires
that the stationary state detector 104 detects that the vehicle is stationary.
In addition
to this, another condition requires that the timer 106 measures a stationary
state
period that is greater than a predetermined threshold period.
A skilled reader will understand that the predetermined threshold period is
variable.
A user may set the threshold period to a desired period. Moreover, depending
on the
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type of presence sensor 102 through which a presence is sensed, the
predetermined
threshold period is variable.
According to an embodiment of the present invention, the modules are connected
to
each other through a wired link and communicate with each other according to a
5 communication protocol. There are however other possible ways of providing
communication between the modules. In an alternate embodiment, the modules are
connectable through a wireless link.
According to an embodiment, a bidirectional communication is established
between
the controller 108 and at least one peripheral module 112 (presence sensor
102, the
stationary state detector 104 and the timer 106). As a result, the
bidirectional
communication allows the controller 108 to request a reading from at least one
peripheral module 112. Moreover, the bidirectional communication allows at
least
one peripheral module 112 to send the requested reading to the controller 108.
According to another embodiment, a unidirectional communication is established
between the controller 108 and at least one peripheral module 112. In this
case,
once a communication has been established between the controller 108 and one
of
the a least one the peripheral module 112, the peripheral module 112
periodically
sends a reading to the controller 108.
It is also possible for the controller 108 and the peripheral modules 112 to
be
adapted for handling a combination of unidirectional communication and
bidirectional
communication.
Further presented in Fig. 1, according to an embodiment of the present
invention, a
unidirectional communication is established between the engine cutoff 110 and
the
controller 108. The controller 108 is adapted to send an activation
instruction to the
engine cutoff 110 once the controller 108 establishes that the conditions for
the
turning off the engine of the vehicle are met.
Alternatively, the controller 108 and the engine cutoff 110 are adapted to
handle a
bidirectional communication. In this case, in addition to provide the
communication
means for the controller 108 to send an instruction to the engine cutoff 110,
the
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engine cutoff 110 is given the communication means to send an acknowledgement
to
the controller 108.
Presented in Fig 2 is a presence sensor 102 comprising at least one type of
sensor
for sensing the presence of the driver. According to an embodiment of the
present
invention, the presence sensor 102 comprises a seat sensor 200. The seat
sensor
200 is adapted to sense a weight on a driver's seat or a certain pressure on
the
driver's seat. As a result, when the driver is present, the seat sensor 200
senses that
the driver is present through the measured weight or the pressure exerted on
the
seat by the seated driver.
According to an embodiment, a minimum weight threshold is predetermined to
disregard a measured weight on the driver's seat that is lower than a possible
driver's
weight. In this case, lighter objects left on the driver's seat such as boxes
or animals
would not trigger the seat sensor 200.
In another embodiment, the presence sensor 102 comprises a seat belt fastened
sensor 202. The seat belt fastened sensor 202 is adapted to sense the presence
of
the driver through a fastened seat belt. The seat belt fastened sensor 202 is
located
in the seat belt buckling system.
In yet another embodiment, the presence sensor 102 comprises an activated
brake
sensor 204. The activated brake sensor 204 senses the presence of the driver
as the
brake pedal is activated by the driver. The brake sensor 204 is located in the
braking
system of the vehicle.
In an alternate embodiment, the presence sensor 102 comprises a door sensor
206.
The door sensor 206 is adapted to sense if a door has been opened or not.
Under
certain conditions, once a door sensor 206 senses that the driver's door has
been
opened, the controller 108 is adapted to recognize that the driver has left
the vehicle.
However, again under certain conditions, if the door sensor 206 has not sensed
that
the driver's door has been opened, the controller 108 is adapted to assume
that the
driver is still present in the vehicle. The door sensor 206 is located in the
driver's
doorframe.
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Various types of presence sensors 102 have been described, it will be apparent
to
the versed reader that there are other types of presence sensors 102 that
would also
be appropriate for sensing the presence of the driver, such as heat sensors,
steering
wheel pressure sensors, floor pressure sensors, etc. All these sensors are
usable
either alone, in multiple sets or in combination with other types of sensors.
In the case contradictory readings are taken by a plurality of sensor types,
the
presence sensor 102 or the controller 108 is adapted to apply a prioritization
rule for
prioritizing a predetermined sensor type. According to an embodiment, the
prioritization rule consists of associating a set of points to a given sensor
type
depending on its estimated level of accuracy.
For example, if it is considered that the seat sensor 200 is the most accurate
sensor,
ten points will be associated to the readings of this type of sensor, however
only five
points will be associated to the readings of the door sensor 206. In this case
if there
is a contradictory reading between an equal number of seat sensors 200 and
door
sensors 206, it is the readings of the seat sensors 200 that will be
considered. On the
other hand, if there is more than double of door sensors 206 in comparison
with seat
sensors 200, and all door sensors 206 have the same reading, it is the
readings of
the door sensors 206 that will be considered.
In an alternative embodiment, the presence sensor 102 or the controller 108 is
adapted to apply a majority rule for considering readings returned by the
majority of
the sensors. For example, if there are three sensors that have a same reading
and
two sensors that have a same contradicting reading, it is the readings of the
three
sensors that have the same reading that will be considered.
Similarly, in the case contradictory readings are taken by a plurality of
presence
sensors 102, the controller 108 is adapted to apply a prioritization rule for
prioritizing
the presence sensor 102. Alternatively, the controller 108 is also adapted to
apply a
majority rule for considering the readings returned by the majority of the
presence
sensors 102.
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Now turning to Fig 3, it is shown that the stationary state detector 104
comprises at
least one type of stationary state detector 104 for detecting a stationary
state of the
vehicle. The stationary state detector is adapted to make readings of
indicators that
are useful for determining if a vehicle is in the stationary state or not. The
controller
108 will consider the vehicle to be in the stationary state when a reading
taken from
the stationary state detector 104 characterizes the stationary state of the
vehicle.
According to an embodiment, the controller 108 considers the vehicle to be in
the
stationary state when the speed of the vehicle is below a predetermined speed
threshold. For doing this, the stationary state detector 104 comprises a speed
reader
300 which is adapted to continuously or iteratively read the speed of the
vehicle.
According to another embodiment, the controller 108 considers the vehicle to
be in
the stationary state when a positioning system indicates, during a given
period of
time, a variation in the position that is below a predetermined threshold. For
doing
this, the stationary state detector 104 comprises a GPS (Global Positioning
System)
302 receiver that is adapted to iteratively compute the position of the
vehicle.
According to yet another embodiment, the controller 108 considers the vehicle
to be
in the stationary state when a hand brake is activated. For doing this, the
stationary
state detector 104 comprises a hand brake sensor 304 adapted to indicate when
the
hand brake is activated. The hand brake sensor 304 is located in a hand
braking
system.
In addition to this, the stationary state detector 104 comprises also other
types of
detectors that are used alone or in combination with other types of detectors
such as
a wheel movement detector, a neutral gear detector, a park position detector,
etc. All
these detectors are usable either alone, in multiple sets or in combination
with other
types of detectors.
For example, according to an embodiment of the present invention, the
controller 108
considers the vehicle to be in the stationary state when the stationary state
detector
104 identifies the stationary state in conjunction with a deactivated brake
pedal. In
this case, even though the vehicle is essentially in the stationary state, if
the brake
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pedal is activated the controller 108 disregards the stationary state. This
prevents
among others the vehicle from being turned off when the vehicle is temporarily
stopped at a red light or so.
In the case contradictory readings are taken by a plurality of detector types,
the
stationary state detector 104 or the controller 108 is adapted to apply a
prioritization
rule for prioritizing a detector type. According to an embodiment, the
prioritization rule
consists of associating a set of points to a given detector type depending on
its
estimated level of accuracy.
For example, if it is considered that the speed reader 300 is the most
accurate
detector, ten points will be associated to the readings of this type of
detector,
however only five points will be associated to the readings of the hand brake
sensor
304. In this case if there is a contradictory reading between an equal number
of
speed readers 300 and hand brake sensors 304, it is the readings of the speed
readers 300 that will be considered. On the other hand, if there is more than
double
of hand brake sensors 304 in comparison with speed readers 300, and all hand
brake sensors 304 have the same reading, it is the readings of the speed
readers
300 that will be considered.
In an alternate embodiment, the stationary state detector 104 or the
controller 108 is
adapted to apply a majority rule for considering readings returned by the
majority of
the detector types. For example, if there are three detector types that have
the same
reading and two detector types that have the same contradicting reading, it is
the
readings of the three sensor types that will be considered.
In a similar way, in the case of contradictory readings that are taken by a
plurality of
stationary state detectors 104, the controller 108 is adapted to apply the
prioritization
rule for prioritizing the stationary state detector 104. Alternatively, the
controller 108
is also adapted to apply the majority rule for considering the readings
returned by the
majority of the stationary state detectors 104.
Returning to the speed reader 300 that is adapted to read the speed of the
vehicle,
the stationary state detector 104 comprises various forms of speed readers
300. Just
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to name a few, presented in Fig 4 are some types of speed readers 300 that are
used by the system 100. The speed reader 300 comprises a speedometer 400,
which is conventionally available in a vehicle. Alternatively, the speed
reader 300
comprises a speed calculating GPS 402 receiver.
5 This system 100 is adapted to be installed in the vehicle during its
manufacture. It is
as well adapted to be retrofitted in the vehicle as an addition by any person
having
the ability to install the system 100. For instance, the system 100 is adapted
to be
installed in the vehicle by a service provider, by a vehicle owner, by a
mechanic, etc.
Presented in Fig 5 and Fig 6 is a workflow flowchart that describes a method
500 for
10 turning off the engine of the vehicle. It is however according to certain
conditions that
the method 500 provides for turning off the engine of the vehicle. To verify
if the
conditions are met, the method comprises several verification steps that are
further
processed by the controller 108, such as concurrently presented in Fig. 1. The
method 500 comprises steps for detecting the stationary state (DSS) 503 of the
vehicle through the use of the stationary state detector 104. Moreover the
method
500 comprises steps for sensing the presence of the driver (SPD) 507 through
the
use of the presence sensor 102. In addition to this, the method 500 further
comprises steps for identifying the stationary state period (ISSP) 509 thanks
to the
timer 106. Furthermore, the method 500 comprises steps for activating the
engine
cutoff (AEC) 513.
Presented in Fig 5 and concurrently presented in Fig 1, according to an
embodiment,
detecting the stationary state (DSS) 503 of the vehicle is done by the
stationary state
detector 104. The stationary state detector 104 is adapted to monitor the
speed of a
running vehicle, this is done through a monitoring speed step 504. The speed
of the
vehicle is then indicated as being greater or lower than the speed threshold
through
an indicating speed step 506. The indicating speed step 506 compares the speed
with the speed threshold and indicates if the actual speed of the vehicle is
greater or
lower than the predetermined speed threshold. Accordingly, the stationary
state is
detected if the indicating speed step 506 indicates that the actual speed of
the
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vehicle is lower than the predetermined speed threshold. The speed threshold
is
either a halt or at least close enough to a halt.
Further presented in Fig 5, according to another embodiment, once it has been
established that the stationary state is detected, sensing the presence of the
driver
(SPD) 507 is done by the presence sensor 102 such as concurrently presented in
Fig
1. The presence sensor 102 senses the presence of the driver through a
checking
driver presence step 508. If, in a previous iteration for the same stationary
state, it
was sensed that the driver was present then the checking driver presence 508
is by-
passed. On the other hand, if the driver presence was not previously sensed
and at
this iteration there still isn't a present driver another iteration of the
method 500 is
then reinitiated.
However, as presented in Fig 6, once it has been established that the driver
is
present, identifying a stationary state period (ISSP) 509 is done through a
measuring
of a period step 510. As concurrently presented in Fig.1, the measuring of a
period
step 510 is done by the timer 106, accordingly at this step the timer 106 is
stared. If
however the timer was previously started for the same detected stationary
state the
starting of the timer 510 is by-passed and the method 500 directly does a
comparing
period step 512. The comparing period step 512 verifies if the stationary
state period
is greater than the predetermined period threshold.
Further presented in Fig 6 and concurrently presented in Fig 1, according to
an
additional embodiment, if the stationary state period is greater than the
predetermined period threshold, activating the engine cutoff (AEC) 513 is
done. The
controller 108 at this point activates the engine cutoff 110, basically the
engine of the
vehicle is turned off through a cutoff engine step 514. On the other hand, if
the
predetermined period threshold is not reached, another iteration of the method
500 is
then reinitiated.
According to an embodiment, following the cutoff engine step 514 the driver
presence flag is deactivated through a resetting driver presence step 516. In
the
same way, following the indicating speed step 506, when it is found that the
speed of
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the vehicle is greater than the speed threshold the driver presence flag is
deactivated
through the resetting driver presence step 516. The driver presence flag must
be
deactivated to assure consistency in the method 500, so as the driver presence
sensed during a previously detected stationary state is not confused with a
future
detected stationary state.
Moreover, according to another embodiment, following the cutoff engine step
514, a
resetting timer step 518 is done. This is done to assure consistency in the
method
500, so as the next stationary state period will be properly timed.
In addition to this, it is possible that a waiting step 520 is required in the
method at
each iteration for allowing a given time to pass before proceeding with
another
iteration of checks.
It will furthermore be apparent to a reader versed in the art that the
detecting a
stationary state and the sensing presence of driver are interchangeable.
Moreover, it
will also be apparent that the sensing presence of driver and the identifying
stationary state period are interchangeable as well. In addition to this, it
will be
apparent that the steps herein described are interchangeable and other
additional
steps are insertable.
The present system and method for turning off a vehicle have been described
with
regard to various possible embodiments. The description as much as the
drawings
were intended to help the understanding of the method and apparatus for
turning off
a vehicle, rather than to limit their scope. Various modifications may be made
to the
present invention without departing from the scope of protection sought in
accordance with the appended claims.
