Auxiliary system for vehicle

Abstract

A vehicle assistance system includes an imager coupled to a vehicle body. The imager is configured to capture a vehicle environment, and the GPS processor is configured to detect a geographic location of the vehicle. The vehicle assistance system also includes a controller storing vehicle data and a taxiing procedure. A controller is communicatively coupled to the imager and the GPS processor and is configured to detect a trigger event. In response to the trigger event, the controller is configured to perform a coasting procedure based on the vehicle data, the vehicle environment from the imager, and the geographic location of the vehicle.

Description

Technical Field

[0001] The present invention generally relates to an assistance system for a vehicle. Background Art

[0002] The information provided in this section is for the purpose of generally presenting the background of the present disclosure. To the extent described in this section, the work of the presently named inventors, as well as aspects of the description that may not qualify as prior art at the time of filing, are neither explicitly nor implicitly admitted to be prior art with respect to the present disclosure.

[0003] Vehicles utilize various navigation and telecommunication systems to route the vehicle during operation. Such systems can track the location of the vehicle and provide feedback to the driver regarding the vehicle's surroundings. Vehicles are also typically equipped with a user interface that communicates information about the vehicle to the driver or other occupants. For example, a user interface can notify the driver of a change in tire pressure or a recommended oil change. While conventional vehicle systems provide information to the driver, conventional systems typically do not perform actions in response to maintenance notifications.

[0004] Other conventional systems provide communication capabilities between telecommunication systems and external providers. For example, in response to a maintenance notification, a driver may use a telecommunication system to contact an external provider to request maintenance for the vehicle. In the event of an emergency maintenance requirement, the driver may pull the vehicle off a main road to contact a maintenance provider for assistance. Conventional telecommunication systems are typically responsive to input from the driver or occupants, but rarely operate independently of driver intervention. Summary of the invention

[0005] In one configuration, an assistance system for a vehicle includes a sensor coupled to a vehicle body. The sensor is configured to detect objects in an environment near the vehicle. A GPS processor is configured to transmit a geographic location of the vehicle, and a controller is communicatively coupled to the sensor and the GPS processor. The controller stores vehicle data and a glide program, the glide program including a stop position, a maintenance position, and a maintenance perimeter. The controller is configured to receive a signal corresponding to a triggering event from the sensor, and in response to the triggering event, execute the glide program based on the vehicle data. The assistance system also includes a communication server communicatively coupled to the controller via a network. The controller is configured to send a signal to the communication server in response to the triggering event, and the communication server is configured to communicate the glide program with an occupant of the vehicle.

[0006] In some aspects, the assistance system may include a display device communicatively coupled to the controller. The controller may be configured to display a glide program on the display. The glide program may include an available glide range for the vehicle. In some examples, the controller may be configured to identify a triggering event as at least one of an electrical event and a mechanical event. The electrical event may include a thermal runaway event. The controller may send the vehicle to a stop position and a maintenance position within a maintenance perimeter. The GPS processor may store environmental information, including road slope, road curvature, and building locations. The controller may be configured to adjust the glide program in response to environmental information received from the GPS processor. Optionally, the sensor may include at least one of an imager, a proximity sensor, and a lidar sensor.

[0007] In another configuration, a vehicle assistance system includes an imager coupled to a vehicle body. The imager is configured to capture a vehicle environment, and a GPS processor is configured to detect a geographic location of the vehicle. The vehicle assistance system also includes a controller storing vehicle data and a glide program. The controller is communicatively coupled to the imager and the GPS processor and configured to detect a triggering event. In response to the triggering event, the controller is configured to execute a glide program based on the vehicle data, the vehicle environment from the imager, and the geographic location of the vehicle.

[0008] In some examples, the glide program may include a stop position, a maintenance position, and a maintenance perimeter. The controller may be configured to identify the maintenance perimeter based on the geographic location of the vehicle and the vehicle environment. The GPS processor may store environmental information including road slope, road curvature, and building location, and the controller may be configured to determine the glide range based on the environmental information from the GPS processor. The controller may be configured to update the glide program based on the building location received from the GPS processor. In some examples, the controller may be configured to receive the vehicle environment from the imager, and may be configured to adjust the glide program in response to the vehicle environment. The controller may be configured to change the vehicle route during the glide program to maximize the glide range in response to the road slope. In other aspects, the vehicle assistance system may include a communication server that may be coupled to the controller via network communication. The controller may be configured to send a signal to the communication server in response to a triggering event, and the communication server may be configured to communicate the glide program with the occupant.

[0009] In yet another configuration, an assistance system for a vehicle includes an imager coupled to a vehicle body. The imager is configured to capture a vehicle environment, and a GPS processor is configured to detect a geographic location of the vehicle and store environmental information including a road grade and a road curvature. A controller is communicatively coupled to the imager and the GPS processor and is configured to determine a taxi route and a maintenance perimeter based on the vehicle environment received from the imager and the environmental information received from the GPS processor in response to a trigger event detected by the imager.

[0010] In some aspects, the controller can be configured to adjust the taxi route based on sensor data from the imager and GPS data from the GPS processor. The auxiliary system can include a maintenance port, and the controller can be configured to define a maintenance perimeter for the taxi procedure based on the location of the maintenance port. The taxi procedure can store the maintenance location as the maintenance port being clear of obstacles. Optionally, the triggering event can be a loss of propulsion. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings described herein are for illustrative purposes only of selected configurations and are not intended to limit the scope of the present disclosure.

[0012] Figure 1A is a perspective schematic diagram of a vehicle in communication with a network according to the present disclosure;

[0013] Figure 1B A sensor and a display device according to the present disclosure are provided. Figure 1A A partial perspective view of the interior of a vehicle;

[0014] Figure 2 is a functional block diagram of an example assistance system providing communications between a controller, a GPS processor, sensors, and a network according to the present disclosure;

[0015] Figure 3 is a functional block diagram of an example taxi procedure for an assistance system in communication with a GPS processor and a network according to the present disclosure;

[0016] Figure 4 is a perspective view of a vehicle positioned at a predetermined distance from an obstacle in accordance with the present disclosure;

[0017] Figure 5 is an example method of determining a taxi procedure according to the present disclosure;

[0018] Figure 6 is an example method of determining a taxi route according to the present disclosure;

[0019] Figure 7 is an example method of determining available glide range and pull-over position according to the present disclosure;

[0020] Figure 8 is a schematic diagram of a vehicle in a service position according to the present disclosure; and

[0021] Fig. 9 is positioned on a maintenance vehicle according to the present disclosure Figure 8 Schematic diagram of a vehicle.

[0022] Corresponding reference characters indicate corresponding parts throughout the several views. DETAILED DESCRIPTION

[0023] Example configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that the present disclosure will be thorough and will fully convey the scope of the present disclosure to those of ordinary skill in the art. Specific details, such as examples of specific components, devices, and methods, are set forth to provide a thorough understanding of the configurations of the present disclosure. It will be apparent to those of ordinary skill in the art that specific details need not be employed, that example configurations may be implemented in many different forms, and that the specific details and exemplary configurations should not be construed as limiting the scope of the present disclosure.

[0024] The terms used herein are only for describing specific exemplary configurations, not for limiting. As used herein, the singular articles "a", "an" and "the" may also be intended to include plural forms, unless the context clearly indicates otherwise. The terms "comprise", "include", "contain" and "have" are inclusive, thus specifying the presence of features, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements, parts and / or groups thereof. The method steps, processes and operations described herein should not be interpreted as necessarily requiring them to be performed in the specific order discussed or shown, unless specifically identified as an execution order. Additional or alternative steps may be adopted.

[0025] When an element or layer is referred to as being "on another element or layer," "engaged to," "connected to," "attached to," or "coupled to" another element or layer, it may be directly on, engaged, connected, attached to, or coupled to another element or layer, or there may be intermediate elements or layers. Conversely, when an element is referred to as being "directly on another element or layer," "directly engaged to," "directly connected to," "directly attached to," or "directly coupled to" another element or layer, there may be no intermediate elements or layers. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0026] The terms first, second, third, etc. can be used here to describe various elements, components, regions, layers and / or parts. These elements, components, regions, layers and / or parts should not be limited by these terms. These terms are only used to distinguish each element, component, region, layer or part. Terms such as "first", "second" and other numerical terms do not imply order or sequence unless the context clearly indicates. Therefore, the first element, component, region, layer or part discussed below can be referred to as the second element, component, region, layer or part, without departing from the teaching of the example configuration.

[0027] In this application, including the definitions below, the term module may be replaced by the term circuit. The term "module" may refer to or be part of an application specific integrated circuit (ASIC), or include an application specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; a memory (shared, dedicated, or group) that stores code executed by the processor; other suitable hardware components that provide the functionality; or a combination of some or all of the above, such as in a system on a chip.

[0028] The term code used above may include software, firmware and / or microcode, and may refer to a program, a routine, a function, a class and / or an object. The term shared processor includes a single processor that executes some or all of the code from multiple modules. The term group processor includes a processor that executes some or all of the code from one or more modules in combination with an additional processor. The term shared memory includes a single memory that stores some or all of the code from multiple modules. The term group memory includes a memory that stores some or all of the code from one or more modules in combination with an additional memory. The term memory may be a subset of the term computer-readable medium. The term computer-readable medium does not include transient electrical signals and electromagnetic signals propagated through the medium and can therefore be considered to be tangible non-transitory memory. Non-limiting examples of non-transitory memory include tangible computer-readable media, including non-volatile memory, magnetic memory, and optical memory.

[0029] The apparatus and methods described in this application may be implemented in part or in whole by one or more computer programs executed by one or more processors. The computer program includes processor executable instructions stored on at least one non-transitory tangible computer readable medium. The computer program may also include and / or rely on stored data.

[0030] Software applications (i.e., software resources) may refer to computer software that enables a computing device to perform tasks. In some examples, software applications may be referred to as "applications," "apps," or "programs." Example applications include, but are not limited to, system diagnostic applications, system management applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, media streaming applications, social networking applications, and gaming applications.

[0031] Non-transitory memory can be a physical device used to temporarily or permanently store programs (e.g., instruction sequences) or data (e.g., program state information) for use by a computing device. Non-transitory memory can be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read-only memory (ROM) / programmable read-only memory (PROM) / erasable programmable read-only memory (EPROM) / electrically erasable programmable read-only memory (EEPROM) (e.g., commonly used for firmware, such as bootloaders). Examples of volatile memory include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and disk or tape.

[0032] These computer programs (also referred to as programs, software, software applications, or code) include machine instructions for a programmable processor and may be implemented in high-level procedural and / or object-oriented programming languages ​​and / or assembly / machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, non-transitory computer-readable medium, apparatus, and / or device (e.g., disk, optical disk, memory, programmable logic device (PLD)) for providing machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal for providing machine instructions and / or data to a programmable processor.

[0033] Various implementations of the systems and techniques described herein can be realized in digital electronic and / or optical circuits, integrated circuits, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs executable and / or interpretable on a programmable system comprising at least one programmable processor, which may be special purpose or general purpose, coupled to receive data and instructions from a storage system, and to send data and instructions to the storage system.

[0034] The processes and logic flows described in this specification can be performed by one or more programmable processors, also known as data processing hardware, executing one or more computer programs to perform functions by operating on input data and generating outputs. These processes and logic flows can also be performed by dedicated logic circuits, such as FPGAs (field programmable gate arrays) or ASICs (application-specific integrated circuits). For example, processors suitable for executing computer programs include general-purpose and special-purpose microprocessors, and any one or more processors of any kind of digital computer. Typically, the processor will receive instructions and data from a read-only memory or a random access memory or both. The basic elements of a computer are a processor for executing instructions and one or more storage devices for storing instructions and data. Typically, a computer will also include or be operably connected to one or more large-capacity storage devices for storing data, such as magnetic disks, magneto-optical disks, or optical disks, to receive data from the large-capacity storage device or to transmit data to it, or both. However, a computer does not need to have such a device. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media and storage devices, including, for example, semiconductor memory devices, such as EPROM, EEPROM and flash memory devices; magnetic disks, such as internal hard disks or removable disks; magneto-optical disks; and CD ROM and DVD-ROM disks. The processor and memory may be supplemented by or incorporated in special purpose logic circuitry.

[0035] To provide interaction with a user, one or more aspects of the present disclosure may be implemented on a computer having a display device for displaying information to the user, such as a CRT (cathode ray tube), LCD (liquid crystal display) monitor, or touch screen, and an optional keyboard and pointing device, such as a mouse or trackball, through which the user can provide input to the computer. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback, such as visual feedback, auditory feedback, or tactile feedback; and input from the user may be received in any form, including sound, voice, or tactile input. In addition, the computer may interact with the user by sending documents to and receiving documents from a device used by the user; for example, by sending a web page to a web browser on a user's client device in response to a request received from the web browser.

[0036] Many embodiments have been described. However, it should be understood that various modifications can be made without departing from the spirit and scope of the present disclosure. Therefore, other embodiments are also within the scope of the following claims.

[0037] refer to Figure 1A-4, the vehicle 10 includes a body 12 equipped with a vehicle assistance system 100. In some aspects of the present disclosure, the vehicle 10 is an electric vehicle (EV) with autonomous or semi-autonomous capabilities. Additionally or alternatively, the vehicle 10 can be configured with an internal combustion engine (ICE). In other aspects, the vehicle 10 can be a hybrid vehicle that combines EV and ICE components and capabilities.

[0038] The vehicle body 12 can be generally divided into a vehicle front portion 14 proximate a front bumper 16 of the vehicle body 12 and a vehicle rear portion 18 proximate a rear bumper 20. Figure 1A As shown, the vehicle assistance system 100 includes a plurality of sensors 102 that may be incorporated with various elements of the vehicle body 12, including but not limited to a rearview mirror 22, a front bumper 16, and a rear bumper 20. For example, a proximity sensor 102a may be located on the front portion 14 of the vehicle to detect the distance between the vehicle 10 and an object, as described below. The sensor 102 may also include other vehicle sensors 102, including but not limited to a light detection and ranging (LIDAR) sensor that may be incorporated as part of the vehicle body 12. The vehicle 10 also includes a maintenance port 24, which is shown at the rear portion 18 of the vehicle 10. The maintenance port 24 may be located at any feasible location along the vehicle body 12 near the rear portion 18 of the vehicle or the front portion 14 of the vehicle. The maintenance port 24 may include a vent 24a for servicing the maintenance port 24 and the vehicle 10.

[0039] The interior 26 of the vehicle 10 is defined by the body 12 and includes an interior rearview mirror 22a and a display device 28. The interior rearview mirror 22a can be equipped with one or more of a plurality of sensors 102, including but not limited to an imager 102b. It is also contemplated that the imager 102b can be located on the exterior rearview mirror 22b. The imager 102b is configured to capture the surrounding vehicle environment, as further described below.

[0040] The display device 28 may be located at the instrument panel 30 of the vehicle 10 and configured to display information related to the vehicle 10 to the occupants of the vehicle 10, including the driver. In some aspects, the display device 28 may be a head-up display (HUD) integrated with the windshield 32 of the vehicle 10. In other examples, the display device 28 may be a tablet device integrated with the instrument panel 30 and configured with capacitive sensors for the operational functions of the display device 28. As described in more detail below, the display device 28 may display information about the vehicle 10 to the occupants before, during, and after the operation of the vehicle 10.

[0041] Further references Figure 1A-4, the vehicle assistance system 100 is communicatively coupled to the display device 28 and the sensor 102. The vehicle assistance system 100 is configured to interconnect the controller 200, the GPS processor 300, and the network 400 of the vehicle 10. The controller 200 can store vehicle data 202 and sensor data 104 related to the sensor 102. The controller 200 can also be communicatively coupled to a transmission device 40, which is communicatively coupled to the network 400 to transmit audio messages from the communication server 402. The transmission device 40 can also transmit the vehicle data 202 stored on the controller 200 through the communication server 402. The transmission device 40 can at least partially communicatively couple the controller 200 to the network 400 for wireless communication capabilities, including wireless calling and emergency communications in some aspects. In some examples, the transmission device 40 is an operating function that includes The system may include, but is not limited to, on-board safety, emergency maintenance, turn-by-turn navigation, and remote diagnosis, which may be performed at least in part between the controller 200 and the network 400 .

[0042] The controller 200 is communicatively coupled to the GPS processor 300 via the network 400 to provide GPS data 302, such as the GPS location 304 of the vehicle 10, to the occupants. For example, the GPS data 302 may also include surrounding geographic locations 306 corresponding to the route of the vehicle 10 and environmental information 308 associated with the vehicle 10 that is monitored during transportation and in a stationary position. The environmental information 308 includes information including, but not limited to, road conditions, road curvature, road slope, building locations, and terrain information. The environmental information 308 may include additional environmental information 308 associated with the surrounding environment of the vehicle 10, which is advantageously transmitted to the controller 200.

[0043] The GPS processor 300 transmits the geographic location 306 and the environmental information 308 to the controller 200 via the network 400. As described above, the network 400 may include a communication server 402 that is communicatively coupled to the transmission device 40 to send and receive signals corresponding to the information. For example, the communication server 402 may obtain the GPS data 302 from the GPS processor 300 and communicate the GPS data 302 directly to an occupant or driver of the vehicle 10 via the transmission device 40. In some examples, as part of the assistance system 100, the communication server 402 may also transmit the GPS data 302 to the controller 200 for analysis.

[0044] Still refer to Figure 1A-4In some aspects, the vehicle data 202 stored on the controller 200 includes information about the speed 204 of the vehicle 10, the mechanical condition 206 of the vehicle 10, and the electrical condition 208 of the vehicle 10. The vehicle data 202 may also include other information about the vehicle 10, such as range information and / or, in the EV example, the battery life of the vehicle 10. The controller 200 may utilize the vehicle data 202 in conjunction with the sensor data 104 to monitor the vehicle environment during operation of the vehicle 10 and during various vehicle procedures, as described below.

[0045] The controller 200 is also configured with a taxiing program 210. The taxiing program 210 is stored on the controller 200 as part of the assistance system 100 and is activated in response to the triggering event 106, as described below. The assistance system 100 combines each of the sensor 102, the controller 200, and the GPS processor 300 to execute the taxiing program 210, and may also combine the network 400 for various aspects of the taxiing program 210. The taxiing program 210 includes various preset stationary positions of the vehicle 10. For example, the taxiing program 210 includes a stop position 212 and a maintenance position 214. Although the stop position 212 and the maintenance position 214 are both stationary positions of the vehicle 10, the stop position 212 and the maintenance position 214 contain different stationary states of the vehicle 10. For example, the stop position 212 is associated with a pull-over position 216, in which the vehicle 10 can be stationary regardless of the position of the maintenance port 24 of the vehicle 10. Although the pull-over position 216 is configured to position the vehicle 10 away from surrounding traffic and pedestrians, the pull-over position 216 is used by the controller 200 as an immediate response to the triggering event 106 in certain situations described below. Therefore, the position of the service port 24 may have a lower priority in the stop position 212 so that the service port 24 may be close to the obstacle 50.

[0046] For example, as part of the taxiing procedure 210, the controller 200 may identify a pull-over position 216 at which the vehicle 10 stops, which removes the vehicle 10 from the flow of traffic or other general obstructions, and places the vehicle 10 in the stop position 212. The stop position 212 is used as an instantaneous or semi-instantaneous position at which the vehicle 10 is stationary while the vehicle 10 is removed from the traffic environment. In determining the stop position 212, the controller 200 utilizes the GPS location 302 from the GPS processor 300 to approximately identify the location of the stop position 212, and then utilizes the sensor 102 to identify the exact stop position 212 once the vehicle 10 reaches the pull-over position 216. As the vehicle 10 is removed from the traffic situation, based on potential surrounding obstacles 50, the vehicle 10 may or may not be in a position to service the vehicle 10.

[0047] In contrast, when determining the maintenance location 214, the controller 200 prioritizes the maintenance port 24 for the maintenance transponder 60 ( Fig. 9 ) for maintenance. Pull over position 216 may include a maintenance perimeter 216a, which will be described in more detail below. Service position 214 is defined within service perimeter 216a and utilizes the same information used by controller 200 when determining stop position 212. However, once vehicle 10 reaches pull over position 216, controller 200 uses information from sensor 102 to further identify an orientation of vehicle 10 that minimizes potential obstacles 50 that may prevent servicing of vehicle 10 at service port 24. For example, controller 200 may rotate the orientation of vehicle 10 to reach service position 214, and when positioning vehicle 10 in stop position 212, the added rotation step may be skipped. While stop position 212 may or may not include service position 214, service position 214 includes stop position 212 because vehicle 10 is in stop position 212 when vehicle 10 is in service position 214.

[0048] Continue to refer Figure 1A-4 In determining the stop position 212 and the maintenance position 214, the controller 200 also identifies a maintenance perimeter 216a as part of the taxiing procedure 210. The maintenance perimeter 216a includes a spatial area in which the vehicle 10 can be stopped and separated from the obstacle 50 at the front of the vehicle 14, the rear of the vehicle 18, and a distance above the vehicle 10. The maintenance perimeter 216a can also be defined as any combination of the vehicle 10 being separated and free of the obstacle 50, including having a predefined distance D between the vehicle 10 and the obstacle 50. 216 In some aspects, the predefined distance D 216 The distance to the nearest obstacle 50 is about 50 feet. However, it is also conceivable that the predefined distance D 216 It can be a distance less than about 50 feet or greater than about 50 feet. Although the predefined distance D 216 The controller 200 may be used to define the maintenance perimeter 216a, but the controller 200 is configured to evaluate the vehicle environment as a whole during the taxiing procedure 210 in conjunction with the vehicle data 202. Therefore, the maintenance perimeter 216a defined by the controller 200 may be shifted or recalibrated based on the sensor data 104, the vehicle data 202, and the GPS data 302.

[0049] The controller 200 may direct the vehicle 10 to the maintenance perimeter 216a in response to the triggering event 106, which initiates the glide procedure 210. The triggering event 106 corresponds to a loss of propulsion 106a of the vehicle 10, such that the glide procedure 210 is initiated to stop the vehicle 10 in response to the loss of propulsion 106a. The controller 200 performs a triggering event evaluation 220, during which the controller 200 determines a severity 222 of the triggering event 106. In response to the triggering event 106, the controller 200 initiates the glide procedure and, based on the triggering event evaluation 220, determines an available glide range 224 that the vehicle 10 may travel during the glide procedure 210.

[0050] Specific reference Figure 3 , the determination of severity 222 includes identifying the triggering event 106 as one or more of an electrical event 226 and a mechanical event 228 triggered by a loss of propulsion 106a. The electrical event 226 may include a thermal runaway event 226a, which will cause the controller 200 to execute an acceleration stop procedure 230. A thermal runaway event 226a is classified as a battery of the vehicle 10 entering a self-heating state such that the accelerated battery temperature releases energy, continuously increasing the temperature of the battery. In the event that the triggering event 106 is a thermal runaway event 226a, the glide program 210 will notify the controller 200 to pay immediate attention and recommend an acceleration stop procedure 230. In response, the controller 200 will identify a pull-over position 216 and notify the occupant that the glide program 210 is in effect. In response to the thermal runaway event 226a, the controller 200 will recalibrate the maintenance perimeter 216a based on the acceleration stop procedure 230 so that the stop position 212 is reached at an increased rate compared to a triggering event 106 having a lower severity. Referring below Figure 5-7 The taxi procedure 210 and method of operation are described in further detail.

[0051] While a thermal runaway event 226a is one potential electrical event 226 that may trigger a glide program 210, other electrical events 226b may also trigger a glide program 210. Triggering events 106 may also include mechanical events 228 to similarly trigger a glide program 210. Mechanical events 228 may include, but are not limited to, gasket failures, tire pressure loss, and other mechanical events that may cause a loss of propulsion 106a. When such a mechanical event 228 is identified, the controller 200 may determine that minimizing extended drivability is advantageous. While mechanical events 228 may lead to activation of a glide program 210, mechanical events 228 are generally considered to have a lower severity 222 than electrical events 226. In some aspects, a thermal runaway event 226a may have the highest severity 222. Given the high severity of the thermal runaway event 226a compared to other triggering events 106, it is expected that the glide program 210 is configured with a severity threshold 222a. Controller 200 is configured to use severity threshold 222 a to determine subsequent execution of taxi procedure 210 .

[0052] The severity 222 of the triggering event 106 determines the output of the glide program 210 when executed by the controller 200. For example, in the event that the triggering event 106 has a low severity 222, the available glide range 224 for the vehicle 10 to reach the stopping position 212 may be greater than the available glide range 224 during the thermal runaway event 226a. Therefore, the controller 200 can adjust the stopping position 212 based on the severity 222. The glide program 210 is also configured to take into account the environmental information 308 from the GPS data 302, so that the controller 200 can take into account the environmental information 308 when determining the available glide range 224.

[0053] refer to Figure 2 and Figure 3 , the controller 200 may determine a glide route 232 for the glide procedure 210 based on the vehicle data 202, the GPS data 302, and the triggering event 106. The glide route 232 is a fluid route because the controller 200 may actively update the glide route 232 during execution of the glide procedure 210 to maximize the available glide range 224 relative to the optimized maintenance perimeter 216a. For example, the controller 200 may receive environmental information 308 related to a road grade 308a indicating that an alternate route may utilize an adjacent downhill slope in the road to propel the vehicle 10 along the glide route 232 without utilizing additional propulsion techniques. In other words, the vehicle 10 may utilize the road grade 308a to glide along the glide route 232 toward the maintenance perimeter 216a and into the stop position 212. Additionally or alternatively, the environmental information 308 may indicate a road curvature 308b that may assist the vehicle 10 in traveling along the glide route 232 during the glide procedure 210.

[0054] Once the vehicle 10 approaches the maintenance perimeter 216a, the controller 200 may determine the stopping location 212 and / or the maintenance location 214 based on the building location 308c and other obstacles that may be present in the maintenance perimeter 216a. As described in more detail below, the controller 200 collects sensor data 104 about the maintenance perimeter 216a from sensors 102 positioned along the vehicle 10. Although the maintenance perimeter 216a may initially be identified by the controller 200 based on the GPS data 302, as the vehicle 10 approaches the maintenance perimeter 216a, the controller 200 may refine the location of the maintenance perimeter 216a. This refinement occurs as a result of the sensor data 104 captured by the sensors 102 and is transmitted to the controller 200 to optimize the location of the vehicle 10. Although location optimization may include determining maintenance location 214 relative to the vehicle environment, as described above, when there is a triggering event 106 with high severity 222 (e.g., thermal runaway event 226a), maintenance perimeter 216a may be identified as a proximate area that is a reasonable distance from obstacle 50 and surrounding traffic.

[0055] Specific reference Figure 5 , depicts a flow chart illustrating the operation of the taxiing procedure 210. Initially, at 510, a triggering event 106 (e.g., loss of propulsion 106a) is detected. The controller 200 determines at 512 whether the severity 222 of the triggering event 106 exceeds the severity threshold 224a. If the triggering event 106 exceeds the severity threshold 224a, the controller 200 immediately identifies at 514 whether the maintenance perimeter 216a is available. If the maintenance perimeter 216a is not available, the controller 200 directs the vehicle 10 to the stop position 212 at 516. In the stop position 212, the vehicle 10 can be positioned to maximize access to the maintenance port 24 so that the maintenance provider 60 ( Fig. 9 ) can at least partially access the maintenance port 24 from the stop position 212.

[0056] It is generally assumed that at 516 , the stopping position 212 of the vehicle 10 is less than the predetermined distance D from the surrounding obstacles 50 216 , such that although the service port 24 is generally accessible at the stop position 212, the service port 24 may be at least partially blocked. If the service perimeter 216a is available, the controller 200 directs the vehicle 10 to the service position 214 at 520. In the service position 214, the vehicle 10 is positioned at least a predetermined distance D from the surrounding obstacles 50. 216 At this location, the maintenance provider 60 has full access to the maintenance port 24. It is also contemplated that in the maintenance position 214, the vehicle 10 is positioned to be received in the base 62 ( Fig. 9 ) or may be removed from maintenance location 214 by maintenance provider 60 after taxi procedure 210 is performed.

[0057] If the triggering event 106 does not exceed the severity threshold 224a, the controller 200 evaluates the GPS data 302 to determine the available glide range 224 for the glide procedure 210 at 522. For example, the controller 200 may evaluate the vehicle data 202 in conjunction with the environmental information 308 (e.g., the road grade 308a) from the GPS processor 300 to identify the available glide range 224 to the maintenance perimeter 216a. Once the available glide range 224 is identified by the controller 200, the controller 200 evaluates the geographic location 304 to evaluate the optimal location for the maintenance perimeter 216a at 524. Once the controller 200 identifies the optimal maintenance perimeter 216a, the controller 200 determines at 526 whether any traffic patterns, including but not limited to intersections, traffic, and traffic lights, will affect the glide route 232.

[0058] If the controller 200 determines that the glide path 232 will be obstructed, then at 528, the controller 200 utilizes the GPS data 302 and the sensor data 104 to determine the pull-over location 216. The pull-over location 216 is generally located away from surrounding traffic, pedestrians, and other obstacles 50 that may be approaching the vehicle 10. At 530, the controller 200 then identifies a predetermined distance D between the vehicle 10 and the surrounding obstacles 50. 216 , and at 516 , determine whether the vehicle 10 can be positioned at least a predetermined distance D from the obstacle 50 216 As described above, it is determined whether the vehicle 10 can be located at least a predetermined distance D from the obstacle 50. 216 The controller 200 executes one of steps 520 or 518 .

[0059] Referring back to step 526, when the controller is determining whether the taxi route 232 will be affected by the traffic pattern, the controller 200 may determine that the traffic pattern may affect the taxi route 232, causing the controller to identify the pullover position 216 at 532, which may be located before the maintenance perimeter 216a of the previously identified parking position 212 or maintenance position 214. After making adjustments for the early stop, the controller 200 may perform the subsequent steps 530, 516, and one of 518 or 520.

[0060] Specific reference Figure 6, the glide routine 210 is summarized with respect to the glide route 232 and the stop routine 230. At 610, the controller 200 detects the trigger event 106 and determines at 612 whether the trigger event 106 is below the severity threshold 224a. Depending on the severity 222, at 616, the controller 200 determines the available glide range 224, and at 618, determines the optimal glide route 232 and the corresponding maintenance perimeter 216a. At 620, the controller 200 may utilize the GPS data 302 from the GPS processor 300 to determine whether there is an available road grade 308a that can maximize the glide range 224. If there is an available road grade 308a that can maximize the available glide range 224, then at 620, the controller 200 may change the vehicle 10 route to the glide route 232 that includes the road grade 308a. If there is no available road grade 308a to maximize the glide range 224, then the controller 200 will continue the glide route 232 at 622. It is generally contemplated that controller 200 may continuously measure GPS data 302 to identify whether any environmental information 308 may maximize available taxi range 224 , and may adjust taxi route 232 accordingly.

[0061] Now specific reference Figure 7 , outlining another aspect of the glide routine 210. At 710, the controller 200 detects the trigger event 106 and determines at 712 whether the trigger event 106 is below the severity threshold 224a. At 714, the controller 200 then determines the available glide range 224, and then at 716, determines the glide path 232 and the maintenance perimeter 216a. As the vehicle 10 approaches the maintenance perimeter 216a, the controller 200 determines at 718 whether there are any obstacles 50 within the maintenance perimeter 216a. If there are obstacles 50 within the maintenance perimeter 216a, the controller 200 determines at 720 a new maintenance perimeter 216a based on the sensor data 104 obtained from the sensors 102 disposed on the vehicle 10. At 722, the controller 200 then determines whether a new maintenance perimeter 216a is available. If no new service perimeter 216a is available, the controller 200 prepares to orient the vehicle 10 at the stop position 212 and, if possible, at the service position 214 at 724. If no obstacle 50 is within the determined service perimeter 216a, the controller 200 prepares to stop the routine 230 at 726 to orient the vehicle 10 at the service position 214 within the service perimeter 216a.

[0062] Reference again Figure 1A-9, the vehicle assistance system 100 assists the vehicle 10 in reaching a final location where the occupant can safely exit the vehicle 10 and contact a maintenance provider. The glide program 210 determines the optimal glide route 232 via the controller 200 based on the available glide range 224 and the GPS data 302. Thus, the occupant can be alerted that the glide program 210 has been triggered due to the triggering event 106, and the glide program 210 will continue to navigate the vehicle 10 to at least one of the stop location 212 and the maintenance location 214. It is also contemplated that the controller 200 can use the transmission device 40 in conjunction with the communication server 402 of the network to alert the maintenance provider that the glide program 210 has been triggered. The communication server 402 can provide feedback to the occupant via the transmission device 40, notifying the occupant that the maintenance provider will meet them at the pull-over location 216. Thus, when the vehicle 10 is in a maintenance state due to the triggering event 106, the glide program 210 advantageously assists the occupant.

[0063] The foregoing description has been provided for the purpose of illustration and description. It is not intended to be exhaustive or to limit the present disclosure. Individual elements or features of a particular configuration are generally not limited to that particular configuration, but where applicable, they are interchangeable and can be used in a selected configuration even if not specifically shown or described. This can also be varied in a variety of ways. Such variations should not be considered a departure from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

Claims

1. A vehicle assistance system, comprising: an imager coupled to the vehicle body and configured to capture a vehicle environment; a GPS processor configured to detect a geographic location of the vehicle; as well as A controller stores the vehicle data and the coasting program and is communicatively coupled to the imager and the GPS processor, the controller being configured to detect a triggering event and, in response to the triggering event, execute the coasting program based on the vehicle data, the vehicle environment from the imager, and the geographic location of the vehicle.

2. The vehicle assistance system according to claim 1, wherein: The coasting routine includes a stop location, a maintenance location, and a maintenance perimeter, and the controller is configured to identify the maintenance perimeter based on a geographic location of the vehicle and a vehicle environment. 3 . The vehicle assistance system of claim 2 , further comprising a maintenance port, the controller being configured to define a maintenance perimeter of the taxiing procedure based on a location of the maintenance port.

4. The vehicle assistance system according to claim 2, wherein: The GPS processor stores environmental information including road slope, road curvature, and building locations, and the controller is configured to determine a gliding range based on the environmental information from the GPS processor.

5. The vehicle assistance system according to claim 3, wherein: The controller is configured to update the taxi program based on the building location received from the GPS processor.

6. The vehicle assistance system according to claim 3, wherein: The controller is configured to change a vehicle route during the glide routine to maximize a glide range in response to the road grade.

7. The vehicle assistance system according to claim 2, wherein: The controller is configured to receive a vehicle environment from the imager and is configured to adjust the glide program in response to the vehicle environment.

8. The vehicle assistance system of claim 1, further comprising a communication server communicatively coupled to the controller via a network, the controller being configured to send a signal to the communication server in response to the triggering event, and the communication server being configured to communicate the taxiing procedure with an occupant. 9 . The vehicle assistance system of claim 1 , further comprising a display device communicatively coupled to the controller, the controller configured to display the coasting program on the display device.

10. The vehicle assistance system according to claim 1, wherein: The controller is configured to identify the triggering event as at least one of an electrical event and a mechanical event, the electrical event comprising a thermal runaway event.

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