Speed controller for vehicle

Abstract

The present invention relates to a vehicle speed regulation system, the vehicle traveling along a road surface, the system comprising: at least one controller; at least one accelerator sensor in communication with the at least one controller; at least one brake sensor in communication with the at least one controller; at least one gear sensor in communication with the at least one controller; at least one speed sensor in communication with the at least one controller; at least one motor in communication with the at least one controller; and at least one power source in communication with the at least one controller and the at least one electric machine; wherein the at least one controller further comprises a proportion controller, an integral controller and a differential controller; and at least one retarded braking system in communication with the at least one controller and controlled by a proportional, integral, and differential controller.

Description

[0001] This application is a divisional application of the Chinese patent application with application number 202180104631.6, application date November 22, 2021, and invention name “Speed ​​Controller for Vehicles”. Technical Field

[0002] The present disclosure relates to a system and method for controlling and / or regulating the speed and / or acceleration of a vehicle, including an electric vehicle (EV), and in an optional embodiment, controlling and / or regulating the speed and / or acceleration of a vehicle descending an inclined surface, particularly a vehicle in the mining industry, without user intervention. Background Art

[0003] Due to the nature of the mining industry and mining sites, many mining sites include extended downhill grades (i.e., sloped roads). Many mine vehicle operators compensate based on the amount of rock face moved or excavated over time. Some mine vehicle operators may circumvent safety protocols (e.g., drive faster than the regulated vehicle speed) to increase the amount of rock face moved or excavated in order to obtain greater compensation. Vehicle operator intervention to regulate and / or control the speed of a mining vehicle may involve: (1) intermittent brake engagement (e.g., stepping on the brakes) during downhill descents to control the acceleration and speed of the vehicle; (2) placing the vehicle drive gear system in a lower gear and / or neutral to avoid a speed regulator; and / or (3) using the vehicle's service brakes to regulate vehicle speed and / or acceleration as the vehicle travels along a downwardly sloping road surface. Such actions by the vehicle operator may not only (a) increase the risk of accidents involving the vehicle and other vehicles and operators; but also (b) increase undesirable premature wear of engine components, including the vehicle's braking system; (c) increase the vehicle's noise output; (d) increase undesirable heat generation in the vehicle; (e) increase fuel / energy consumption, thereby increasing fuel / energy costs and emissions; and / or (f) increase wear of engine / motor components when the vehicle and its components are at high rotations / revolutions per minute (RPM) when the vehicle is traveling downhill, thereby increasing maintenance and repair costs for the vehicle and related components (including the braking system).

[0004] Current solutions for regulating and / or controlling the speed and acceleration of a vehicle rely on the intervention and judgment of the vehicle operator to utilize the appropriate speed or gear. However, in addition to the increased possibility of accidents due to user errors, the operator's judgment and discretion regarding vehicle speed adjustment and braking usually lead to greater brake wear. Another attempted solution includes a retarder, such as hydraulic, electric and engine compression retarders, to assist in reducing the vehicle speed when the vehicle travels along a downwardly inclined road surface. The hydraulic retarder works by using the viscous resistance between the dynamic and static blades in the fluid-filled chamber to achieve deceleration. An example of an industrial hydraulic retarder is manufactured by Voith, such as but not limited to Voith Retarder 115HV and Voith Aquatarder SWR. An electric retarder uses electromagnetic induction to provide a deceleration force at any place in an axle, a transmission or a transmission. An example of an industrial electric retarder is manufactured by Telema, such as but not limited to Telema electromagnetic retarder (AF 30-35). The engine compression retarder uses the compression stroke of the engine to absorb the energy from the vehicle motion. Because other cylinders do not produce power during their power stroke time interval, the engine compression retarder exhausts the vehicle motion energy during the compression stroke of each piston. Current retarders have at least the following disadvantages: including relying on skilled manual operator judgment to select appropriate deceleration level (that is, trial and error), and making the operator's attention shift from driving the vehicle to focusing on the deceleration process. The manual operator system may cause an overspeed situation, wherein the operator may lose control of the vehicle, thereby potentially endangering the safety of the operator and nearby individuals and potentially damaging vehicle components and "unsteady" transition when changing from an overspeed situation to a desired safe speed, thereby taking into account the need for the operator to constantly readjust the vehicle speed, causing vehicle speed oscillations and uncomfortable driving experience. Prior art systems increase the weight and components of the vehicle in addition, which increases the inefficiency of the vehicle.

[0005] Some electric vehicles in the mining industry have systems in place based on terrain mapping to automatically switch gears when acceleration / deceleration is required. However, such systems do not take into account various important factors such as vehicle load weight or driving surface grade variations, leading to situations where the vehicle enters a lower gear equivalent to a high RPM, thereby causing premature and undesirable component wear.

[0006] A system is needed for automatically regulating and / or controlling the speed of a vehicle without requiring operator intervention, wherein the vehicle is traveling downhill. There is also a need for a speed regulation system that is always active, does not have to be activated by the vehicle operator, and cannot be turned off by the vehicle operator when the vehicle is in operation, including being active when the vehicle is in neutral, thereby mitigating overspeeding of the vehicle. In an alternative, a password or code is required to allow the vehicle to enter tow mode (Tow Mode), and the vehicle can be made operational again using a code entry. Overspeeding is defined herein as a vehicle speed above a threshold value, which is considered to be the maximum value for safe operation of the vehicle along a downhill surface, wherein the maximum value is determined by any of the site (such as a mining site), location (underground or above ground), or vehicle design / OEM testing, whichever is lower. In Canada, an example is the Canadian Standards Association ("CSA") CAN / CSA-M424.3-M90 (R2020) regulation, which states that underground mining vehicles (having a rated gross mass of 45,000 kg or less) must not exceed 32 km / h when traveling underground. There is also a need for a vehicle speed regulation and / or control system that does not use the service brakes to minimize wear and excessive heat generated by the service brakes. There is also a need for a vehicle speed regulation and / or control system that incorporates the use of a traction motor as a generator to provide drag and regulate and / or control vehicle speed and / or acceleration while reducing emissions as the vehicle travels along a downhill road surface. Summary of the invention

[0007] The following terms are used throughout this article:

[0008] a. Current vehicle speed value = actual speed of the vehicle during operation;

[0009] b. Current vehicle speed limit value = the current upper limit of the vehicle's drivable speed, as set by the system of the present disclosure according to the current value sensed by the vehicle's sensor;

[0010] c. Maximum Allowable Vehicle Speed ​​Limit = the maximum allowable speed at which the vehicle can travel, as set by the OEM or work / mining site; and

[0011] d. The throttle and accelerator can be used interchangeably.

[0012] According to one aspect of the present disclosure, a vehicle speed regulation and / or control system is provided for regulating and / or controlling the speed of a vehicle. In one optional embodiment, the vehicle is an electric vehicle traveling along a road; in another optional embodiment, an internal combustion vehicle; in yet another optional embodiment, a hybrid vehicle; and in yet another optional embodiment, an electric mining vehicle.

[0013] In an optional embodiment, the vehicle is traveling along a road surface having a downhill slope. The vehicle speed regulation and / or control system is active when the vehicle is started, except when the vehicle is set to "traction mode" or the vehicle is turned off. The term "traction mode" is defined herein as the vehicle speed regulation and / or control system being deactivated, in an optional embodiment, by a password protection system, while allowing the vehicle to operate at the OEM maximum speed, configured for 1) towing the vehicle; and / or 2) vehicle repair, testing and / or maintenance. According to one aspect of the present disclosure, the vehicle speed regulation and / or control system includes: at least one controller; at least one throttle (or acceleration) sensor in communication with the at least one controller; optionally, at least one brake sensor in communication with the at least one controller; at least one vehicle speed sensor in communication with the at least one controller; and at least one retarding braking system, in an optional embodiment, a regenerative braking system in communication with the at least one controller; wherein the at least one controller and the at least one retarding braking system regulate the vehicle speed based on a comparison of a current vehicle speed limit value with a current (actual) vehicle speed value. Other factors that may be incorporated into adjusting vehicle speed include, but are not limited to: i) the maximum allowable vehicle speed limit (also known as the maximum allowable vehicle speed limit); ii) the gross vehicle weight; iii) the maximum descent angle of the road surface; iv) the radius of the statically loaded tires of the vehicle; v) the reduction factor; and vi) the overall gear ratio is the ratio between the motor of the electric vehicle and the wheel assembly of the vehicle. For non-electric vehicles, the overall gear ratio is the ratio between the retarder and the drive wheels (as opposed to the free-wheeling wheels) coupled to the traction device of the vehicle.

[0014] In an optional embodiment, the at least one throttle (or acceleration) sensor is a throttle (or accelerator) pedal position sensor.

[0015] In an alternative embodiment, the at least one brake sensor is a brake pedal position sensor.

[0016] In an optional embodiment, the at least one controller further comprises a proportional integral and derivative (PID) controller.

[0017] In an optional embodiment, the vehicle speed regulation and / or control system further comprises at least one gear position sensor in communication with the at least one controller.

[0018] In an alternative embodiment, the at least one gear sensor is a gear position sensor.

[0019] In another alternative embodiment, the at least one gear position sensor is a neutral position sensor.

[0020] In an alternative embodiment, the at least one gear position sensor is a directional range sensor or a forward, neutral and reverse (FNR) position sensor for an electric vehicle. In another alternative embodiment, the vehicle speed regulation and / or control system further comprises at least one traction mode indicator in communication with the at least one controller.

[0021] According to another aspect, a vehicle speed regulation and / or control system is provided for regulating and / or controlling the speed of a vehicle, in one optional embodiment, an electric vehicle; in another optional embodiment, an internal combustion vehicle; in yet another optional embodiment, a hybrid vehicle; and in yet another optional embodiment, an electric mining vehicle; the vehicle is traveling along a road surface, in one optional embodiment, the vehicle is traveling along a road surface having a downhill slope. The vehicle speed regulation and / or control system is active when the vehicle is operating, except when the vehicle is in a traction mode. The vehicle speed regulation and / or control system includes: at least one controller; at least one throttle (or acceleration) sensor communicating with the at least one controller; in an optional embodiment, the at least one throttle (or acceleration) sensor is a throttle (or accelerator) pedal position sensor; optionally, at least one brake sensor communicating with the at least one controller; in an optional embodiment, the at least one brake sensor is a brake pedal position sensor; at least one vehicle speed sensor communicating with the at least one controller; wherein the at least one controller also includes a PID controller; and at least one retarding braking system communicating with the at least one controller; wherein the PID controller and the at least one retarding braking system regulate the vehicle speed based on factors including but not limited to the following: i) maximum allowable vehicle speed limit; ii) gross vehicle weight; iii) maximum descent angle of the road surface; iv) radius of the statically loaded tires of the vehicle; v) deceleration factor; and vi) total transmission ratio between the motor of the electric vehicle and the wheel assembly of the vehicle.

[0022] In an optional embodiment, the vehicle speed regulation and / or control system further comprises at least one gear position sensor in communication with the at least one controller.

[0023] In an optional embodiment, the at least one gear sensor is a gear position sensor.

[0024] In another alternative embodiment, the at least one gear position sensor is a neutral position sensor.

[0025] In an alternative embodiment, the at least one gear position sensor is a forward, neutral and reverse (FNR) position sensor for an electric vehicle.

[0026] In another optional embodiment, the vehicle speed regulation and / or control system further comprises at least one traction mode sensor in communication with the at least one controller.

[0027] In an optional embodiment, the at least one throttle (or acceleration) sensor is an analog sensor, such as but not limited to the Parker ADS50 analog sensor, which is a lever driven by the position of the throttle or accelerator pedal to provide a linear output over 25 mm (1 inch) of travel.

[0028] In an alternative embodiment, the analog sensor uses non-contact Hall effect technology. Hall effect technology includes a non-contact method of detecting the presence and magnitude of a magnetic field. In an alternative embodiment, the analog sensor is connected to a controller, such as but not limited to an electronic controller, such as a Parker IQAN-MC™ master controller, to receive and process signals from at least one throttle (or acceleration) sensor.

[0029] In an alternative embodiment, the at least one brake sensor is an analog sensor, such as but not limited to a Parker ADS50 TM Analogue sensor which is a lever actuated by the position of the brake pedal to provide a linear output over 25mm (1 in) of travel.

[0030] In an alternative embodiment, the analog sensor uses contactless Hall Effect technology.

[0031] In an alternative embodiment, the analog sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM The main controller is used to receive and process signals from at least one brake sensor.

[0032] In another alternative embodiment, the at least one brake sensor is a pressure sensor for sensing pressure on a brake pad or brake line and converting the pressure into a voltage output. An example of a pressure sensor is the Parker SCP compact pressure sensor.

[0033] In an alternative embodiment, the pressure sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM The main controller is used to receive and process the signal from the pressure sensor.

[0034] In an optional embodiment, the at least one speed sensor is a sensor that measures the RPM of the motor or wheels of the vehicle, an example being but not limited to a Parker Ground Speed ​​(GS) 100 TM, which measures the RPM of the vehicle's motor or wheels through Hall Effect technology to convert to the vehicle's speed. Hall Effect technology involves a non-contact method of detecting the presence and magnitude of a magnetic field. In this case, a magnet on the vehicle's motor or wheel is detected each time it completes a full rotation and the RPM is measured to determine the speed. Another optional embodiment is the Parker True Ground Speed ​​Sensor ("TGSS") 740 TM , which measures the vehicle's true ground speed by incorporating Doppler shift. A microwave signal is emitted out of the TGSS and the signal is reflected off the road surface and the reflected signal is received by the TGSS. As the road surface moves relative to the TGSS, a change in the reflected signal frequency (Doppler shift) occurs. By measuring the change in frequency, the true ground speed is calculated. In an optional embodiment, at least one speed sensor is connected to a controller, such as, but not limited to, an electronic controller, such as the Parker IQAN-MC TM A main controller is provided to receive and process signals from at least one speed sensor.

[0035] In an alternative embodiment, the at least one gear position sensor is at least one forward, neutral, reverse ("FNR") position sensor.

[0036] In an optional embodiment, the at least one FNR position sensor is a digital sensor, such as but not limited to a COBO Group Controller Area Network (CAN) FNR sensor. The COBO Group CAN FNR sensor operates through Hall Effect technology to determine whether rotation is occurring (i.e., neutral) and whether the rotation is forward or reverse.

[0037] In an alternative embodiment, the pressure sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM A main controller is provided to receive and process signals from at least one FNR position sensor.

[0038] In an optional embodiment, the system further includes a slope sensor to measure the slope or inclination of the terrain on which the vehicle is traveling. An optional embodiment is but is not limited to an inclinometer, such as the Signal Quest SQ-GIX TM .

[0039] In an alternative embodiment, the inclinometer is integrated with the Parker IQAN-MC TM Works with the main controller.

[0040] In an optional embodiment, the at least one retarder system includes at least one retarder, such as but not limited to hydraulic, electric and engine compression retarder, to assist in reducing the vehicle speed when the vehicle is traveling along a downwardly inclined road surface. The hydraulic retarder works by using the viscous resistance between the dynamic and static blades in the fluid-filled chamber to achieve deceleration. An example of an industrial hydraulic retarder is manufactured by Voith, such as but not limited to Voith Retarder 115HV and Voith Aquatarder SWR. The electric retarder uses electromagnetic induction to provide a retarding force at any place in the axle, transmission or transmission. An example of an industrial electric retarder is manufactured by Telema, such as but not limited to Telema electromagnetic retarder (AF 30-35). The engine compression retarder uses the compression stroke of the engine to absorb the energy from the vehicle motion. Because other cylinders do not produce power during their power stroke time interval, the engine compression retarder exhausts the vehicle motion energy during the compression stroke of each piston. In an optional embodiment, the retarder system is a regenerative braking system.

[0041] According to another aspect, a vehicle speed regulation and / or control method is provided, comprising the steps of: a) receiving a speed signal from a speed sensor on the vehicle: i) at the moment of release of the accelerator or throttle and / or ii) at the moment of release of the brake pedal; b) determining whether the current speed signal received from the speed sensor on the vehicle is greater than the current vehicle speed limit value; c) if the current speed signal received from the speed sensor on the vehicle is greater than the current vehicle speed limit value, a correction value is calculated by a PID loop logic in a controller, and retarding braking is initiated to adjust the vehicle speed so as to maintain the current speed value at the current vehicle speed limit value; d) if the current speed signal received from the speed sensor on the vehicle is less than or equal to the current vehicle speed limit value, no correction value is calculated; and e) repeating a plurality of steps throughout the operation of the vehicle. In an optional embodiment, the vehicle is an electric vehicle, in another optional embodiment, the vehicle is an internal combustion vehicle, in yet another optional embodiment, the vehicle is a hybrid vehicle, in another optional embodiment, the electric vehicle is an electric mining vehicle traveling along a road surface, and in an optional embodiment, along a road surface with a downhill slope. In an optional embodiment, the retarder is selected from at least one retarder in the group consisting of hydraulic, electric and engine compression retarders to assist in reducing the vehicle speed when traveling along a downwardly inclined road surface. The hydraulic retarder works by using the viscous resistance between the dynamic and static blades in the fluid-filled chamber to achieve deceleration. An example of an industrial hydraulic retarder is manufactured by Voith, such as but not limited to Voith Retarder 115HV and Voith Aquatarder SWR. The electric retarder uses electromagnetic induction to provide a retarding force at any place in the axle, transmission or transmission. An example of an industrial electric retarder is manufactured by Telema, such as but not limited to Telema electromagnetic retarder (AF 30-35). The engine compression retarder uses the compression stroke of the engine to absorb the energy from the vehicle motion. Because other cylinders do not generate power during their power stroke time interval, the engine compression retarder consumes the vehicle motion energy during the compression stroke of each piston. According to another aspect, a vehicle speed regulation and / or control method is provided.

[0042] In one optional embodiment, the vehicle is an electric vehicle, in another optional embodiment, the vehicle is an internal combustion vehicle, in yet another optional embodiment, the vehicle is a hybrid vehicle, and in yet another optional embodiment, the electric vehicle is an electric mining vehicle; the vehicle is traveling along a road, in one optional embodiment, the vehicle is traveling along a road with a downhill slope, and the method includes the following steps (except when the vehicle is in traction mode):

[0043] Step 1: Input into at least one controller of the vehicle:

[0044] i) Maximum permissible vehicle speed limit;

[0045] ii) gross vehicle weight;

[0046] iii) the maximum angle of descent of the road surface;

[0047] iv) the radius of the statically loaded tires of the vehicle;

[0048] v) optionally, a reduction factor; and

[0049] vi) an overall gear ratio between a motor of the electric vehicle and a wheel assembly of the electric vehicle; allowing the at least one controller to calculate a maximum retarding torque value required for decelerating the vehicle to zero speed; or

[0050] Step 2, calculating the maximum deceleration torque value required to decelerate the vehicle to zero speed and inputting the value into at least one controller, wherein, in an optional embodiment, the maximum deceleration torque value required for decelerating the vehicle to zero speed is based on TB=[rT×Wv×(Fd+sinθ)] / RG, where TB=required maximum deceleration torque, rT=radius of statically loaded tire, Wv=gross vehicle weight, Fd=deceleration coefficient, θ=maximum descent angle of road surface, RG=total transmission ratio between motor and wheel assembly;

[0051] Step 3, inputting a maximum allowable vehicle speed limit value for the vehicle into the at least one controller, wherein the maximum allowable vehicle speed limit value is determined by site conditions and / or by design and / or OEM testing and / or government or industry regulations, whichever is lower; in an optional embodiment, the maximum allowable vehicle speed limit value is selected based on current industry legibility regulations for vehicle speed (such as but not limited to current mining regulations for maximum vehicle speed, or a maximum vehicle speed specified by a work site specification);

[0052] at the same time:

[0053] Step 4: Determine whether the throttle (or accelerator) of the vehicle is engaged. In one optional embodiment, determine whether the throttle (or accelerator) pedal is engaged; in another optional embodiment, determine whether the throttle (or accelerator) is engaged, wherein at least one throttle (or accelerator) sensor determines whether the throttle (or accelerator) is engaged;

[0054] Step 5, whenever the throttle (or accelerator) of the vehicle is engaged, setting the vehicle speed limit value to the maximum allowable vehicle speed limit value of step 4;

[0055] Step 6, whenever the throttle (or accelerator) of the vehicle is not engaged, the at least one controller records the current vehicle speed value when the throttle (or accelerator) is released, and sets the current vehicle speed value when the throttle (or accelerator) is released as a new vehicle speed limit value;

[0056] a. wherein steps 4 to 6 are continuously performed throughout the operation of the vehicle;

[0057] Step 7, in an optional embodiment, optionally, simultaneously determining when at least one brake of the vehicle is engaged; in an optional embodiment, determining whether a brake pedal of the vehicle is engaged; in another optional embodiment, determining whether a brake pedal of the vehicle is depressed, wherein whether at least one brake of the vehicle is engaged is determined by at least one brake sensor;

[0058] Step 8, whenever the at least one brake of the vehicle is engaged, the vehicle speed limit value of step 6 remains unchanged;

[0059] Step 9, whenever the at least one brake of the vehicle is released or not engaged, the current vehicle speed value at the time when the at least one brake of the vehicle is released is recorded and set as the new vehicle speed limit value; in an optional embodiment, the current vehicle speed value is determined by at least one speed sensor, at least one RPM sensor of at least two opposing wheels on the same axle of the vehicle, and the RPM is converted to the speed of the vehicle; in an optional embodiment, the current vehicle speed value is determined by a ground speed sensor, such as but not limited to a Doppler radar; in another optional embodiment, the current vehicle speed value is determined by a motor speed encoder by changing the RPM of the motor to the vehicle speed and a combination thereof;

[0060] a. wherein during the entire operation of the vehicle, steps 7 to 9 are performed continuously; and in an optional embodiment, steps 7 to 9 are optional;

[0061] Step 10: Actively compare the current vehicle speed value with the current vehicle speed limit value by using a PID loop logic controller;

[0062] Step 11, whenever the current vehicle speed value is close to or greater than the current vehicle speed limit value, the PID loop logic controller determines a correction value for setting the retarding braking value to a vehicle speed value required to be greater than zero so as to maintain the current vehicle speed value equal to or lower than the current vehicle speed limit value;

[0063] Step 12: If the current vehicle speed value is less than the current vehicle speed limit value, the deceleration braking value is set to maintain the current vehicle speed value less than or equal to the vehicle speed limit value;

[0064] a. wherein during the entire operation of the vehicle, steps 10 to 12 are continuously performed; and

[0065] b. wherein during the entire operation of the vehicle, steps 4 to 12 are performed simultaneously and continuously;

[0066] Step 13, optionally, when setting the correction value required for the deceleration braking value, in order to maintain the current vehicle speed value equal to or lower than the current vehicle speed limit value, determining whether the vehicle drive gear (or traction drive in the FNR position) is neutral;

[0067] Step 14: If the vehicle drive gear (or traction drive or FNR position) is neutral, multiply the correction value determined in step 11 by a neutral gain value; in one optional embodiment, the neutral gain value is greater than 0 and less than or equal to 1; preferably, between about 0.5 and less than or equal to 1; and in another optional embodiment, the neutral gain value is about 0.8;

[0068] Step 15, if the vehicle drive gear (or traction drive) is not neutral, setting the correction value to the retarding braking value of step 11; wherein the retarding braking value is the additional torque value required to decelerate the vehicle speed to maintain the vehicle speed at the current vehicle speed limit value for the descent of the road surface; and

[0069] Step 16, wherein whenever the vehicle is in tow mode, the vehicle speed regulation and / or control method is not engaged. In an optional embodiment, if the system determines that there is a problem with the vehicle (i.e., the vehicle is not operating safely), the system will recommend towing the vehicle. When a tow mode command is input into the system, the vehicle speed regulation and / or control method is disabled.

[0070] In an optional embodiment, the system described herein is activated when the power to the vehicle is activated and the system remains activated while the vehicle power is on and the vehicle is running. In this way, the vehicle operator does not need to assess whether the vehicle is speeding. Rather than incorporating the vehicle's service brakes to correct the vehicle speed, the speed regulation system and method use the vehicle's traction motor as a generator to provide resistance to the traction motor (discussed below) and control the vehicle speed in response to a signal from a controller, wherein the signal from the controller is based on a comparison of the current vehicle speed value with the current vehicle speed limit value. Some benefits of the system described herein include: mitigating vehicle speeding; and maintaining the vehicle speed within a safe range; reducing repetitive joint motions of the vehicle operator (particularly the vehicle operator's ankle joint due to reduced pedal operation); reducing muscle fatigue of the vehicle operator; and reducing waste heat generated by the vehicle and vehicle components, including but not limited to the vehicle's brakes and axles, given the reduced use of the service brakes and reduced unnecessary emissions by controlling the speed through slow braking.

[0071] According to an alternative embodiment, the speed regulation system described herein incorporates the use of PID control loop logic to determine a retarding request so that retarding braking can assist in regulating vehicle speed.

[0072] PID control is known to those skilled in the art and has been used in the industry to obtain the best response. The PID control algorithm is a recognized standard in the industry and is used herein to regulate the speed of a vehicle, in an optional embodiment where the vehicle is an electric vehicle, by determining a retarding current value so as to implement retarding braking when regulating the speed of the vehicle, particularly when the vehicle is moving downhill.

[0073] Retarding is well known to those of ordinary skill. Retarding is an energy recovery mechanism in which a moving vehicle or object is slowed down by converting its kinetic energy into an alternate form of energy, such as electrical energy or thermal energy. In this mechanism, the electric traction motor uses the vehicle's momentum to recover energy other than that lost to the brake discs as heat. One form of regenerative braking is known to those of ordinary skill in the art as retarding.

[0074] In an optional embodiment, when the vehicle operator has reached the current vehicle speed limit value of the vehicle and releases the accelerator and / or brake pedal, the current vehicle speed limit value is automatically set by the PID controller to the current (actual) vehicle speed value. In multiple embodiments, additional parameters may be set because the maximum driving speed of the vehicle is preset by the vehicle manufacturer, government or policy standards / regulations (becomes the default initial current vehicle speed limit value of the PID controller), and / or a specific maximum allowable vehicle speed limit value is set on site. In an optional embodiment, when the system determines that the throttle (or accelerator) is engaged by the vehicle operator (such as the accelerator pedal), when the vehicle is traveling down a downhill slope or the vehicle gear position or FNR position is set to neutral, both of which are attempts to cause an overspeed event, the system described herein provides a damping or adjustment event when comparing the current vehicle speed value with the current vehicle speed limit value, thereby preventing the vehicle from overspeeding and maintaining a safe speed to travel down the downhill slope. In an optional embodiment, this is achieved by calculating one or more correction values ​​and applying a retarding braking drive command to the motor, causing the motor to perform regenerative braking of the vehicle in an amount sufficient to reduce the current vehicle speed value to a threshold level below a vehicle speed limit value corresponding to an overspeed condition.

[0075] In another optional embodiment, if the control system of the present disclosure detects that the current vehicle speed value is greater than the vehicle speed limit threshold and further detects that the vehicle is located on a downhill slope, the PID controller compares the current vehicle speed value (or the current acceleration if the speed derivative is used; or the integral of the current acceleration is used to obtain the current speed) with a preset current vehicle speed limit value (or target acceleration) to determine an error term as an input to the PID controller algorithm, thereby causing the calculated retarding brake correction value to be applied to the motor in order to maintain and / or obtain the target RPM of the motor to obtain the current vehicle speed limit value and / or keep the current vehicle speed value less than the current vehicle speed limit value indicating an overspeed condition. The PID algorithm calculates the following retarding brake correction value based on the error term or error value:

[0076] U T =P X △ T +I∮△ T -D X (△ T -△ (T-1) )

[0077] Among them, U T =PID control correction value variable;

[0078] P X △ T = proportional gain;

[0079] △T = error value;

[0080] I∮△ T = integral gain; and

[0081] D X (△ T -△ (T-1) ) = differential gain.

[0082] The first gain value P X △ T is the proportional gain value. The proportional gain value is shifted so that the error term or △ T = The larger the error value, the greater the deceleration required to correct the vehicle speeding. The greater the difference between the current vehicle speed value and the current vehicle speed limit value, the larger the error term (error value) and the required deceleration (i.e., the correction value or U T ) is larger. The second gain value, that is, I∫Δ T is an integral gain value that sums the determined error term over a time interval. In an optional embodiment, the current time interval for summing the determined error term is once every 10 milliseconds (ms). The time interval can range from 10 to 500 milliseconds. The third gain value D X (△ T -△ (T-1) ) is a derivative gain value that checks the rate of change of the determined error term to predict the correction required to avoid overshoot in the future. The three gain values ​​are combined in the calculation to determine the required retarding correction, U T Also called deceleration based on demand.

[0083] The RPM of the electric motor of the electric vehicle is controlled or regulated by modulating the magnetic field strength and the amount of current generated by retarding braking (in this case, a regenerative braking system). The modulation converts unwanted (or excessive) kinetic energy into electrical energy. The greater the current generated by the above modulation, the greater the resistance on the motor ("retarding torque"), and therefore the greater the deceleration on the vehicle, to obtain the desired vehicle speed value. In contrast to existing systems, the retarding braking of the present application is performed during vehicle acceleration, while traditional retarding braking is performed during deceleration. When the target RPM is converted to the target speed (or current vehicle speed limit), the generated current is reduced at a rate at which the vehicle operator perceives deceleration as a smooth process rather than an unsteady process (i.e., slamming forward and braking causing the vehicle operator to move forward to the steering wheel), wherein this unsteady process can cause discomfort to the vehicle operator.

[0084] In the present application, the regeneration curve generated by the system and method is actually modulated, while most electric vehicles have a constant regeneration curve. In the present application, the modulation rate of regenerative braking is such that deceleration is not required unless there is an unwanted acceleration determined by the system when comparing the current vehicle speed value with the current vehicle speed limit value (as discussed herein). Therefore, regenerative braking as described herein is used as a dynamic rate to control or regulate vehicle speed.

[0085] In the present application, the system is pulsed rhythmically during deceleration to maintain the current vehicle speed limit, while the cruise control pulses are presented in acceleration mode. In other words, the present application removes kinetic energy from the system, while the prior art adds kinetic energy to the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0087] Figure 1 is a schematic diagram of system components according to an alternative embodiment.

[0088] Figure 2 is a schematic diagram of a decision-making process of a system and method according to an optional embodiment.

[0089] Figure 3 An analog sensor for a brake sensor and / or an acceleration sensor is shown according to an alternative embodiment.

[0090] Figure 4 A pressure sensor for a brake sensor according to an alternative embodiment is shown.

[0091] Figure 5 A ground speed sensor according to an alternative embodiment is shown.

[0092] Figure 6 A true ground speed sensor according to an alternative embodiment is shown.

[0093] Figure 7 A controller according to an alternative embodiment is shown.

[0094] Figure 8 The falling edge concept is shown.

[0095] FIG. 9 shows graphs of various sensors for a vehicle having a speed controller when engaged in one instance and disengaged in another instance.

[0096] Fig.10An exploded view of the motor torque of FIG. 9 is shown while retarder braking is modulated to maintain vehicle speed at or below a vehicle speed limit.

[0097] FIG. 11 shows graphs of various sensors for a vehicle having a speed controller when engaged in one instance and disengaged in another instance and the vehicle gear is in neutral. DETAILED DESCRIPTION

[0098] Reference now Figure 1 , a vehicle speed modulator 10 for a vehicle 20, particularly an electric vehicle, is shown. The speed modulator 10 includes a plurality of components, including a controller 30, which may be a PID controller in communication with a plurality of sensors, particularly a vehicle speed sensor 40, an optional brake sensor 50, an acceleration (or throttle) sensor 60, and an optional directional range finding or gear position (or FNR position) sensor 70; a vehicle motor 80 (for non-electric vehicles, the vehicle motor 80 is a retarding device, such as but not limited to a hydraulic retarder, a DC motor, etc. for non-electric vehicles); and a power source 90. Sensors 40, 50, 60, and 70 communicate with the controller 30 to send signals from each sensor to the controller 30. Specifically, the sensor 40 may be a digital sensor for sensing the rotation of the vehicle motor 80 and sending a number of pulses per second to the controller 30, thereby providing the number of revolutions per minute of the vehicle motor 80, which is then converted to the vehicle speed by the controller 30. Alternatively, the sensor 40 may be a "true ground speed" sensor that works on the principle of Doppler waves. Alternatively, as understood by those of ordinary skill in the art, a global positioning system (GPS) sensor may be used. Alternatively, as understood by those of ordinary skill in the art, a Hall effect may also be used. Referring now to the brake sensor 50, the sensor may be an analog potentiometer, in an optional embodiment, a linear potentiometer or a rotary potentiometer, for measuring brake engagement, in an optional embodiment, measuring the relative position of the brake pedal from a non-engaged first position to an engaged second position, wherein the non-engaged first position is sensed as 0% of the stroke (depression), and the engaged second position is sensed as greater than 0% of the stroke up to 100%. Wherein, at full stroke, the second position is sensed as 100%. In this optional embodiment, the signal from the brake sensor to the controller is selected from a voltage value or a current value. In another optional embodiment, the brake sensor is a force load cell that measures the load on the brake pedal. In another optional embodiment, the brake sensor is a brake pressure sensor that measures the brake pressure via a pressure sensor that sends a voltage or current signal to the controller.

[0099] The acceleration (throttle) sensor 60 can be an analog potentiometer, in an optional embodiment, a linear potentiometer or a rotary potentiometer, which measures the accelerator engagement, in an optional embodiment, the relative position of the accelerator pedal from a non-engaged first position to an engaged second position, wherein the non-engaged first position is sensed as 0% of the stroke, and the engaged second position is sensed as greater than 0% of the stroke up to 100%. Wherein, at the full stroke, the second position is sensed as 100%. In this optional embodiment, the signal from the acceleration sensor 60 to the controller 30 is selected from a voltage value or a current value to be converted by the controller from 0% of non-engagement to 100% of full engagement. In another optional embodiment, the acceleration sensor 60 is a force load cell for measuring the force applied to the accelerator pedal.

[0100] The optional gear position sensor (or FNR sensor) 70 is at least one switch, preferably a plurality of switches, more preferably a digital switch, for sensing whether a switch is engaged or disengaged. Preferably, the at least one switch controls the gear position from at least one of the forward gear, the neutral gear, and the reverse gear. In an optional embodiment, there are two switches, wherein one of the two switches engages the forward position and the other of the two switches engages the reverse position. Preferably, there are three switches, namely, a switch for forward, a switch for neutral, and a switch for reverse. The gear position sensor 70 sends a digital voltage signal to the controller for sensing whether the forward gear, the neutral gear, or the reverse gear is engaged. Alternatively, an analog potentiometer can be used to determine the gear position of the vehicle. Alternatively, a capacitive touch sensor can be used to determine the gear position and send a digital signal to the controller.

[0101] The vehicle speed sensor 40 measures the speed of the vehicle 20. In an optional embodiment, the speed of the vehicle 20 is measured at a frequency of 10ms. In another optional embodiment, the frequency is 1 to 1000ms, more preferably, 1 to 500ms. The measurement can be performed as known to those of ordinary skill in the art, and the measurement can include measuring the RPM of the vehicle motor 80. The vehicle speed sensor 40 can be selected from the sensors described herein. When the vehicle speed sensor 40 is a digital sensor or a Hall effect type sensor, the vehicle speed sensor 40 can be positioned anywhere along the power transmission path. In an optional embodiment, the vehicle speed sensor 40 is located at each wheel 21 on a common axle. In another optional embodiment, the sensor can be positioned at any position of a rotating member connected to a traction device. For sensors using Doppler waves, the sensor can be positioned on a vehicle 20 where there is a clear line of sight to the ground. For a GPS sensor, the sensor can be positioned on / in a vehicle 20 that communicates with a satellite.

[0102] The brake sensor 50 measures the level of braking applied to the vehicle 10 by the brakes. The braking level may be measured based on the brake pedal position (i.e., engaged or not engaged) or other braking measurements known to those of ordinary skill in the art, wherein the other braking measurements include, but are not limited to, measuring motor torque and / or motor amperage. The brake sensor 50 may be selected from those sensors described herein. In an optional embodiment, when the brake sensor 50 is an analog potentiometer and / or a force-carrying battery, the brake sensor 50 may be positioned on or near the brake pedal. When the brake is a pressure pad, the brake sensor 50 is a brake pressure sensor that may be positioned anywhere within the brake hydraulic circuit to measure the pressure on the brake pressure pad.

[0103] The acceleration (or throttle) sensor 60 measures the acceleration (or throttle position) of the vehicle 20. The measurement may involve measuring the position of the accelerator (or throttle) pedal position in the vehicle 20 or other methods known to those of ordinary skill in the art as described above. The acceleration (or throttle) sensor 60 may be selected from those described herein. When the acceleration sensor is an analog potentiometer or a force load cell, the acceleration sensor may be positioned at or near the accelerator pedal.

[0104] An optional directional ranging or gear position or FNR position sensor 70 measures whether the gear or FNR position of the vehicle 20 is in forward, neutral or reverse state. The measurement may involve measuring the position of the gear lever or other methods known to those of ordinary skill in the art as described above. The directional ranging sensor 70 may be selected from the sensors described herein. When the vehicle is an electric vehicle, the gear position sensor 70 may be positioned at or near the traction device to sense the rotational direction of the traction device. Alternatively, when the vehicle 20 is a non-electric vehicle, the gear sensor 70 may be positioned at or near the transmission to sense the engaged gear.

[0105] In an alternative embodiment, the vehicle motor 80 not only provides traction motion to the vehicle 20, but also acts as a retarding braking system. The vehicle motor 80 also acts as a generator for retarding braking as determined by the PID in the controller 30.

[0106] The power source 90 provides power to the controller 30 and may be charged by the vehicle motor 80 .

[0107] Communication between the vehicle motor 80 and the controller 30 is unidirectional (from 30 to 80), but signals from the vehicle motor 80 are sent to the controller 30 via the vehicle speed sensor 40, and communication between the power supply 90 and the controller 30 is bidirectional to facilitate the slow braking required by the PID in the controller 30 to ensure that the power supply 90 has the ability to store energy from the vehicle motor 80.

[0108] Example 1

[0109] The following are examples of the systems and methods described herein.

[0110] The first step involves inputting values ​​into the controller to allow calculation of the maximum design retarding torque for safely decelerating the vehicle from the maximum speed, including: i. inputting the maximum allowable vehicle speed limit allowed at the site where the vehicle is implemented; ii. inputting the vehicle's rated gross weight; iii. inputting the maximum design angle of the vehicle's descent (the maximum steepness of the vehicle's descent); iv. inputting the radius of the statically loaded tire (i.e., the static loading radius). The static loading radius is the loading radius of a fixed tire inflated to the recommended pressure. The loading radius is the distance from the tire contact center to the center of the wheel measured in the wheel plane; v. inputting the deceleration factor, which is a value of how actively the vehicle speed should be reduced; vi. inputting the overall gear ratio between the motor and wheel assembly (allowing PID logic to be used in vehicles with a transfer case or transmission or different axles). If there is no transmission or transfer case for the electric vehicle, a total gear ratio of 1:1 is used; and vii. These values ​​are input into the following formula to calculate the required retarding torque to decelerate the vehicle based on the lean angle and other factors identified below:

[0111] TB=[rT×W v ×(F d +sinθ)] / R G ,

[0112] Where TB = required retarding torque, rT = radius of statically loaded tire, W v = gross vehicle weight, F d = deceleration coefficient, θ = angle of descent of the road surface, R G = Overall transmission ratio between the motor and the wheel assembly.

[0113] In one example, the TB value may be used as is, and in another example, the desired retarding torque value may be converted according to the controller into a vector, which may be a scaled mathematical value from a value of 0 to a value of 100. Zero is the non-retarding torque of the vehicle and 100 is the calculated maximum retarding torque of the vehicle.

[0114] In a basic system, the TB calculation is manually entered into the vehicle speed controller. In a more advanced system, each parameter of the TB equation is entered into the vehicle speed controller and the controller calculates TB.

[0115] Regardless of the gear setting or position, if the vehicle power is engaged, the system is always in an activated state. The system is in an activated state when in neutral (when the gear system is not engaged or when the FNR directional ranging is in neutral). As described herein, a shortcoming of the prior art system is that the retarding system is not engaged when the vehicle is in neutral, which may cause the vehicle operator to circumvent the retarding system by placing the vehicle in neutral. One benefit of making the system in neutral is to alleviate the misuse of the vehicle operator, which can place the vehicle in neutral to avoid gear restrictions and attempt to slide along a downhill slope, and any one of the two exceeds the vehicle speed and / or wear brake system limited by the controller. The only time the system is in an inactive state is when the vehicle is turned off and the vehicle is in towing mode.

[0116] Reference now Figure 2 , shows a method flow chart of the system herein. The method begins when the vehicle is started. From the start step 200, the system determines whether the throttle is engaged (or if the throttle or accelerator pedal 202 is depressed), and if so, the vehicle speed limit is set to the maximum allowable vehicle speed limit 204. The maximum allowable vehicle speed limit 204 is determined by the OEM or work site restrictions or adjustment speed restrictions. The vehicle operator engages the vehicle gear and engages the throttle to move the vehicle to a certain speed not greater than the maximum allowable vehicle speed limit 204. In the case where the throttle is not engaged, in other words, the throttle is not depressed or engaged, the system records the current vehicle speed when the throttle is released and sets the vehicle speed limit 205 to the current vehicle speed recorded when the throttle is released. At the same time, the system determines whether the brake is engaged (or whether the brake pedal is depressed) 206. When the brake pedal is engaged, the vehicle speed limit set to 205 above has not changed. When the brake pedal is released or not engaged, the system records the current vehicle speed value 207 when the brake pedal is released or not engaged and sets it as the new current vehicle speed limit value 205. The system measures and records the new vehicle speed value instantaneously from the action (i.e., brake engaged or released, throttle engaged or released) and up to 50 milliseconds. In a preferred optional embodiment, this time period is between 10 milliseconds and 500 milliseconds. Once the pedal is released, the throttle is reset. This concept is called a "falling edge".

[0117] Once the system records the current vehicle speed value and sets it as the new current vehicle speed limit value 205, the system actively compares the new current speed limit value 205 with the current vehicle speed value 207 as long as the accelerator pedal is not depressed (or engaged). When the accelerator pedal 202 is depressed (or engaged), the system compares the maximum allowable (or pre-programmed) vehicle speed limit value 204 with the current vehicle speed value 207 at step 300.

[0118] When the accelerator pedal 202 is not depressed, the system determines at step 300 whether the current vehicle speed value 207 is greater than the current vehicle speed limit value 205 .

[0119] When compared to the current vehicle speed value 207, if step 300 is no, the current vehicle speed value 207 is less than or equal to the current vehicle speed limit value 205, and retarding braking is not required 222. If retarding braking is not required, the system sends a "0" or zero signal 214 to the retarding device, and the system returns to step 200.

[0120] If step 300 is yes, and the current vehicle speed value 207 is greater than the current vehicle speed limit value 205 , the system calculates the required correction value 216 for retarding braking 222 as determined by the PID loop logic in the controller.

[0121] The PID loop logic is described above. The brake pedal depression angle is multiplied by a predetermined gain value and the resulting value is sent to the controller as a retarding brake request as a retarding disconnect request with a percentage of 0% to 100%. An example would be if the preset gain value was 3.3 and the brake pedal depression angle was 30% (in other words, the brake pedal was pressed 30% from the starting position of the brake pedal), the retarding brake request sent to the controller and motor would be 99% to increase the resistance on the motor, thereby allowing the motor to perform most of the required deceleration to the safe speed limit and reduce wear and heat on the vehicle's service brakes, increasing the life of the service brakes and reducing maintenance costs.

[0122] Once the desired correction value for retarding braking is calculated 216, the system determines if the gear (or traction mode) is in neutral 218. If yes, the desired correction value is multiplied by the neutral gain value to produce a new desired correction value 220. The neutral gain value ranges from greater than 0 to less than or equal to 1, preferably from 0.5 to 1. In this example, its value is 0.8. If no, meaning the gear is not in neutral, the neutral gain multiplier is not used to determine the correction value and the correction value is applied to retarding braking as described above 222. The neutral gain value is used to prevent the operator from shifting from forward gear to neutral. The system is always active and continues to evaluate all sensors and perform calculations as needed.

[0123] Example 2

[0124] The following are examples of various conditions that a vehicle was subjected to as the speed controller system of the present disclosure was engaged and disengaged. A vehicle having the following specifications was driven on a road surface having various slopes to test the speed controller. The controller used was a Parker IQAN-MC TM Main controller. The throttle / acceleration sensor used is a Makersan accelerator pedal, MO450_H10_P009. The speed sensor used is a TM4 inverter / controller, CO150-HV-A2. The brake sensor used is a Parker ADS50 analog distance sensor, 01710ECD. The FNR sensor used is a Cobo OMNIAF-NR switch, 01-1113-0000. The retarder brake system used is a TM4 inverter / controller, CO150-HV-A2.

[0125]

[0126]

[0127] like Fig. 9A and 9B As shown, a graph of various parameters of a vehicle with a speed controller over time is provided. The graph provides an actual or current vehicle speed value 400, a vehicle speed limit value 500, a motor torque value 600, a road clearance value 700, a vehicle gear position 800, an accelerator (gas) pedal position 900, and a brake pedal position 1000. From t=5 seconds to t=48 seconds, the speed controller is engaged and the vehicle accelerates to 60 kilometers per hour (kph) and maintains the vehicle speed limit value 500 at or below 60 kph. At t=48 seconds, the vehicle operator releases the speed controller and the current vehicle speed value 400 immediately accelerates to above the vehicle speed limit value 500, even though the accelerator is not engaged (see accelerator pedal position 900 at t=51 to t=75 seconds). The brake pedal needs to be engaged to avoid an overspeed condition (see brake pedal position 1000 at t=64 to t=87 seconds). Each time the brake pedal and / or accelerator pedal is released (see t=86 to t=97 seconds), the vehicle speed limit value 500 is adjusted as described herein. At approximately t=105 seconds, the vehicle speed controller system is engaged and the accelerator is engaged, causing the actual vehicle speed value to reach 60 kph, i.e., the 60 kph vehicle speed limit value 500. Although the accelerator is engaged, the actual vehicle speed value slightly exceeds 60 kph, but regardless of whether the accelerator is engaged (see t=123 seconds to t=207 seconds) and the vehicle's brakes are not applied, the speed controller can prevent unnecessary acceleration and overspeeding. Fig.10The smoothness of the speed controller system can be illustrated by providing an exploded view of the motor torque values ​​600 applied by the speed controller's retarding braking system at the time interval t=123 seconds to t=138 seconds in FIG. 9 . Fig.10 As shown, the smoothness of the fluctuation of the curve of the motor torque value 600 between t=123 seconds and t=138 seconds allows the vehicle to operate smoothly, thereby maintaining the vehicle speed limit value 500 without the vehicle operator feeling uncomfortable.

[0128] like Fig.11A and 11B As shown, the vehicle undergoes the same test as above, but now the gear is set to neutral during the time period of the test. At t=80 seconds, the speed controller is turned off (disabled) and the vehicle gear is set to neutral (at t=81 seconds). The vehicle speed increases from 60 kph to 70 kph (above the vehicle speed limit of 60 kph). At t=104 seconds, the speed controller is turned on (enabled) and at t=106 seconds, the vehicle gear is set to forward gear. The speed controller applies torque to the motor through the retarder braking system, causing the actual vehicle speed value to reach 60 kph at t=107 seconds. The vehicle gear is placed in neutral at t=186 seconds by the speed controller engaging. The vehicle speed is slow, but then increases due to the grade of the road, but due to the action of the speed controller system, the vehicle speed remains below the vehicle speed limit of 500 when in neutral. The vehicle gear is moved to forward gear at t=197 seconds.

[0129] Reference now Figure 3 , shows an analog sensor 1100 for a brake and / or throttle sensor. A lever 1110 at one end of the analog sensor can be attached to the brake and / or throttle pedal to determine the position of the brake and / or throttle pedal when released (position is 0% and 0 inches of lever travel) to fully engaged (position is 100% and 1 inch of lever travel). The other end 1120 of the analog sensor 1100 is connected to a controller. The values ​​from 0 to 100% are sent to the controller via a communication line 1130 in the form of a voltage signal (0.5V for 0%, and 4.5V for 100%).

[0130] Reference now Figure 4 , a pressure sensor 2100 for a brake and / or throttle pressure pad sensor is shown. End 2120 communicates with the pressure pad to determine the pressure applied to the pad when disengaged (0% or no pressure) to fully engaged (100% or maximum pressure). The other end 2110 of the pressure sensor 2100 is connected to a controller. The values ​​from 0 to 100% are sent to the controller via a communication line 2130 in the form of a voltage signal (0.5V for 0% and 4.5V for 100%).

[0131] Reference now Figure 5 , a ground speed sensor 3100 is shown. The first end 3110 measures the gear position of the vehicle or the number of revolutions per minute of a magnet on a wheel or motor by the Hall effect without contact. The other end 3120 communicates with the controller 3130 and sends a digital signal of revolutions per minute to the controller, where the controller converts the RPM to the speed of the vehicle.

[0132] Reference now Figure 6 , a true ground speed sensor (TGSS) 4100 is shown. The TGSS sensor 4100 combines Doppler shift to measure the true ground speed of the vehicle. The TGSS sensor 4100 can be positioned to transmit a signal to the road surface and the signal is reflected off the road surface and the reflected signal is received by the TGSS 4100. When the road surface moves relative to the TGSS 4100, the reflected signal (Doppler shift) frequency will change. The true ground speed of the vehicle is calculated by measuring the frequency change.

[0133] Reference now Figure 7 , depicting the controller (or computer) 5100 as part of the speed controller system. The controller 5100 is connected to the various sensors described herein, and based on the signals received from the various sensors described herein, converts the sensor voltage signals into the engineering units required to calculate the correction factor to send a signal and engage the retarding braking system to control the vehicle speed so that the vehicle speed is not greater than the vehicle speed limit value. The controller can also calculate the maximum retarding torque value required to decelerate the vehicle to zero speed, in an optional embodiment, based on TB=[rT×Wv×(Fd+sinθ)] / RG, where TB=required maximum retarding torque, rT=radius of the statically loaded tire, Wv=gross vehicle weight, Fd=retarding coefficient, θ=maximum descent angle of the road surface, RG=total transmission ratio between the motor and the wheel assembly.

[0134] Reference now Figure 8 , a rising edge 6100 and a falling edge 6110 are shown. In this application, the controller records and adjusts the new vehicle speed limit at the falling edge 6110 when the accelerator and brake are disengaged.

[0135] Many changes may be made in the alternative embodiments of the disclosure without departing from the scope of the disclosure; it is intended that all matter contained herein shall be considered as illustrative and not limiting of the disclosure.

Claims

1. A vehicle speed control method, wherein the vehicle is traveling on a road, characterized in that: The method comprises: a. inputting the maximum deceleration torque required for decelerating the vehicle into at least one controller; b. inputting a maximum permissible vehicle speed limit value for the vehicle into the at least one controller; at the same time c. determining whether a throttle or accelerator of the vehicle is engaged; d. wherein whenever the throttle or accelerator of the vehicle is engaged, the current vehicle speed limit is set to the maximum permissible vehicle speed limit of step b; e. wherein, whenever the throttle or accelerator of the vehicle is not engaged, the at least one controller records the current vehicle speed value when the throttle or accelerator is released, and sets the current vehicle speed value recorded when the throttle or accelerator is released as the current vehicle speed limit value; f. wherein, during the entire operation of the vehicle, steps c to e are continuously performed; g. simultaneously determining when at least one brake of the vehicle is engaged; h. wherein the current vehicle speed limit value of step e is not changed whenever at least one brake of the vehicle is engaged; i. wherein, whenever at least one brake of the vehicle is not engaged, upon releasing at least one brake of the vehicle, a current vehicle speed value is determined and recorded, and the current vehicle speed value recorded upon releasing at least one brake of the vehicle is set as a new current vehicle speed limit value; j. wherein, during the entire operation of the vehicle, steps g to i are continuously performed; k. Actively compare the current vehicle speed value with the current vehicle speed limit value; l. wherein, whenever the current vehicle speed value is greater than the current vehicle speed limit value, a PID loop logic controller is started to determine a correction value of the vehicle speed value required to set the retarding braking value to be greater than zero so as to keep the current vehicle speed value equal to or below the current vehicle speed limit value; m. Whenever the current vehicle speed value is less than the current vehicle speed limit value, the deceleration braking value is set to zero; n. wherein, during the entire operation of the vehicle, steps k to m are continuously performed; and o. Wherein, during the entire operation of the vehicle, steps c to m are performed simultaneously and continuously.

2. The vehicle speed control method according to claim 1, characterized in that: determining whether directional ranging of the vehicle is neutral when setting a correction value required for the retarding braking value to maintain the vehicle speed at or below the current vehicle speed limit; a. If the directional ranging of the vehicle is neutral, the correction value is multiplied by the neutral gain value; and b. wherein, if the directional ranging of the vehicle is not neutral, the correction value is set to a retarding value; wherein the retarding value is an additional torque value required to decelerate the vehicle speed in order to maintain the vehicle speed at the current vehicle speed limit value for the road surface.

3. A vehicle speed adjustment method, characterized in that: The method comprises: a. receiving a speed signal from a speed sensor on the vehicle: i) at the moment the accelerator or throttle is released and / or ii) at the moment the brake pedal is released; b. determining whether the current speed signal received from the speed sensor on the vehicle is greater than the current vehicle speed limit; c. if the current speed signal received from the speed sensor on the vehicle is greater than the current vehicle speed limit value, a correction value is calculated by the PID loop logic in the controller, and retarding braking is initiated to adjust the vehicle speed so as to maintain the current speed value at the current vehicle speed limit value; d. if the current speed signal received from the speed sensor on the vehicle is less than or equal to the current vehicle speed limit value, then no correction value is calculated; and e. Repeat steps a to d throughout the operation of the vehicle.

4. The vehicle speed adjustment method according to claim 3, characterized in that: The vehicle is an electric vehicle.

5. The vehicle speed regulation method according to claim 3, characterized in that: The vehicle is an internal combustion vehicle.

6. The vehicle speed regulation method according to claim 3, characterized in that: The vehicle is a hybrid vehicle.

7. The vehicle speed regulation method according to claim 4, characterized in that: The electric vehicle is an electric mining vehicle.

8. The vehicle speed regulation method according to any one of claims 1 to 7, characterized in that: The retarder brake is at least one retarder selected from the group consisting of hydraulic, electric and engine compression retarders.

9. The vehicle speed regulation method according to any one of claims 1 to 8, characterized in that: The method uses a system comprising: a. at least one controller; b. at least one throttle sensor of a non-electric vehicle or at least one acceleration sensor of an electric vehicle, in communication with the at least one control; c. at least one brake sensor in communication with the at least one controller; d. at least one vehicle speed sensor in communication with the at least one controller, wherein the at least one controller further comprises a PID controller; and e. at least one retarding and braking system in communication with the at least one controller, wherein the at least one controller receives signals from a throttle sensor of the at least one non-electric vehicle or an acceleration sensor of the at least one electric vehicle, the at least one vehicle speed sensor, and the at least one brake sensor, and sends signals to the at least one retarding and braking system to control the speed of the vehicle based on: i. Maximum permissible vehicle speed limit; ii. Gross vehicle weight (Wv); iii. Maximum descent angle of the road surface (θ); iv. the radius of the statically loaded tire of the vehicle (rT); v, the deceleration factor (Fd), a value of how aggressively the vehicle speed is reduced; and vi. one of the following two total transmission ratios: for the electric vehicle, the total transmission ratio RG between the engine of the vehicle and the wheel assembly of the vehicle, or for the non-electric vehicle, the total transmission ratio RG between the retarder and the driving wheels coupled to the traction device, wherein the maximum retarding torque value is defined as: TB=[rT×Wv×(Fd+sinθ)] / RG.

10. The vehicle speed adjustment method according to claim 9, characterized in that: Also included is at least one gear position sensor in communication with the at least one controller.

11. The vehicle speed regulation method according to claim 9, characterized in that: The at least one throttle sensor is an accelerator pedal position sensor.

12. The vehicle speed regulation method according to claim 9, characterized in that: The at least one acceleration sensor is an acceleration pedal position sensor.

13. The vehicle speed regulation method according to claim 9, characterized in that: The at least one brake sensor is selected from the group consisting of a brake pedal position sensor and a brake pad pressure sensor.

14. The vehicle speed regulation method according to claim 9, characterized in that: Also included is at least one gear sensor in communication with the at least one controller, wherein the at least one gear sensor is a gear position sensor.

15. The vehicle speed regulation method according to claim 9, characterized in that: Also included is at least one gear position sensor in communication with the at least one controller, wherein the at least one gear position sensor is a neutral position sensor.

16. The vehicle speed regulation method according to claim 9, characterized in that: Also included is at least one directional ranging sensor.

17. The vehicle speed regulation method according to claim 9, characterized in that: The vehicle is an electric vehicle and further includes at least one directional ranging sensor, wherein the at least one directional ranging sensor is a forward, neutral and reverse FNR position sensor for the electric vehicle.

18. The vehicle speed regulation method according to claim 9, characterized in that: Also included is at least one motor in communication with the at least one controller.

19. The vehicle speed regulation method according to claim 9, characterized in that: Also included is at least one power source for the at least one controller and the motor.

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