US-12623653-B2 - GPS engine control

US12623653B2US 12623653 B2US12623653 B2US 12623653B2US-12623653-B2

Abstract

A method for remotely controlling the operation of a gas powered golf car, wherein the method comprises, via a global positioning system enhanced fleet management system (GPSEFMS) of the golf car communicatively connected with an internal combustion engine control unit (ECU) and a global position sensor of the golf car: monitoring a location of the golf car as the golf car is moving utilizing geospatial position data communicated from a global position sensor of the golf car to the GPSEFMS; determining when the golf car is one of near or within a geofenced area; and sending control commands to the ECU instructing the ECU to modify operation of the internal combustion engine, and hence operation of the golf car, in accordance with a predetermined operation profile specific to the geofenced area.

Inventors

Russell William King

Assignees

TEXTRON INC.

Dates

Publication Date: 20260512
Application Date: 20220614

Claims (11)

1 . A method for controlling the operation of a gas powered golf car, said method comprising: receiving human golf car operator inputs; communicatively connecting a global positioning system enhanced fleet management system (GPSEFMS) of a golf car with an internal combustion engine control unit (ECU) of the golf car via a golf car data network of the golf car, the ECU structured and operable to control operation of an internal combustion engine of the golf car in response to the human golf car operator inputs, wherein the GPSEFMS, the ECU and the golf car data network are disposed on the golf car, and the GPSEFMS comprises at least one processor structured and operable to execute one or more fleet management control program and a plurality of predetermined geofenced area operation profiles stored within the GPSEFMS; operating the internal combustion engine in response to the human golf car operator inputs in accordance with predetermined non-geofenced area operation parameters that are specific to a non-geofenced area of a golf course on which the golf car is operating; via execution of the one or more fleet management control program by the GPSEFMS, monitoring a location of the golf car as the golf car is moving in response to the human golf car operator inputs utilizing geospatial position data communicated from a global position sensor disposed on the golf carto the GPSEFMS via the golf car data network; via execution of the one or more fleet management control program by the GPSEFMS, using the geospatial position data to determine that the golf car is entering a geofenced area; via execution of the one or more fleet management control program by the GPSEFMS, sending control commands to the ECU via the golf car data network limiting operation of the internal combustion engine in response to the human golf car operator inputs; limiting operation of the golf car in response to the human golf car operator inputs, via the limited operation of the internal combustion engine, in accordance with one of the plurality of predetermined geofenced area operation profiles stored within the GPSEFMS disposed on the golf car that is specific to the geofenced area; via execution of the one or more fleet management control program by the GPSEFMS, continuing to monitor a subsequent location of the golf car utilizing the geospatial position data communicated from the global position sensor after the GPSEFMS has sent the control commands to the ECU limiting operation of the internal combustion engine in response to the human golf car operator inputs in accordance with the predetermined geofenced area operation profile; via execution of the one or more fleet management control program by the GPSEFMS, utilizing the subsequent location of the golf car to evaluate golf car operation restore criteria of the predetermined geofenced area operation profile to determine that the restore criteria has been satisfied based on the subsequent location of the golf car; via execution of the one or more fleet management control program by the GPSEFMS, when the restore criteria has been satisfied, initiating and sending a restore command to the ECU via the golf car data network to restore operation of the internal combustion engine in response to the human golf car operator inputs to the non-geofenced area operation parameters; via execution of the one or more fleet management control program by the GPSEFMS, restoring operation of the internal combustion engine in response to the human golf car operator inputs to the non-geofenced area operation parameters in response to the restore command; via execution of the one or more fleet management control program by the GPSEFMS, verifying that operation of the internal combustion engine in response to the human golf car operator inputs has been restored to the non-geofenced area operation parameters in response to the restore command.
2 . The method of claim 1 , wherein sending control commands to the ECU via the golf car data network controlling operation of the internal combustion engine in accordance with the predetermined geofenced area operation profile specific to the geofenced area comprises: via execution of the one or more fleet management control program by the GPSEFMS, evaluating the predetermined geofenced area operation profile specific to the geofenced area to determine when a reduction in speed of the internal combustion engine is required by the operation profile; and via execution of the one or more fleet management control program by the GPSEFMS, sending one or more internal combustion engine speed reduction command to the ECU via the golf car data network altering one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine; and altering the one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine.
3 . The method of claim 2 , wherein sending one or more internal combustion engine speed reduction command to the ECU via the golf car data network altering one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine comprises; sending a speed reduction command to the ECU via the golf car data network retarding the ignition timing of the internal combustion engine; and retarding the ignition timing of the internal combustion engine.
4 . The method of claim 2 , wherein sending one or more internal combustion engine speed reduction command to the ECU via the golf car data network altering one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine comprises; sending a speed reduction command to the ECU via the golf car data network reducing the amount of fuel supplied to the internal combustion engine; and reducing the amount of fuel supplied to the internal combustion engine.
5 . The method of claim 1 , wherein sending control commands to the ECU via the golf car vehicle data network controlling operation of the internal combustion engine in accordance with predetermined geofenced area operation profile specific to the geofenced area comprises: via the GPSEFMS, evaluating the predetermined geofenced area operation profile specific to the geofenced area to determine if a reduction of a ground speed of the golf car is required by the operation profile; via the GPSEFMS, sending one or more internal combustion engine speed reduction command to the ECU via the golf car data network altering one or more operational parameter of the internal combustion engine to reduce the ground speed of the golf car; and altering the one or more operational parameter of the internal combustion engine to reduce the ground speed of the golf car.
6 . The method of claim 5 , wherein the ground speed of the golf car can be monitored via the GPSEFMS using the geospatial position data communicated from a global position sensor.
7 . The method of claim 1 , wherein sending control commands to the ECU via the golf car data network controlling operation of the internal combustion engine in accordance with the predetermined geofenced area operation profile specific to the geofenced area comprises sending control commands to a driver display of the golf car via the golf car data network to provide information to a driver of the golf car.
8 . The method of claim 1 , wherein utilizing the subsequent location of the golf car to evaluate golf car operation restore criteria of the predetermined geofenced area operation profile to determine that the restore criteria has been satisfied based on the subsequent location of the golf car comprises evaluating the golf car operation restore criteria of the predetermined geofenced area operation profile to determine that the restore criteria has been satisfied while the golf car is within a geofenced area and the GPSEFMS is controlling operation of the internal combustion engine in accordance with the predetermined geofenced area operation profile.
9 . A gas powered golf car, said golf car comprising: an internal combustion engine structured and operable to generate motive power to the golf car; an engine control unit (ECU) structured and operable to control operation of the internal combustion engine; a global position sensor structured and operable to communicate with a GPS satellite to receive geospatial position data identifying the geospatial location of golf car; and a GPS enhanced fleet management system (GPSEFMS) communicatively connected to the global position sensor and to the ECU, the GPSEFMS comprising at least one processor structured and operable to execute one or more fleet management control program and a plurality of predetermined geofenced area operation profiles stored within the GPSEFMS, wherein via execution of the one or more fleet management control program by the GPSEFMS, the GPSEFMS is structured and operable to: operate the internal combustion engine in response to a human golf car operator inputs in accordance with predetermined non-geofenced area operation parameters that are specific to a non-geofenced area of a golf course on which the golf car is operating; monitor a location of the golf car as the golf car is moving in response to the human golf car operator inputs utilizing geospatial position data communicated from the global position sensor; determine when the golf car is entering a geofenced area using the geospatial position data to determine; and send control commands to the ECU via the golf car data network limiting operation of the internal combustion engine in response to the human golf car operator inputs, and limit operation of the golf car in response to the human golf car operator inputs, in accordance with one of the predetermined geofenced area operation profiles that is specific to the geofenced area, when it is determined that the golf car is entering the geofenced area; continue to monitor a subsequent location of the golf car utilizing the geospatial position data communicated from the global position sensor after the GPSEFMS has sent the control commands to the ECU limiting operation of the internal combustion engine in response to the human golf car operator inputs in accordance with the predetermined geofenced area operation profile; utilize the subsequent location of the golf car to evaluate golf car operation restore criteria of the predetermined geofenced area operation profile to determine when the restore criteria has been satisfied, based on the subsequent location of the golf car; initiate and send a restore command to the ECU via the golf car data network to restore operation of the internal combustion engine in response to the human golf car operator inputs to the non-geofenced area operation parameters when the restore criteria has been satisfied, and restore the operation of the internal combination engine in response to the human golf car operator inputs to the non-geofenced area operation parameters in response to the restore command; and verify that operation of the internal combustion engine in response to the human golf car operator inputs has been restored to the non-geofenced area operation parameters in response to the restore command.
10 . The golf car of claim 9 , wherein, via execution of the one or more fleet management control program by the GPSEFMS, the GPSEFMS is further structured and operable to: evaluate the predetermined geofenced area operation profile specific to the geofenced area to determine when a reduction in speed of the internal combustion engine is required by the operation profile; send one or more internal combustion engine speed reduction command to the ECU via the golf car data network altering one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine; and alter the one or more operational parameter of the internal combustion engine to reduce the speed of the internal combustion engine.
11 . The golf car of claim 9 , wherein via execution of the one or more fleet management control program by the GPSEFMS, the GPSEFMS is further structured and operable to evaluate golf car operation restore criteria of the predetermined geofenced area operation profile to determine when the restore criteria has been satisfied, based on the subsequent location of the golf car while the golf car is within a geofenced area and the GPSEFMS is controlling operation of the internal combustion engine in accordance with the predetermined geofenced area operation profile.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS This application is a continuation of U.S. patent application Ser. No. 16/563,457 filed on Sep. 6, 2019, which is a continuation-in-part of U.S. patent application Ser. No. 16/212,190 filed on Dec. 6, 2018. The disclosure of the above applications are incorporated herein by reference in their entirety. FIELD The present teachings relate to starters for engine in lightweight utility vehicles such as golf cars, and more particularly to: a starter-generator integrated with the respective engine to be started; power generation controls for optimally charging the vehicle's starting battery; and a GPS based speed control for vehicle management in the field. BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Traditionally, internal combustion (IC) engine golf and utility vehicles that utilize the accelerator pedal to start the vehicle IC engine use a starter motor (that in most instances is also a generator) that is mechanically coupled to the vehicle engine. Particularly, such typical vehicle IC engine starter systems comprise a DC starter motor/generator, and a drive belt and pulleys that mechanically couple the DC motor/generator to a flywheel of the vehicle IC engine. The flywheel is connected to a crankshaft of the vehicle IC engine. In such instances, the DC motor/generator is activated, via a pedal switch, to rotate the drive belt and pulleys, which in turn rotates the engine flywheel, which in turn rotates the engine crankshaft to start the vehicle engine. Hence, the traditional vehicle IC engine starter systems comprise a large number of components that in most instances have a finite service life and need frequent maintenance and repair. Additionally, the components of the traditional starter system can be a source to additional engine noise because of their design and applications. Additionally, such pedal start vehicles are typically characterized by frequent engine starting. This high frequency of engine starting can lead to the state of charge of the battery used to provide electrical energy to state the engine (often referred to as the starting battery) to fall to an unacceptable level if the duration between each start does not allow enough time to replenish the energy that was removed from the prior engine starts. This can be compounded by any additional loading on the starting battery such as accessory loads. Furthermore, often times the initial state of charge of the starting batteries of vehicles that have been in a storage condition prior to use may not be at 100% due to quiescent current draws and battery stand losses while in storage. The current state of the art in small IC engine powered vehicles is to employ a starter/generator system, as described above, for both starting the IC engine and generating power for battery charging and engine/accessory loads. Typically, for such pedal start applications, the battery is charged and maintained with a fixed, regulated voltage. To address the issues with pedal start applications vs maintaining a proper battery state of charge, the fixed, regulated voltage is sometimes set at a higher level to allow for quicker charging. This has the negative affect of decreasing battery life. Another method often employed to address the challenges of a pedal start application is to employ a starting battery with a very large reserve capacity. This prolongs the state of charge of the battery but at additional cost and does not prevent the issue but merely reduces the occurrence. Furthermore, vehicles in fleet golf, industrial, or commercial applications typically have optional GPS-based fleet management systems (FMS) for remote vehicle monitoring and management. Often times such fleet management systems provide a geofencing feature as part of the fleet management system. The geofencing feature allows for designating specific geographical areas in which the respective vehicle is, or is not, permitted and for establishing certain rules to apply when vehicles enter an area where it is not allowed. One of the common rules for geofenced areas is disabling of vehicle motion as a deterrent from entering areas where the vehicle is not allowed. Generally, the current technique or method used for such vehicle disabling on IC engine powered vehicles is to interrupt an engine control signal by actuating a relay that physically interrupts an input to the IC engine. For example, interrupting a single from the vehicle ignition switch to the IC engine. Such engine disabling methods require the addition of mechanical or solid-state circuitry to accomplish the signal interruption. Such additional circuitry adds cost and complexity to the vehicle, and also introduces more failure points to the vehicle. Additionally, such IC engine disable systems are limited in operation to just an On state or an Off state, and can be easily defeated by bypassing t