Multiple mode control system for a vehicle

Abstract

Multiple mode control system for a vehicle includes a vehicle control unit operatively configured with manual override switch, one or plurality of sensors, audio output means and electronic control unit (ECU). The vehicle control unit includes processor configured with Read Only Memory, random access memory, analog to digital converter, switch driver and an optional communication engine and hard disk drive. The engine of the vehicle is configured with electronic control unit.

Claims

1. A multiple mode control system for a vehicle comprising: a manual override switch; a load sensor; a vehicle controller adapted to be in communication with said manual override switch, wherein said vehicle controller is configured to: receive an input from a driver for a load carried in said vehicle, a gear status sensor, pre-loaded data for routes, a global positioning system, the manual override switch and the load sensor; and an Electronic Control Unit (ECU) adapted to be in communication with said vehicle controller, wherein said Electronic Control Unit (ECU) is configured to: select an operating mode from a plurality of operating modes in said vehicle controller based on said received input, wherein each of the said operating modes are dependent on independent predefined sets of values of fuel quantity, rail pressure, injection timing, Energizing Time (ET), Fuel Mass Torque Converter (FMTC); activate said selected operating mode, thereby activating said fuel quantity, said rail pressure, said injection timing, said Energizing Time (ET), and said Fuel Mass Torque Converter (FMTC) corresponding to said selected operating mode.

2. The multiple mode control system as claimed in claim 1, wherein a communication between said Electronic Control Unit (ECU) and said vehicle controller is in the form of wired or wireless connections.

3. The multiple mode control system as claimed in claim 1, wherein said predefined sets of values of said fuel quantity, said rail pressure, said injection timing, said Energizing Time (ET), said Fuel Mass Torque Converter (FMTC) are integrated in said Electronic Control Unit (ECU).

4. The multiple mode control system as claimed in claim 1, wherein the vehicle is a compression ignition, spark ignition vehicle, hybrid, or hydrogen fuel driven vehicle.

5. A method of providing a multiple mode control for a vehicle, said method comprising: receiving an input from a driver for a load carried in the vehicle, a gear status sensor, pre-loaded data for routes, a global positioning system, a manual override switch and a load sensor, by a vehicle controller; selecting an operating mode from a plurality of operating modes in said vehicle controller based on said received input, wherein each of the said operating modes are dependent on independent predefined sets of values of fuel quantity, rail pressure, injection timing, Energizing Time (ET), Fuel Mass Torque Converter (FMTC), by an Electronic Control Unit (ECU); activating said selected operating mode, thereby activating said fuel quantity, said rail pressure, said injection timing, said Energizing Time (ET), and said Fuel Mass Torque Converter corresponding to said selected operating mode, by said Electronic Control Unit (ECU).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Features and advantages of this invention will become apparent in the following detailed description and the preferred embodiments with reference to the accompanying drawings. The embodiments are illustrated by way of example and not by way of limitation in the figures of the accompanying drawings.

(2) FIG. 1 illustrates a block diagram of a mode selected switching control system for a vehicle in accordance with the present invention (Sheet 1).

(3) FIG. 1a illustrates schematic of the vehicle control unit and its configuration with other components.

(4) FIG. 2 illustrates working flowchart of the mode selected switching control system for vehicle in accordance with the present invention (Sheet 2).

(5) FIG. 2a and FIG. 2b illustrate logic of the method of working of the system (Sheet 4 and Sheet 5).

(6) FIG. 3 illustrates the different operating modes of a vehicle as per the present invention (Sheet 6).

(7) Explanation of Term: A mode in the context of the present invention corresponds to a set of parameters such as rail pressure, injection quantity, injection time, ET, FMTC (but not limited to it) wherein the mode is a function of the gradient, driving conditions, vehicle load (but not limited to it).

DETAILED DESCRIPTION OF THE INVENTION

(8) The automated system of the present invention comprises a vehicle controller/control unit with embedded logic that takes inputs from load and gradient sensors. The vehicle controller of the present system of the invention automatically triggers the Electronic Control Unit (ECU) to switch/migrate over operating modes, based on the vehicle operating conditions. Three sets of parameters namely rail pressure; injection quantity and injection timing are integrated in electronic control unit (ECU) of the engine. Each set of the said parameters are specific for the each individual operating mode and the automated selection of the appropriate operating mode provides the best optimized fuel economy and vehicle performance.

(9) The schematic of the system is depicted in FIG. 1. The system comprises of an engine (10) of the vehicle that is configured with ECU (20). The vehicle controller/control unit (40) is operably configured with manual override switch (50), gradient sensor (60), load sensor (70), audio output means (80) and ECU (20).

(10) As depicted in FIG. 1a, the vehicle control unit (40) comprises of a processor configured with Read Only Memory (ROM), Random Access Memory (RAM), analog to digital converter, switch driver and an optional communication engine and hard disk drive. The said vehicle control unit (40) is configured with the engine control unit (20) and manual override switch (103), mode selection switch (104) and one or plurality of sensors (105). The communication protocol (100 and 101) for the configuration is in the form of wired or wireless connections. In one of the embodiments the control unit, manual switch, mode selection switch, and sensors are configured using communication, protocol selected from CAN, RFID, WAN, Wired, SENT, LIN, Flexray, Infrared, Bluetooth, RS 232, RS485, TCP/IP.

(11) In the context of the present invention the migration between modes is achieved by a process of switching, either automatic or manual in such a way that the transition time t can be varied so that the transition is seamless/smooth to avoid any abruptness or jerks.

(12) The system of the present operates in following steps: the vehicle controller/vehicle control unit (40) receives inputs from Load sensor (70), gradient sensor (60) and manual override switch (50) and communicates to ECU (20) that selects an appropriate operating mode for the best fuel efficiency and vehicle performance based on optimization of the three parameters namely rail pressure, injection timing and injection quantity. The ECU (20) also controls and monitors other parameters necessary for the function of the system; the ECU (20) communicates the selected operating mode together with the optimized parameters namely Rail pressure, Injection timing, injection quantity but not limited to it to the engine (10) to operate as per the selected mode; the ECU provides inputs and controls the engine operation to ensure that it operates in the selected mode.

(13) Vehicle load and gradient sensors provide inputs to a vehicle controller (40) which has embedded logic for the selection of mode. The vehicle controller triggers the Electronic Control Unit (ECU) of engine to select the appropriate operating mode from multiple inputs. The inputs from other sensors, engine speed, gear status, rail pressure, and accelerator pedal are also integrated as a particular mode gets activated. In one of the embodiments the system of the present invention is adapted to receive the signal/s from rain Sensor, Tire pressure, Brake position, Vehicle speed, Ambient Temp., Ambient Pressure, Gear Position, Fuel Level, Fuel Temp., Lambda sensor, NOx Sensor, Coolant Level, Oil Temp, Oil Press, Retarder, Boost Pressure, Boost Temp., Engine speed, GPS, Rail pressure, Injector needle lift, to achieve the same or similar output.

(14) Each of the operating modes is dependent on independent sets of values of the parameters such as rail pressure, injection quantity of fuel and injection timing. These are integrated in the ECU of the engine. These sets of parameters namely rail pressure, injection quantity and injection timing are specific to a selection mode, and provide the best optimized fuel economy and vehicle performance.

(15) The vehicle controller (40) is connected to a switch (50) which overrides the automatic control in the system in case of failure of the said inputs. Further, a driver may encounter an emergency situation in which the vehicle ought not to run in the automatically selected mode, he may override the system. The driver is periodically alerted that the vehicle is running in the overriding mode so that he can affect a changeover to the automatic mode at an appropriate time. Such overriding interventions are securely logged in the system that can be retrieved for routine monitoring. FIG. 2 illustrates the process comprising steps of: Activating ignition to enable all sensors, actuators and controllers functionalise/operationalize; Acquiring input signal from the Load sensor (70), Gradient sensor (60) and other vehicle sensors by the vehicle controller (40); Processing the input signals and data, correlating it with the already present data performance maps and arrive at/selecting the most effective operating mode in the vehicle controller (40); Checking for manual override command by the vehicle controller; Sending the output signal of best operating mode (say 1, 2 or 3 in the context of this description. However there could be plurality of operating modes not limited to only 3) to ECU and providing audio output signal by the vehicle controller; Receiving signal relating to the selection of specific operating mode in the ECU by the vehicle control unit (40); Activating specific operating mode (say 1, 2 or 3) in the ECU; Activating specific set of parameters such as rail pressure, injection quantity and injection timing specific to operating mode 1, 2 or 3; In one of the embodiments, the said specific set of parameters comprises of ET and FMTC as depicted in FIG. 2 Selecting the mode of operation based on vehicle requirements in the form of automatic control or override switch input; Displaying the indication in the form visible display on the vehicle controller board as per the said input; Processing the parameters (as per the mode selection) in the ECU to select the predefined fuel quantity, rail pressure and injection timing; Sending the signal from ECU to actuate the engine common rail and injector to supply the selected quantity of fuel at specified timing with specified pressure to the engine to operate as per the selected migrated mode.

(16) FIG. 2a and FIG. 2cb depicts the logic of the method of working/operation to enable appropriate mode selection. As depicted in FIG. 2b provides the flow chart of the process that comprises of: Initiating ignition and selecting auto or manual switch position; The manual switch selection enables (the user/operator) mode selection from either of the modes viz. mode 1, mode 2, mode 3, mode n The auto switch selection enables capturing signals from diverse sensors and selection of the appropriate mode using the said vehicle control unit (40) The input from the said vehicle control unit (40) is provided to ECU (20) to operate the engine accordingly.

(17) Based on the said flow chart depicted in FIG. 2b, the logic of operation is illustrated in FIG. 2c. The input parameters relating to the load on the vehicle and gradient are considered for this illustration. It is to be noted that however, the invention is not limited by this parameter. There could be plurality of other input parameters. As depicted in FIG. 2c, there is a decision between manual or auto switching. If the auto switching is selected, the signal from load (on the vehicle) and the gradient is monitored on the real time basis to arrive at the decision of the appropriate mode. For example, load monitoring is done every 60 minutes, gradient is monitored every 100 ms; it is to be noted that the time-interval to acquire the signals of these parameters could be pre-defined independently. The appropriate mode out of the three modes, is a function of the load and the gradient as indicated in the Table A. The load is categorised in overload, rated load and unladen based on the defined value of the load. The extent of gradient is also defined based on the predefined value (x) of the gradient. For example, if the load is less than or equal to the rated load and gradient is more than defined (X %), that is the gradient is steep; then the mode 1 is selected. If there is no gradient and the load is less than rated load, mode 3 is selected.

(18) FIG. 3 illustrates the engine output curves (RPM vs. Torque) in all operating modes 1, 2 and 3 in accordance with the present invention along with its corresponding operating mode 1, 2 and 3 specific for the Rail pressure, Injection timing & injection quantity parameters.

(19) In one of the embodiments, audio input is provided to the driver to manually select the appropriate operating mode determined by the system.

(20) In another embodiment, the vehicle is selected from a compression ignition or spark ignition vehicle. In yet another variant of the embodiment, the vehicle is selected from hybrid, hydrogen fuel driven, conventional.

(21) In another embodiment the vehicle is selected from the category of commercial, light commercial, passenger that includes sports utility vehicle and therelike.

(22) In another embodiment, the inputs to the vehicle controller for the automatic selection of mode are provided using a global positioning system.

(23) In another embodiment, inputs to the vehicle controller for the automatic selection of mode are provided from pre-loaded data for the routes and road conditions stored in the system.

(24) In another embodiment inputs to the vehicle controller for the automatic selection of mode is provided from the driver's input for the road gradient and load carried in vehicle.

(25) In another embodiment the system has inbuilt operating tolerance of 10% of the selected operating mode.

(26) It is evident that the synergistic integration and configuration of the vehicle controller (40) with the sensors to acquire diverse inputs related to load, vehicle driving conditions and road and further with the ECU to enable selection and switching of the effective operating mode provides enhanced fuel economy and vehicle performance. The system of the present invention results in following advantages as follows: Independent of the driver's understanding or competence, the system automatically triggers the ECU to switch over the operating modes, based on the load and road conditions. Driver to driver variation affecting fuel economy is minimised. Fuel economy benefit is achieved in range of 6% to 10% over conventional systems. Better fuel economy optimization is achieved in operating zone of each mode by controlling rail pressure, injection quantity and injection timing. Vehicle can be run in different applications with optimized driveability. Flexibility to operate the vehicle in different terrain with optimized torque (traction) at wheel with single power train solution

EXAMPLE

(27) The following example substantiate the aspect of the effective fuel economy and enhanced performance by virtue of using the system of the present invention and without using the system of the present invention is contemplated and compared.

(28) The commercial vehicle type 25T GVW, powered by 260 hp engine is considered. Comparative trials under controlled driving conditions (varied load condition) were performed on different routes with varied gradients namely, steep, moderate and No gradient. The fuel consumption is measured while using the system of the present invention and without using the said system.

(29) Differentiated performance is obtained by applying 3 modes in this example. The modes correspond to the loading condition and road gradient. It is depicted in Table 1. It is observed that there is about 5% fuel saving using the system of the present invention. There exists further scope to optimize the modes to enhance the fuel economy benefit (say 10%).

(30) TABLE-US-00001 TABLE 1 Fuel Economy Performance Comparison Steep gradients road Moderate gradient road No gradient road Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Route with without with without with without Application invention invention invention invention invention invention Overload At par Base 3.5% better Base 3% better Base better Rated Load At par Base 4.5% better Base 4% better Base Unladen 3% better Base 5.5% better Base 5% better Base (No load)

(31) The capability of the vehicle to negotiate different grades (expressed in) was tested under controlled conditions with 3 modes. The results are provided in Table 2.

(32) TABLE-US-00002 TABLE 2 Gradient Negotiation Performance Sr No. Parameters Mode 1 Mode 2 Mode 3 1 Stop-start - % @ 25T 17.16 14.17 12.67 2 Flying - % @ 25T 24.58 22.12 17.99

(33) The capability of the vehicle to accelerate from a speed of 0 km/h to 60 km/h in terms of time (sec) is tested with 3 modes under controlled conditions. The results are provided in Table 3.

(34) TABLE-US-00003 TABLE 3 Acceleration Performance Sr No. Parameters Mode 1 Mode 2 Mode 3 1 WOT 0-60 km/h time required sec 33.7 43.2 61 @ 25T

(35) The capability of the vehicle to attain the max speed (km/h) with 3 modes under controlled conditions is tested, the results are provided in Table 4.

(36) TABLE-US-00004 TABLE 4 Maximum Speed Performance Sr No. Parameters Mode 1 Mode 2 Mode 3 1 Max Speed - km/h @ 25T 104 102 89