Claims:1. A method for controlling motion of a vehicle (200), the method comprising:
determining, by a control system (202), a torque based on a first input and a second input, wherein the first input is received from a user of the vehicle (200) and the second input is received from the vehicle (200);
providing, by the control system (202), the determined torque to a motor (204) of the vehicle (200);
selecting, by the control system (202), at least one of a hill hold operating mode and a creep torque operating mode in response to providing the determined torque to the motor (204) of the vehicle (200); and
controlling, by the control system (202), the motion of the vehicle (200) based on the at least one of the selected hill hold operating mode and the selected creep torque operating mode.

2. The method as claimed in claim 1, wherein the first input comprises at least one of a throttle input, a gear shifter input, a primary brake input, and a secondary brake input.

3. The method as claimed in claim 1, wherein the second input comprises at least one of a hold torque input, a creep torque input, a grade estimation input, and a stability flag input.

4. The method as claimed in claim 1, wherein the hill hold operating mode allows the control system (202) to operate the vehicle (200) in a hill hold state and provides the determined torque to the motor (204) to keep the vehicle (200) at a stationary position, when a trigger condition is met from the user of the vehicle (200).

5. The method as claimed in claim 1, wherein the creep torque operating mode allows the control system (202) to move the vehicle (200) with a limited speed without any throttle input and brake released from the user, when a gear shifter is in a drive mode.

6. The method as claimed in claim 3, wherein the stability flag input is determined as a function of a temperature of the motor (204), a temperature of a motor controller, a battery voltage, a motor temperature sensor failure information, a speed signal loss information, an overcurrent fault information, an under voltage fault information, an over voltage fault information, a short circuit in a cable, open circuit in the cable, and a low voltage supply failure information.

7. The method as claimed in claim 3, wherein the grade estimation input is determined as a function of the creep torque input, a rolling direction of the vehicle (200), a position of the gear shifter, a Revolutions Per Minute (RPM) count of the motor (204).

8. The method as claimed in claim 1, wherein said selecting, by the control system (202), at least one of the hill hold operating mode and the creep torque operating mode comprises,
receiving, by the control system (202), a feedback from the motor (204);
determining, by the control system (202), another torque based on the feedback from the motor (204); and
selecting, by the control system (202), at least one of the hill hold operating mode and the creep torque operating mode based on the determined torque.

9. The method as claimed in claim 8, wherein the feedback from the motor (204) comprises at least one of a RPM count of the motor (204) and a temperature of the motor (204).

10. The method as claimed in claim 1, wherein the control system (202) provides the determined torque to the motor (204) of the vehicle (200) through an inverter (206).

11. The method as claimed in claim 1, wherein the hill hold operating mode is activated, even if a parking brake is engaged.

12. The method as claimed in claim 1, wherein the hill hold operating mode is activated, when a rollback is detected even if a brake is not completely released.

13. The method as claimed in claim 1, wherein the hill hold operating mode is activated irrespective of a difference in a brake pot voltage level of the vehicle (100).

14. The method as claimed in claim 1, wherein the method comprises,
notifying, by the control system (202), the selection of the at least one of hill hold operating mode and the creep torque operating mode to the user; and
receiving, by the control system (202), a feedback from the user to control the motion of the vehicle (200) based on the notification.

15. A system for controlling motion of the vehicle (200), the system comprising:
a memory (208); and
a control system (202), coupled with the memory (208), the control system (202) configured to:
determine a torque based on a first input and a second input, wherein the first input is received from a user of the vehicle (200) and the second input is received from the vehicle (200);
provide the determined torque to a motor (204) of the vehicle (200);
select at least one of a hill hold operating mode and a creep torque operating mode in response to the provided torque to the motor (204) of the vehicle (200); and
control the motion of the vehicle (200) based on the at least one of the selected hill hold operating mode and the selected creep torque operating mode.

16. The system as claimed in claim 15, wherein the first input comprises at least one of a throttle input, a gear shifter input, a primary brake input, and a secondary brake input.

17. The system as claimed in claim 15, wherein the second input comprises at least one of a hold torque input, a creep torque input, a grade estimation input, and a stability flag input.

18. The system as claimed in claim 15, wherein the hill hold operating mode allows the control system (202) to operate in a hill hold state and provides the determined torque to the motor (204) to keep the vehicle (200) at a stationary position, when a trigger condition is met from the user of the vehicle (200).

19. The system as claimed in claim 15, wherein the creep torque operating mode allows the control system (202) to move the vehicle with a limited speed without any throttle input and brake released from the user when a gear shifter is in a drive mode.

20. The system as claimed in claim 17, wherein the stability flag input is determined as a function of a temperature of the motor (204), a temperature of a motor controller, a battery voltage, a motor temperature sensor failure information, a speed signal loss information, an overcurrent fault information, an under voltage fault information, an over voltage fault information, a short circuit in a cable, open circuit in the cable, and a low voltage supply failure information.

21. The system as claimed in claim 17, wherein the grade estimation input is determined as a function of the creep torque input, a rolling direction of the vehicle (200), a position of the gear shifter, a Revolutions Per Minute (RPM) count of the motor (204).

22. The system as claimed in claim 15, wherein the selection of at least one of the hill hold operating mode and the creep torque operating mode comprises,
receive a feedback from the motor (204);
determine another torque based on the feedback; and
select at least one of the hill hold operating mode and the creep torque operating mode based on the determined torque.

23. The system as claimed in claim 22, wherein the feedback from the motor (204) comprises at least one of a RPM count of the motor (204) and a temperature of the motor (204).
24. The system as claimed in claim 15, wherein the control system (202) provides the determined torque to the motor (204) of the vehicle (200) through an inverter (206).

25. The system as claimed in claim 15, wherein the hill hold operating mode is activated, even if a parking brake is engaged.

26. The system as claimed in claim 15, wherein the hill hold operating mode is activated, when a rollback is detected even if a brake is not completely released.

27. The system as claimed in claim 15, wherein the hill hold operating mode is activated irrespective of a difference in a brake pot voltage level of the vehicle (100).

28. The system as claimed in claim 15, wherein the control system (202) is configured to:
notify the selection of the at least one of hill hold operating mode and the creep torque operating mode to a user; and
receive a feedback from the user to control the motion of the vehicle (200) based on the notification.

, Description:TECHNICAL FIELD
[001] Embodiments herein relate to a vehicle operation management system, and more particularly related to methods and a control system for controlling motion of a vehicle.

BACKGROUND
[002] In general, a hill hold function is used to prevent a roll back or a roll forward of a vehicle when a brake pedal is released on a gradient/hill. Existing hill hold or hill start assist technology in a conventional vehicle (e.g., internal combustion engine (ICE) vehicle or the like) is done with a help of an inclination sensor (104) or a tilt sensor.
[003] FIG. 1 is an example illustration (100) in which the inclination sensor (104) supports a hill hold function in the vehicle (e.g., electrical vehicle (EV), ICE vehicle or the like), according to prior art. The inclination sensor (104) is used to identify whether the vehicle is on an inclination/hill and measure a degree of inclination. The measured information is sent to an electronic brake control unit (102) which uses either an anti-lock braking system (ABS)+electronic stability program (ESP) or electronic parking brake system (EPBS) (106) and keeps the vehicle stationary when the user releases the brake of the vehicle. This assists the user to comfortably shift his/her foot from the brakes to a throttle.
[004] In the electric vehicle, the hill hold assist technology is achieved either by using a combination of the inclination sensor (104) and electronic brake control unit (102) (similar to the ICE vehicle) or by using the inclination sensor (102) alone which sends information of degree of inclination to a motor control unit (MCU) (not shown). The MCU provides calculated amount of torque to an electrical motor to keep the vehicle stationary at one position for required period of time.
[005] Further, in the electric vehicle, limitation of inconsistent brake potentiometer voltage varies from one type vehicle to another type of vehicle. In an example, the potentiometer voltage of the one type of vehicle is 1.5 volts. In another type of vehicle, the potentiometer voltage is 2.5 volts. The potentiometer voltage is determined by a vehicle manufacture.
[006] Thus, it is desired to address the above mentioned disadvantages or other shortcomings or at least provide a useful alternative.

OBJECTS
[007] The principal object of the embodiments herein is to disclose a method and a control system for controlling motion of a vehicle by selecting one of a hill hold operating mode or a creep torque operating mode.
[008] Another object of the embodiments herein is to determine a torque based on a first input and a second input, where the first input includes a throttle input, a gear shifter input, a primary brake input, and a secondary brake input, and the second input includes a hold torque input, a creep torque input, a grade estimation input, and a stability flag input.
[009] Another object of the embodiments herein is to provide the determined torque to a motor of the vehicle.
[0010] Another object of the embodiments herein is to provide a hill hold operating mode that allows a control system to operate in a hill hold state and provides the determined torque to a motor to keep the vehicle at a stationary position, when a trigger condition is met from a user of the vehicle.
[0011] Another object of the embodiments herein is to provide a creep torque operating mode that allows the control system to move the vehicle with a limited speed without any throttle input and brake released from the user, when a gear shifter is in a drive mode.
[0012] Another object of the embodiments herein is to determine a stability flag input as a function of a temperature of the motor, a temperature of a motor controller, a battery voltage, a motor temperature sensor failure information, a speed signal loss information, an overcurrent fault information, an under voltage fault information, an over voltage fault information, a short circuit in a cable, open circuit in the cable, and a low voltage supply failure information.
[0013] Another object of the embodiments herein is to determine a grade estimation input as a function of the creep torque input, a rolling direction of the vehicle, a position of the gear shifter, a Revolutions per Minute (RPM) count of the motor.
[0014] Another object of the embodiments herein is to prevent rollback in the vehicle when the user of the vehicle is on hill/incline and shift foot from a brake to throttle in order to move.
[0015] Another object of the embodiments herein is to provide a control system keeping the vehicle stationary by giving calculated torque to an electric motor on an inclination/hill without using an inclination sensor and ABS+ESP/electronic parking brake system.
[0016] Another object of the embodiments herein is to achieve a hill hold implementation without using an electronic hydraulic brake system/electronic parking brake system.
[0017] Another object of the embodiments herein is to achieve a hill hold implementation by using a motor and control system (i.e., motor controller unit).
[0018] Another object of the embodiments herein is to achieve the hill hold implementation combined with a creep function for identification of gradient.
[0019] Another object of the embodiments herein is to avoid the limitation of inconsistent brake potentiometer voltage varies from one type vehicle to another type vehicle.
[0020] Another object of the embodiments herein is to activate the hill hold operating mode, even if a parking brake is engaged.
[0021] Another object of the embodiments herein is to activate the hill hold operating mode, when a rollback is detected even if the parking brake is not completely released.
[0022] Another object of the embodiments herein is to activate the hill hold operating mode irrespective of a difference in a brake pot voltage level of the vehicle.

BRIEF DESCRIPTION OF FIGURES
[0023] Embodiments herein are illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0024] FIG. 1 is an example illustration in which an inclination/tilt sensor supports a hill hold function in a vehicle (e.g., EV and ICE vehicle), according to prior art;
[0025] FIG. 2a illustrates various hardware elements in a vehicle for controlling motion of the vehicle, according to embodiments as disclosed herein;
[0026] FIG. 2b illustrates various hardware elements in a control system for controlling motion of the vehicle, according to embodiments as disclosed herein;
[0027] FIG. 3 is a flow chart illustrating a method for controlling motion of the vehicle, according to embodiments as disclosed herein;
[0028] FIG. 4 shows a state diagram for various operating modes of the vehicle, according to embodiments as disclosed herein;
[0029] FIG. 5 shows an example graph from a vehicle level testing for hill hold activation function, according to embodiments as disclosed herein;
[0030] FIG. 6 shows an example graph from a vehicle level testing for a flat road operation and creep function, according to embodiments as disclosed herein;
[0031] FIG. 7 is an example graph representing a brake blending, according to embodiments as disclosed herein; and
[0032] FIG. 8 is an example graph in which difference in brake voltages is depicted, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0033] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0034] Embodiments herein disclose a method for controlling motion of a vehicle. The method includes receiving, by a control system, a first input from a user of the vehicle. Further, the method includes receiving, by the control system, a second input from the vehicle. Further, the method includes determining, by the control system, a torque based on the first input and the second input. Further, the method includes providing, by the control system, the determined torque to a motor of the vehicle. Further, the method includes selecting, by the control system, at least one of a hill hold operating mode and a creep torque operating mode in response to providing the determined torque to the motor of the vehicle. Further, the method includes controlling, by the control system, the motion of the vehicle based on the at least one of the selected hill hold operating mode and the selected creep torque operating mode.
[0035] Referring now to the drawings, and more particularly to FIGS. 2a through 8, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.
[0036] FIG. 2a illustrates various hardware elements in a vehicle (200) for controlling motion of the vehicle (200), according to embodiments as disclosed herein. The vehicle (200) can be, for example, but not limited to an electrical vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicles (PHEV), a battery based electric vehicle (BEV) or the like. In an embodiment, the vehicle (200) includes a control system (202), a motor (204), an inverter (206), and a memory (208). The control system (202) is physically implemented by analog or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits, or the like, and may optionally be driven by firmware. The control system (202) can be a motor controller unit (MCU). The motor (204) can be, for example, but not limited to an electrical motor, an induction motor, a Permanent Magnet Synchronous Motor (PMSM) or the like. The control system (202) and the memory (208) forms a system which controls the motion of the vehicle
[0037] The control system (202) is configured to receive a first input from a user of the vehicle (200). The first input can be, for example, but not limited to a throttle input, a gear shifter input, a primary brake input, and a secondary brake input. The primary brake is a potentiometer which translates brake pedal mechanical movement to electrical signals. The secondary brake is a switch which gives binary information as brake pressed and brake released. For hill hold function, the MCU considers primary brake input. In case when the primary brake fails, the MCU considers secondary brake input for the hill hold function. Further, the control system (202) is configured to receive a second input from the vehicle (200). The second input can be, for example, but not limited to a hold torque input, a creep torque input, a grade estimation input, and a stability flag input.
[0038] The creep torque input is equal to the torque produced by an engine (not shown) of the vehicle (200) when idling with a throttle blade in an idle position. In an example, on a flat road the creep torque input may result in a creep speed of 3 mph while on a downhill slope the creep speed could reach 15 mph or more irrespective of slope of the road. In another example, the creep speed is 7.5 Kmph which will be controlled irrespective of slope of the road.
[0039] The stability flag input is determined as a function of a temperature of the motor (204), a temperature of a motor controller (i.e., combination of the control system (202) and the memory (208)), a battery voltage, a motor temperature sensor failure information, a speed signal loss information, an overcurrent fault information, an under voltage fault information, an over voltage fault information, a short circuit in a cable (not shown), an open circuit in the cable, and a low voltage supply failure information.
[0040] In an example, the vehicle (200) operates normally in accordance with the inputs such as accelerator, brake and gear shifter position. The vehicle (200) exits from the hill hold procedure irrespective of a current state based on the stability flag input and moves to a normal operating mode. The stability flag input is a function of motor temperature (Tmot), a motor controller temperature (TMCU), a HV battery voltage (VBatt) and faults related to motor-MCU interface like motor temperature sensor failure, speed signal loss, overcurrent fault, under voltage fault, overvoltage fault, a short circuit in a HV cable, an open circuit in the HV cable, a low voltage supply failure etc.
[0041] If both temperatures, a HV battery voltage is in specified limits and healthy condition and there are no active faults, then stability flag will be 1. Otherwise, it will set as 0 based on the below equation (1).
Stability Flag ? = f (Tmot, TMCU, VBatt, faults) ….(1)
[0042] Further, the grade estimation input is determined as a function of the creep torque input, a rolling direction of the vehicle (200), a position of the gear shifter, a RPM count of the motor (204). In an example, as an inclination sensor is not used in the vehicle (200), the grade is estimated with the help of grade estimation input based on following function/operations:
A. A creep torque is used to detect whether the vehicle (200) is on a flat road or on a hill.
B. If a vehicle rolling direction is opposite to that of a gear shifter position, it is predicted that the vehicle (200) is rolling back/forward.
C. The motor RPM count is used for rollback or roll forward measurement which is fed back to control system (202) via a motor speed sensor/encoder (not shown).
D. Based on the rate of roll back/ forward, the amount of grade is estimated.
[0043] Further, the control system (202) is configured to determine a torque based on the first input and the second input. Further, the control system (202) is configured to provide the determined torque to the motor (204) of the vehicle (200). In an embodiment, the control system (202) provides the determined torque to the motor (204) of the vehicle (200) through the inverter (206). The inverter (206) can be a space vector pulse width modulation (SVPWM) inverter.
[0044] Further, the control system (202) is configured to select at least one of a hill hold operating mode and a creep torque operating mode in response to provide the determined torque to the motor (204) of the vehicle (200). The hill hold operating mode allows the control system (202) to operate in a hill hold state and provides the determined torque to the motor (204) to keep the vehicle (200) at a stationary position, when a trigger condition is met from the user of the vehicle (200). The creep torque operating mode allows the control system (202) to move the vehicle with a limited speed without any throttle input and brake released from the user when a gear shifter (not shown) is in a drive mode.
[0045] In an embodiment, the hill hold operating mode and/or the creep torque operating mode is selected by receiving a feedback from the motor (204), determining another torque based on the feedback, and selecting the hill hold operating mode and the creep torque operating mode based on the determined torque. The feedback includes a RPM count of the motor (204) and a temperature of the motor (204).
[0046] Further, the control system (202) is configured to control the motion of the vehicle (200) based on the selected hill hold operating mode and the selected creep torque operating mode.
[0047] Unlike conventional vehicle, the control system (202) prevents rollback in the vehicle (200) when the user of the vehicle (200) is on hill/incline and shifts the foot from the brake to the throttle in order to move. This is achieved utilizing the control system (202) and the motor (204). The control system (202) keeps the vehicle stationary by giving calculated torque to the motor (204) on the inclination/hill without using an inclination sensor and ABS+ESP/electronic parking brake system. The control system (202) achieves the hill hold implementation without using an electronic hydraulic brake system/electronic parking brake system. The control system (202) achieves the hill hold implementation combined with the creep function for identification of gradient by using the motor (204) and the control system (202). Further, the control system (202) avoids the limitation of inconsistent brake potentiometer voltage varies from one type vehicle to another type vehicle (The detailed example graph is depicted in the FIG. 8).
[0048] Further, the hill hold operating mode is activated even if a parking brake is engaged. This is added protection in the scenario where the user of the vehicle (200) stops on gradient using a pedal brake, engages the parking brake and releases the pedal brake to press throttle. During transition from the pedal brake to the throttle, the hill hold operating mode is activated by the control system (202) which acts as added protection in case the park brake is insufficient to keep vehicle stationary on gradient.
[0049] The control system (202) avoids an insufficient pedal braking force arising from differences in brake blending from a vehicle to vehicle. The control system (202) will assist the user of the vehicle (200) when a pedal braking is insufficient to keep the vehicle stationary on high gradients. The control system (202) detects rollback of the vehicle (200) and activates the hill hold operating mode even if some amount of brake value is still present. The hill hold operating mode also helps the user of the vehicle (200) when the user of the vehicle (200) releases/activates the brake slowly.
[0050] Further, the control system (202) is configured to notify the selection of the hill hold operating mode and the creep torque operating mode to the user. In an example, the notification is done through a voice output. In an example, the notification is done on a dashboard (not shown) of the vehicle (200). Based on the notification, the control system (202) is configured to receive the feedback from the user to control the motion of the vehicle (200). In an example, the feedback is in the form of acknowledgement. In another example, the feedback is in the form of input to change the mode of the vehicle (200).
[0051] Further, the memory (208) also stores instructions to be executed by the control system (202). The memory (208) may include non-volatile storage elements. Examples of such non-volatile storage elements may include magnetic hard discs, optical discs, floppy discs, flash memories, or forms of electrically programmable memories (EPROM) or electrically erasable and programmable (EEPROM) memories. In addition, the memory (208) may, in some examples, be considered a non-transitory storage medium. The term “non-transitory” may indicate that the storage medium is not embodied in a carrier wave or a propagated signal. However, the term “non-transitory” should not be interpreted that the memory (208) is non-movable. In certain examples, a non-transitory storage medium may store data that can, over time, change (e.g., in Random Access Memory (RAM) or cache).
[0052] FIG. 2a shows exemplary units of the vehicle (200), but it is to be understood that other embodiments are not limited thereon. In other embodiments, the vehicle (200) may include less or more number of units. Further, the labels or names of the units of the vehicle (200) are used only for illustrative purpose and does not limit the scope of the invention. One or more units can be combined together to perform same or substantially similar function in the vehicle (200).
[0053] FIG. 2b illustrates various hardware elements in the control system (202) for controlling motion of the vehicle (200), according to embodiments as disclosed herein. In an embodiment, the control system (202) includes an input receiving controller (202a), a torque determination controller (202b), a hill hold operating mode selection controller (202c), a creep torque operating mode selection controller (202d), a processor (202e) and a communicator (202f). The processor (202e) is operated with the input receiving controller (202a), the torque determination controller (202b), the hill hold operating mode selection controller (202c), the creep torque operating mode selection controller (202d), and the communicator (202f).
[0054] The input receiving controller (202a) is configured to receive the first input from the user of the vehicle (200) and the second input from the vehicle (200). The input receiving controller (202a) is physically implemented by analog or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits, any electronic controller unit or the like, and may optionally be driven by firmware.
[0055] The torque determination controller (202b) is configured to determine the torque based on the first input and the second input. Further, the torque determination controller (202b) is configured to provide the determined torque to the motor (204) of the vehicle (200). The torque determination controller (202b) is physically implemented by analog or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits, any electronic controller unit or the like, and may optionally be driven by firmware.
[0056] In an embodiment, based on the determined torque, the hill hold operating mode selection controller (202c) allows the control system (202) to operate in the hill hold state and provides the determined torque to the motor (204) to keep the vehicle (200) at the stationary position, when the trigger condition is met from the user of the vehicle (200). The hill hold operating mode selection controller (202c) is physically implemented by analog or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits, any electronic controller unit or the like, and may optionally be driven by firmware.
[0057] In another embodiment, based on the determined torque, the creep torque operating mode selection controller (202d) allows the control system (202) to move the vehicle with the limited speed without any throttle input and brake released from the user when the gear shifter is in the drive mode. The creep torque operating mode selection controller (202d) is physically implemented by analog or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits, any electronic controller unit or the like, and may optionally be driven by firmware.
[0058] Further, the processor (202e) is configured to execute instructions stored in the memory (208) and to perform various processes. The communicator (202f) is configured for communicating internally between internal hardware components and with external devices via one or more networks.
[0059] The processor (202e) may include one or a plurality of processors. At this time, one or a plurality of processors may be a general purpose processor, such as a central processing unit (CPU), an application processor (AP), or the like, a graphics-only processing unit such as a graphics processing unit (GPU), a visual processing unit (VPU), and/or an AI-dedicated processor such as a neural processing unit (NPU).
[0060] The one or a plurality of processors control the processing of the input data in accordance with a predefined operating rule or artificial intelligence (AI) model stored in the non-volatile memory and the volatile memory. The predefined operating rule or artificial intelligence (AI) model is provided through training or learning.
[0061] The AI model may consist of a plurality of neural network layers. Each layer has a plurality of weight values, and performs a layer operation through calculation of a previous layer and an operation of a plurality of weights. Examples of neural networks include, but are not limited to, convolutional neural network (CNN), deep neural network (DNN), recurrent neural network (RNN), restricted Boltzmann Machine (RBM), deep belief network (DBN), bidirectional recurrent deep neural network (BRDNN), generative adversarial networks (GAN), and deep Q-networks.
[0062] FIG. 2b shows exemplary units of the control system (202), but it is to be understood that other embodiments are not limited thereon. In other embodiments, the control system (202) may include less or more number of units. Further, the labels or names of the units of the control system (202) are used only for illustrative purpose and does not limit the scope of the invention. One or more units can be combined together to perform same or substantially similar function in the control system (202).
[0063] FIG. 3 is a flow chart (300) illustrating a method for controlling motion of the vehicle (200), according to embodiments as disclosed herein. The operations (i.e., 302-312) are performed by the control system (202).
[0064] At 302, the method includes receiving the first input from the user of the vehicle (200). At 304, the method includes receiving the second input from the vehicle (200). At 306, the method includes determining the torque based on the first input and the second input. At 308, the method includes providing the determined torque to the motor (204) of the vehicle (200). At 310, the method includes selecting at least one of hill hold operating mode and the creep torque operating mode. At 312, the method includes controlling the motion of the vehicle (200) based on the at least one of selected hill hold operating mode and the selected creep torque operating mode.
[0065] At 314, the method includes notifying the selection of the hill hold operating mode and the creep torque operating mode to the user. In an example, the notification is done through the voice output. In an example, the notification is done on the dashboard (not shown) of the vehicle (200). At 315, the method includes receiving the feedback from the user to control the motion of the vehicle (200) based on the notification. In an example, the feedback is in the form of acknowledgement. In another example, the feedback is in the form of input to change the mode of the vehicle (200).
[0066] Based on the proposed method, the control system (202) prevents rollback in the vehicle (200) when the user of the vehicle (200) is on hill/incline and shifts foot from the brake to the throttle in order to move. This is achieved utilizing the control system (202) and the motor (204).
[0067] In the proposed method, the hill hold operating mode is activated even if a parking brake is engaged. This is added protection in the scenario where the user of the vehicle (200) stops on gradient using a pedal brake, engages the parking brake and releases the pedal brake to press throttle. During transition from the pedal brake to the throttle, the hill hold operating mode is activated by the control system (202) which acts as added protection in case the park brake is insufficient to keep vehicle stationary on gradient.
[0068] In the proposed method, the control system (202) avoids the insufficient pedal braking force arising from differences in brake blending from a vehicle to vehicle. The control system (202) will assist the user of the vehicle (200) when a pedal braking is insufficient to keep the vehicle stationary on high gradients. The control system (202) detects rollback of the vehicle (200) and activates the hill hold operating mode even if some amount of brake value is still present. The hill hold operating mode also helps the user of the vehicle (200) when the user of the vehicle (200) releases/activates the brake slowly.
[0069] The various actions, acts, blocks, steps, or the like in the flow chart (300) may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some of the actions, acts, blocks, steps, or the like may be omitted, added, modified, skipped, or the like without departing from the scope of the invention.
[0070] FIG. 4 shows a state diagram (400) for different operating modes of the vehicle, according to embodiments as disclosed herein. The modes can be an ignition ON mode, the creep torque operating mode, and the hill hold operating mode. An entry condition and an exit condition of the ignition ON mode, the creep torque operating mode, and the hill hold operating mode are provided in the table 1.
State Description Entry Condition Exit Condition
Ignition ON The ignition ON mode is a normal driving mode of the motor controller unit. 1) Ignition ON.
2) Completion of starting sequence. Creep conditions are met.
Creep torque operating mode Motor controller unit gives calculated amount of torque to drive the vehicle (200) with low speed at a flat road without throttle command 1) Vehicle speed is less than set speed.
2) Brake and throttle released.
3) Gear is in drive mode (F/R). 1) Hill Hold conditions met.
2) Brake pressed.
3) Throttle pressed.
4) Gear shifter not in drive mode.
Hill hold operating mode Motor controller unit gives calculated amount of torque to hold the vehicle stationary at high gradient roads when brakes are released. 1) Brake released.
2) Vehicle (200) is unable to move with Creep in drive mode (F/R).
3) Vehicle (200) is on high gradient (identified from grade estimation input).
4) Stability flag input = 1 1) Brake pressed.
2) Throttle pressed.
3) Gear shifter not in Drive mode.
4) Hill Hold time lapsed.
5) Stability flag input = 0
Table 1
[0071] FIG. 5 shows an example graph (500) from a vehicle level testing for hill hold activation function, according to embodiments as disclosed herein. Referring to the FIG. 5, as soon as the brake is released, the vehicle (200) goes to the hill hold operating mode and the control system (202) provides calculated torque to avoid vehicle rollback, using the grade estimation input. In this condition, the control system (202) provides a creep torque to the motor (204) to move the vehicle (200), if the vehicle (200) is not moving within calibratable time period, Traction Control Unit (TCU) or the MCU continues the hill hold operating mode for the pre-defined time and holds the vehicle stationary.
[0072] FIG. 6 shows an example graph (600) from the vehicle level testing for flat road operation and creep function, according to embodiments as disclosed herein. Referring to the FIG. 6, as soon as the brake is released on a flat road or low gradient, the control system (202) moves to the hill hold operating mode and provides calculated torque to avoid rollback, using grade estimation input. In parallel, the control system (202) provides creep torque to move the vehicle (200) and as soon as the vehicle (200) starts to move, comes out of hill hold operating mode and allows the vehicle to move with low speed in the creep torque operating mode.
[0073] FIG. 7 is an example graph (700) representing a brake blending, according to embodiments as disclosed herein. The brake blending is adjustment of mechanical braking force with electrical regeneration braking force. Since there are differences in brake voltages from the vehicle to another vehicle, there will be inconsistent electrical and mechanical brake forces. This may result in vehicle rollback on high gradient slopes even when the brake is not completely released. This is overcome by the proposed method by using the rollback detection. The control system (100) is configured to activate the hill hold operating mode when the rollback is detected even if the brake is not completely released. Referring to FIG. 7, the control system (202) avoids an insufficient pedal braking force arising from differences in brake blending from one vehicle to another vehicle.
[0074] FIG. 8 is an example graph (800) in which difference in brake voltages is depicted, according to embodiments as disclosed herein. In general, brake pot is manually adjusted during end of line procedure of the vehicle manufacturing. There are possibilities where brake pedal voltage values are different from one vehicle to another vehicle for the same amount of brake pedal travel. Due to the shown (FIG. 8) difference in the brake voltages, instead of taking full brake voltage as an input for activating hill hold mode, in the proposed method, the control system (200) have taken partial brake input. This allows the hill hold mode to be activated in all vehicles irrespective of the brake pot voltage level differences.
[0075] The embodiments disclosed herein can be implemented through at least one software program running on at least one hardware device and performing network management functions to control the network elements. The elements shown in FIG. 2a and FIG. 2b include blocks which can be at least one of a hardware device, or a combination of hardware device and software module.
[0076] The embodiments disclosed herein describe controlling motion of the vehicle (200). Therefore, it is understood that the scope of the protection is extended to such a program and in addition to a computer readable means having a message therein, such computer readable storage means contain program code means for implementation of one or more steps of the method, when the program runs on a server or mobile device or any suitable programmable device. The method is implemented in a preferred embodiment through or together with a software program written in example Very high speed integrated circuit Hardware Description Language (VHDL), or any other programming language, or implemented by one or more VHDL or several software modules being executed on at least one hardware device. The hardware device can be any kind of portable device that can be programmed. The device may also include means, which could be, for example, a hardware means, for example, an Application-specific Integrated Circuit (ASIC), or a combination of hardware and software means, for example, an ASIC and a Field Programmable Gate Array (FPGA), or at least one microprocessor and at least one memory with software modules located therein. The method embodiments described herein could be implemented partly in hardware and partly in software. Alternatively, the invention may be implemented on different hardware devices, e.g. using a plurality of Central Processing Units (CPUs).
[0077] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the scope of the embodiments as described herein.