Description:FIELD OF THE INVENTION
[0001] The present disclosure is generally related to a system and a method for controlling vehicle speed by moving a throttle, where the throttle sets a reference speed of a vehicle at which the vehicle has to be moved on the road. This system helps in eliminating the need for the brake application on a host vehicle.
BACKGROUND OF THE INVENTION
[0002] Vehicle speed control systems are important because it improves a driver's convenience and minimized the chances of road accidents. Vehicle speed controlling means matching an actual vehicle speed to the desired vehicle speed. Many systems and methods are available in the market for controlling vehicle speed. For example, the vehicle speed is controlled by adjusting an engine torque through the manipulation of various parameters that influence engine torque.
[0003] Many people face issues in controlling their vehicle speed while moving on a down-gradient road. In this kind of situation, the engine must be controlled by controlling the engine brake torque to a negative torque value. The engine brake torque is the torque at the crankshaft available to the vehicle driveline. Another method of controlling vehicle speed includes an engine airflow and cylinder deactivation. In this method, a throttle actuator controls engine airflow so that the actual vehicle speed reaches the desired vehicle speed.
[0004] For example, US20080039990A1 a controller and methods for controlling the speed of a vehicle having an electric motorized drive are provided. In one embodiment, a method involves determining a steady state average torque and a torque during acceleration or deceleration of the vehicle traveling over an underlying surface. The speed of the vehicle is controlled based on the steady state average torque, the torque during acceleration or deceleration the measured regeneration current generated by a motorized drive arrangement of the vehicle that applies torque to at least one ground-contacting element of the vehicle for traveling over the underlying surface, the weight of the vehicle and payload, the torque applied to the ground-contacting element, acceleration of the vehicle and the speed of the vehicle.
[0005] The above solution discloses the motorized drive arrangement and deals with the speed control for a self-balancing vehicle. The above system and method use the average steady-state torque to determine the speed of the controller. But the above system does not disclose a position of a throttle and a mapping of the throttle position with the speed of the vehicle.
[0006] Another example, WO2012042528A2 discloses a vehicle speed control system that enables the user to control the speed of the vehicle without the requirement of the throttle pipe to be rotated in order to adjust the throttle valve position. A throttle position sensor identifies the application of force to the throttle pipe and provides a suitable signal to an Electronic Control Unit (ECU). The ECU controls the carburetor or fuel injector, or Electronic Motor based on the throttle position sensor signal thereby controlling the vehicle speed.
[0007] The above solution discloses the changing mechanism of the throttle. The above system uses a force sensor which requires no relative motion. In the above system, speed control is a conventional behavior of existing vehicles which maps throttle to torque or power generation. The user is still responsible for maintaining the speed of the vehicle by constantly adjusting the throttle. The above system neither discloses the speed controller which uses the throttle to set a reference speed nor the mapping between the throttle position and a reference speed.
[0008] In order to overcome the aforementioned drawbacks, there is a need to provide a novel system and a method for controlling vehicle speed by setting a reference speed through the throttle and mapping the reference speed with the host vehicle’s current speed.
OBJECTS OF THE INVENTION
[0009] The principal object of the present invention is to overcome the disadvantages of the prior art.
[0010] Another object of the present invention is to provide the system for controlling vehicle speed that uses motoring and regenerative braking to match a host vehicle speed with a reference speed.
[0011] Another object of the present invention is to provide the system for controlling vehicle speed that uses a throttle for setting the reference speed of a host vehicle.
[0012] Another object of the present invention is to provide the system for controlling vehicle speed that is easy in design, economical, and reduces manual efforts while riding the vehicle on the road.
[0013] Another object of the present invention is to provide the system for controlling vehicle speed that provides a seamless driving experience for the rider by making the system conveniently operable automatic since the speed is always in control of the rider without the use of brakes.
[0014] Another object of the present invention is to provide a system for controlling vehicle speed that helps in limiting a torque during acceleration and deceleration of the host vehicle by using an acceleration limiting module.
[0015] Another object of the present invention is to provide the system for controlling vehicle speed that reduces the chances of road accidents.
[0016] Another object of the present invention is to provide the system for controlling vehicle speed that is helpful in riding on hilly roads, and multi-level parking lots, among others.
SUMMARY OF THE INVENTION
[0017] The present invention relates to a system for controlling vehicle speed for setting a reference speed of a host vehicle via a throttle movement while riding on a road and mapping the host vehicle speed with the reference speed by applying motoring and regenerative braking to a traction motor with help of a speed controller. This system makes the ride more convenient, and effortless and does not involve any human intervention.
[0018] According to an embodiment of the present invention, disclosed is a system for controlling vehicle speed. The system includes a throttle, an only throttle riding (OTR) module, a speed controller, a traction motor, and a host vehicle. The throttle sets a reference speed of the host vehicle via a throttle movement. Further, the OTR module is communicably coupled with the throttle for decoding a throttle movement information to generate and send a speed request. The OTR module is configured with an input interface that is anyone of a smartphone, a laptop, a dashboard, or a button placed on the vehicle, among others. Further, the reference speed generation is based on a position of the throttle. Further, a mapping between the reference speed and the throttle position depends on at least two aspects, wherein a first aspect is a maximum allowable speed and a second aspect is a shape of a throttle speed curve that is any one of a linear curve, a parabolic curve, a cubic curve, an s-curve, or other. Further, the speed controller is communicably coupled with the OTR module for receiving the speed request from the OTR module and sending a corresponding torque request to the OTR module. The speed controller calculates the required torque by comparing the reference speed with the host vehicle speed then the speed controller applies motoring and regenerative braking to the traction motor to increase or decrease the host vehicle speed to match the host vehicle speed with the reference speed. Further, the speed controller is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0019] According to another embodiment of the present invention, the system further includes an acceleration limiting module configured with the speed controller to limit a torque during acceleration and deceleration of the host vehicle by comparing it with a corresponding threshold limit. Further, the acceleration limiting module reduces the torque when the acceleration is greater than the corresponding threshold limit or the acceleration limiting module increases the torque when the deceleration is greater than the corresponding threshold limit. Further, the torque is anyone of a zero torque, a positive torque, or a negative torque. Further, the system may map the throttle to the torque in which a positive throttle is mapped to the positive torque, a negative throttle is mapped to the negative torque, and a zero throttle is mapped to a zero torque so that the host vehicle slows down to a stop when the throttle is zero. Further, the system may use different brakes such as an ABS (Antilock Braking System) for decreasing the host vehicle speed for the negative torque.
[0020] According to an embodiment of the present invention, disclosed is a method for controlling vehicle speed. The method includes a throttle, an only throttle riding (OTR) module, a speed controller, a traction motor, and a host vehicle for performing multiple steps. In the first step, the throttle sets a reference speed of the host vehicle via a throttle movement. In the next step, the OTR module decodes a throttle movement information to generate and send a speed request. The OTR module is configured with an input interface that is anyone of a smartphone, a laptop, a dashboard, or a button placed on the vehicle, among others. Further, the reference speed generation is based on a position of the throttle. Further, a mapping between the reference speed and the throttle position depends on at least two aspects, wherein a first aspect is a maximum allowable speed, and a second aspect is a shape of a throttle speed curve that is any one of a linear curve, a parabolic curve, a cubic curve, an s-curve, or other. In the last step, the speed controller receives the speed request from the OTR module and sending a corresponding torque request to the OTR module. The speed controller calculates the required torque by comparing the reference speed with the host vehicle speed then the speed controller applies motoring and regenerative braking to the traction motor to increase or decrease the host vehicle speed to match the host vehicle speed with the reference speed. Further, the speed controller is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0021] According to another embodiment of the present invention, the method further includes an acceleration limiting module configured with the speed controller to limit a torque during acceleration and deceleration of the host vehicle by comparing it with a corresponding threshold limit. Further, the acceleration limiting module reduces the torque when the acceleration is greater than the corresponding threshold limit or the acceleration limiting module increases the torque when the deceleration is greater than the corresponding threshold limit. Further, the torque is anyone of a zero torque, a positive torque, or a negative torque. Further, the method may map the throttle to the torque in which a positive throttle is mapped to the positive torque, a negative throttle is mapped to the negative torque, and a zero throttle is mapped to a zero torque so that the host vehicle slows down to a stop when the throttle is zero. Further, the method may use different brakes such as an ABS (Antilock Braking System) for decreasing the host vehicle speed for the negative torque.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The accompanying drawings illustrate various embodiments of systems, methods, and embodiments of various other aspects of the disclosure. Any person with ordinary skills in the art will appreciate that the illustrated element boundaries (e.g. boxes, groups of boxes, or other shapes) in the figures represent one example of the boundaries. It may be that in some examples one element may be designed as multiple elements or that multiple elements may be designed as one element. In some examples, an element shown as an internal component of one element may be implemented as an external component in another, and vice versa. Furthermore, elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions are described with reference to the following drawings. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating principles.
[0023] FIG. 1 illustrates a perspective view of a system for controlling vehicle speed 100, according to an embodiment of a present invention;
[0024] Fig. 2 depicts multiple graphs illustrating a shape of a throttle speed curve, according to an exemplary embodiment of the present invention;
[0025] FIG. 3 shows a flowchart 300 illustrating the working of a speed controller 106 (refer fig.1), according to another embodiment of the present invention;
[0026] FIG. 4 shows a flow chart illustrating the working of an accelerating limiting module 112 (refer fig.1), according to another embodiment of the present invention;
[0027] FIG. 5 depicts a graph 500 illustrating a throttle, a host vehicle speed, and a torque over a time, according to another exemplary embodiment of the present invention; and
[0028] FIG. 6 illustrates a block diagram depicting a method 600 for controlling vehicle speed, according to another embodiment of the invention.
DETAILED DESCRIPTION
[0029] Embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings in which, like numerals represent like elements throughout the several figures, and in which example embodiments are shown. Embodiments of the claims may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. The examples set forth herein are non-limiting examples and are merely examples among other possible examples.
[0030] Some embodiments of this invention, illustrating all its features, will now be discussed in detail. The words “comprising,” “having,” “containing,” and “including,” and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items or meant to be limited to only the listed item or items.
[0031] It must also be noted that as used herein and in the appended claims, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise. Although any systems and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present invention, the preferred systems and methods are now described.
[0032] FIG. 1 illustrates a perspective view of a system for controlling vehicle speed 100, according to an embodiment of a present invention. The system 100 for controlling vehicle speed 100 comprises a throttle 102, an only throttle riding (OTR) module 104, a speed controller 106, a traction motor 108, an acceleration limiting module 112, an input interface 114, and a host vehicle 110.
[0033] In the embodiment, the throttle 102 is used for setting a reference speed of the host vehicle 110 via a throttle movement. The throttle 102 is moved by a user, and the throttle movement is done dynamically. The throttle 102 is always used to change the reference speed.
[0034] In the embodiment, the OTR module 104 is communicably coupled with the throttle 102 for decoding a throttle movement information to generate and send a speed request. The throttle movement information is the information of how much percentage of the throttle 102 is moved. Further, the OTR module 104 is configured with the input interface 114. The input interface114 is anyone of a smartphone, a laptop, a dashboard, or a button placed on the host vehicle 110, among others. The OTR module 104 is activated when the user wants to activate it by using the input interface 114. Once enabled the OTR module 104 is disabled again when the user wants to deactivate it.
[0035] In the embodiment, the speed controller 106 is communicably coupled with the OTR module 104 for receiving the speed request from the OTR module 104 and sending a corresponding torque request to the OTR module 104. The torque request means the speed controller 106 provides information to the OTR module 104 that how much torque is required to match the host vehicle speed with the reference speed. Further, the speed controller 106 applies motoring and regenerative braking to a traction motor 108 in order to match a host vehicle speed with the reference speed. Further, the speed controller 106 is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0036] In the embodiment, the system 100 further includes the acceleration limiting module 112 which is configured with the speed controller 106 to limit a torque during acceleration and deceleration of the host vehicle 110 by comparing it with a corresponding threshold limit. Further, the torque is anyone of a zero torque, a positive torque, or a negative torque.
[0037] In the embodiment, the reference speed generation is based on a position of the throttle 102. Further, a mapping between the reference speed and the throttle 102 position depends on at least two aspects, wherein a first aspect is a maximum allowable speed, and a second aspect is a shape of a throttle speed curve. The shape of the throttle speed curve is any one of a linear curve 202 (refer fig.2), a parabolic curve 204, a cubic curve, an s-curve 206 (refer fig.2), or other.
[0038] Fig. 2 depicts multiple graphs illustrating the shape of the throttle (refer fig.1) speed curve, according to an exemplary embodiment of the present invention. Plot 202 shows the linear curve between the speed reference and the throttle movement percentage. This allows the reference speed to change at the same rate for all throttle positions. Plot 204 shows the parabolic curve between the speed reference and the throttle movement percentage. This provides a better riding experience since the reference speed changes slowly at low throttle values. The disadvantage is that at high throttle values, there are large changes in the reference speed. Plot 206 shows the S-curve between the speed reference and the throttle movement percentage. This combines the advantages of linear curve 202 and parabolic curve 204. At low and high throttle 102 values the reference speed changes slowly, and at intermediate throttle 102 values, the speed changes linearly which provides good control of the speed of the host vehicle 110. The S-Curve 206 throttle relationship allows the feature to operate in its best mode. It gives the best riding experience to a rider. Plot 208 shows the lookup curve between the speed reference and the throttle movement percentage. This allows any relationship between the throttle position and the reference speed, with their own advantages and disadvantages. Every curve (202,204,206,208) provides the different riding experience.
[0039] In an alternative embodiment, the mapping from the throttle 102 to the reference speed is not essential. The throttle 102 may also be mapped in a more complicated way to both the positive and the negative torque. However, mapping to the reference speed allows the system 100 to operate in its best mode. The throttle mappings may be for both a positive and a negative throttle. The positive throttle maps a positive reference speed and the negative throttle maps to a negative reference speed.
[0040] FIG. 3 shows a flowchart 300 illustrating the working of the speed controller 106 (refer fig.1), according to another embodiment of the present invention. The speed controller 106 determines the reference speed, as shown in step 302. The speed controller 106 determines the host vehicle speed, as shown in step 304. Further, the speed controller 106 compares the reference speed with the host vehicle speed and finds the difference between them, as shown in step 306. Further, the speed controller 106 applies motoring and regenerative braking to the traction motor 108 to match the host vehicle speed with the reference speed, as shown in step 308. For this, the speed controller 106 calculates the torque which is required to increase or decrease the host vehicle speed, as shown in step 310. Further, the speed controller 106 applies motoring which means the positive torque for increasing the host vehicle speed and the speed controller 106 applies regenerative braking which means the negative torque for decreasing the host vehicle speed in order to match it with the reference speed.
[0041] In another exemplary embodiment, when the host vehicle 110 (refer fig.1) is moving on an up-gradient it tends to roll backwards then it requires the positive torque using motoring to increase the host vehicle speed, similarly when the host vehicle 110 is moving on a down-gradient it tends to roll forward then it requires the negative torque using regenerative braking to decrease the host vehicle speed. For this, the speed controller 106 (refer fig.1) automatically determines the torque such that the host vehicle speed is match with the reference speed of the host vehicle 110.
[0042] FIG. 4 shows a flow chart illustrating the working of the accelerating limiting module 112 (refer fig.1), according to another embodiment of the present invention. Flowchart 400 starts at step 405 and proceeds to steps 410, 415, 420, 425, and 430. The method 400 is first operative at step 405 in which the acceleration limiting module 112 is activated. At step 410, a determination is made whether the acceleration is greater than the corresponding threshold limit. In one embodiment, when the determination is “YES”, then the flowchart proceeds to step 415 otherwise the flowchart proceeds to step 420. At step 415, the acceleration limiting module 112 reduces the torque. At step 420, another determination is made whether the deceleration is greater than the corresponding threshold limit. In one embodiment, when the determination is “YES”, then the flowchart proceeds to step 425 otherwise the flowchart proceeds to step 430. At step 425, the acceleration limiting module 112 increases the torque. At step 430, the acceleration limiting module 112 is deactivated.
[0043] FIG. 5 depicts a graph 500 illustrating the throttle 102 (refer fig.1), the host vehicle speed, and a torque over a time, according to another exemplary embodiment of the present invention. Plot 502 shows the percentage of the throttle movement with respect to the time. Plot 504 shows the host vehicle speed over time. Plot 506 shows the torque over time. It is found that when the throttle 102 is increased, the torque increases until the host vehicle speed is achieved, as shown in plot 608. Further, when the throttle 102 is maintained constant, the host vehicle speed and the torque is also maintained constant, as shown in plot 510. Further, when the throttle 102 is set to zero, the host vehicle speed reduces back to zero using the negative torque, as shown in plot 512.
[0044] According to another alternative embodiment of the present invention, the system 100 may map the throttle 102 to the torque in which the positive throttle is mapped to the positive torque, the negative throttle is mapped to the negative torque, and a zero throttle is mapped to the zero torque so that the host vehicle 110 slows down to a stop when the throttle 102 is zero.
[0045] In another alternative embodiment, the system may use different brakes such as an ABS (Antilock Braking System) for decreasing the host vehicle speed for the negative torque instead of using regen braking from the motor while riding the host vehicle 110 on the down-gradient road.
[0046] FIG. 6 illustrates a block diagram depicting a method 600 for controlling speed of host vehicle 110, according to another embodiment of the invention. The method 600 includes a throttle 102, an only throttle riding (OTR) module 104, a speed controller 106, a traction motor 108, and a host vehicle 110 for performing multiple steps. The throttle 102 sets a reference speed of the host vehicle 110 via a throttle movement, as shown in step 605. Further, the OTR module 104 decodes a throttle movement information to generate and send a speed request, as shown in step 610. The OTR module 104 is configured with an input interface 114 is anyone of a smartphone, a laptop, a dashboard, or a button placed on the vehicle, among others. Further, the reference speed generation is based on a position of the throttle 102. Further, a mapping between the reference speed and the throttle position depends on at least two aspects, wherein a first aspect is a maximum allowable speed, and a second aspect is a shape of a throttle speed curve that is any one of a linear curve, a parabolic curve, a cubic curve, an s-curve, or other.
[0047] In the method 600, the speed controller 106 receives the speed request from the OTR module 104 and sending a corresponding torque request to the OTR module 104, as shown in step 615. The speed controller 106 calculates the required torque by comparing the reference speed with the host vehicle speed then the speed controller 106 applies motoring and regenerative braking to the traction motor 108 to increase or decrease the host vehicle speed to match the host vehicle speed with the reference speed. Further, the speed controller 106 is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
[0048] According to another embodiment of the present invention, the method 600 further includes an acceleration limiting module 112 configured with the speed controller 106 to limit a torque during acceleration and deceleration of the host vehicle by comparing it with a corresponding threshold limit. Further, the acceleration limiting module 112 reduces the torque when the acceleration is greater than the corresponding threshold limit or the acceleration limiting module 112 increases the torque when the deceleration is greater than the corresponding threshold limit. Further, the torque is anyone of a zero torque, a positive torque, or a negative torque.
[0049] In the method, the acceleration limiting module 112 (refer fig.1) is the important component of the method 600. When there are large changes occur in the throttle positions, whether intended or unintended by the user, it results in large changes in the reference speed. Because of this, sudden acceleration, or deceleration of the host vehicle 110 occurs. The sudden changes in the acceleration or deceleration of the host vehicle 110 cause skidding and are very unsafe. Therefore, the acceleration limiting module 112 is important because that monitors the acceleration and deceleration of the host vehicle 110 whenever it crosses the corresponding threshold limit. The acceleration limiting module 112 helps in preventing sudden braking and acceleration.
[0050] According to another alternative embodiment of the present invention, the method 600 may map the throttle 102 to the torque in which a positive throttle is mapped to the positive torque, a negative throttle is mapped to the negative torque, and a zero throttle is mapped to a zero torque so that the host vehicle 110 slows down to a stop when the throttle is zero.
[0051] In another exemplary embodiment, the method 600 is used in a huge traffic area. It helps the host vehicle 110 (refer fig.1) to move forward in the traffic, slow down the host vehicle 110, and stop the host vehicle 110 by using the throttle 102 only. Since the sudden changes in the speed and acceleration affect the performance of the engine. This method 600 eliminated the need for the continuous brake application on the host vehicle 110 (refer fig.1) which helps in improving the performance of the engine and also increasing the fuel efficiency.
[0052] In another exemplary embodiment, the method 600 is also helpful in multi-level parking facilities. The method 600 sets the reference speed and automatically adjusts the torque to match the speed of host vehicle 110 with the reference speed without the user's involvement. So, the invention is helpful in keeping the user mind concentrated at the parking of vehicle only, that reduces the overall accidents and casualties in the multi-level parking area.
[0053] In another exemplary embodiment, this invention is also helpful in hilly regions. It is found that this system 100 contributes a lot in minimizing the accident rate that occurs due to the negligence of the driver to disobeying traffic rules while riding in the hilly regions. This system 100 helps in improving safety, keeping both the passenger safety and the pedestrians on the hilly roads. For this, the user sets the reference speed by using the throttle 102 (refer fig.1) before starting the ride in hilly regions. The system 100 automatically adjusts the host vehicle speed to match the reference speed while riding on the rough terrain of the hilly regions. This helps the rider in focusing more on steering.
[0054] In an advantageous embodiment, the system 100 is easy in design, economical, and reduces manual efforts while riding the vehicle on the road. This system 100 also provides a seamless driving experience for the rider by making the system 100 conveniently operable automatic since the host vehicle speed is always in control of the rider without the use of brakes.
[0055] Moreover, although the present invention and its advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the invention as defined by the appended claims. Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition of matter, means, methods and steps described in the specification. As one will readily appreciate from the disclosure, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods, or steps.
, Claims:We Claim:
1. A system for controlling vehicle speed, comprising:
a throttle (102), wherein the throttle (102) sets a reference speed of a host vehicle (110) via a throttle movement;
an only throttle riding (OTR) module (104) communicably coupled with the throttle (102) for decoding a throttle movement information to generate and send a speed request; and
a speed controller (106) communicably coupled with the OTR module (104) for receiving the speed request from the OTR module (104) and sending a corresponding torque request to the OTR module (104), wherein the speed controller (106) applies motoring and regenerative braking to a traction motor (108) in order to match a host vehicle speed with the reference speed.
2. The system (100) as claimed in claims 1, wherein the speed controller (106) is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
3. The system (100) as claimed in claim 1, wherein an acceleration limiting module (112) configured with the speed controller (106) to limit a torque during acceleration and deceleration of the host vehicle (110) by comparing it with a corresponding threshold limit.
4. The system (100) as claimed in claim 3, wherein the acceleration limiting module (112) reduces the torque when the acceleration is greater than the corresponding threshold limit or the acceleration limiting module (112) increases the torque when the deceleration is greater than the corresponding threshold limit.
5. The system (100) as claimed in claim 1, wherein the OTR module (104) is configured with an input interface (114) is anyone of a smartphone, a laptop, a dashboard, or a button placed on the vehicle, among others.
6. The system (100) as claimed in claim 1, wherein the reference speed generation is based on a position of the throttle (102).
7. The system (100) as claimed in claim 6, wherein a mapping between the reference speed and the throttle position depends on at least two aspects, wherein a first aspect is a maximum allowable speed and a second aspect is a shape of a throttle speed curve.
8. The system (100) as claimed in claim 7, wherein the shape of the throttle speed curve is any one of a linear curve (202), a parabolic curve (204), a cubic curve, an s-curve (206), or other.
9. The system (100) as claimed in claim 1, wherein the speed controller (106) calculates the required torque by comparing the reference speed with the host vehicle speed then the speed controller (106) applies motoring and regenerative braking to the traction motor (108) to increase or decrease the host vehicle speed to match the host vehicle speed with the reference speed.
10. The system (100) as claimed in claim 1, wherein the torque is anyone of a zero torque, a positive torque, or a negative torque.
11. The system (100) as claimed in claims 1,10, wherein the system (100) may map the throttle (102) to the torque in which a positive throttle is mapped to the positive torque, a negative throttle is mapped to the negative torque, and a zero throttle is mapped to a zero torque so that the host vehicle (110) slows down to a stop when the throttle (102) is zero.
12. The system (100) as claimed in claim 1, wherein the system (100) may use different brakes such as an ABS (Antilock Braking System) for decreasing the host vehicle speed for the negative torque.
13. A method for controlling vehicle speed, comprising:
setting, by a throttle (102), a reference speed of a host vehicle (110) via a throttle movement;
decoding, by an only throttle riding (OTR) module (104), a throttle movement information to generate and send a speed request; and
receiving, by a speed controller (106), the speed request from the OTR module (104) and sending a corresponding torque request to the OTR module (104), wherein the speed controller (106) applies motoring and regenerative braking to a traction motor (108) in order to match a host vehicle speed with the reference speed.
14. The method (600) as claimed in claims 13, wherein the speed controller (106) is anyone of a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller.
15. The method (600) as claimed in claim 13, wherein an acceleration limiting module (112) configured with the speed controller (106) to limit a torque during acceleration and deceleration of the host vehicle (110) by comparing it with a corresponding threshold limit.
16. The method (600) as claimed in claim 15, wherein the acceleration limiting module (112) reduces the torque when the acceleration is greater than the corresponding threshold limit or the acceleration limiting module (112) increases the torque when the deceleration is greater than the corresponding threshold limit.
17. The method (600) as claimed in claim 13, wherein the OTR module (104) is configured with an input interface (114) that is anyone of a smartphone, a laptop, a dashboard, or a button placed on the vehicle, among others.
18. The method (600) as claimed in claim 13, wherein the reference speed generation is based on a position of the throttle (102).
19. The method (600) as claimed in claim 18, wherein a mapping between the reference speed and the throttle position depends on at least two aspects, wherein a first aspect is a maximum allowable speed and a second aspect is a shape of a throttle speed curve.
20. The method (600) as claimed in claim 19, wherein the shape of the throttle speed curve is any one of a linear curve (202), a parabolic curve (204), a cubic curve, an s-curve (206), or other.
21. The method (600) as claimed in claim 13, wherein the speed controller (106) calculates the required torque by comparing the reference speed with the host vehicle speed then the speed controller (106) applies motoring and regenerative braking to the traction motor (108) to increase or decrease the host vehicle speed to match the host vehicle speed with the reference speed.
22. The method (600) as claimed in claim 21, wherein the torque is anyone of a positive torque, a zero torque, or a negative torque.
23. The method (600) as claimed in claims 13,22, wherein the method (600) may map the throttle (102) to the torque in which a positive throttle is mapped to the positive torque, a negative throttle is mapped to the negative torque, and a zero throttle is mapped to a zero torque so that the host vehicle (110) slows down to a stop when the throttle (102) is zero.
24. The method (600) as claimed in claim 13, wherein the method (600) may use different brakes such as an ABS (Antilock Braking System) for decreasing the host vehicle speed for the negative torque.