Description:TECHNICAL FIELD
[0001] The present invention relates to an intelligent engine management system, in particular relates to a fuel management means for monitoring and minimizing a fuel consumption in an agricultural or farm vehicle.

BACKGROUND OF THE INVENTION
[0002] Background description includes information that may be useful in understanding the present invention. It is an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] In general, agricultural vehicles are recognized as main source of power supply for agricultural machinery. Fuel consumption is one of the most important performance parameters of agricultural vehicle during field operations. According to increasing trend of fuel cost in developing countries, there is requirement to collect data regarding agricultural vehicle fuel consumption during different field operations as the data is useful to properly manage production costs and fuel resources.
[0004] In addition, prediction of fuel consumed in agricultural vehicle is also very useful for budgeting and management. Therefore, the objective is to develop relationships using different field measurements that helps in estimating agricultural vehicle fuel consumption. Using these field measurements, farmers can estimate and compare the fuel consumption for different operating and loading conditions. Moreover based on the type of fuel and the amount of time the agricultural vehicle or machine utilized, total expenditure is calculated. Through this calculation, it is estimated that fuel and lubricant costs usually represent at least 16 percent to over 45 percent of the total expenditure costs.
[0005] Thus, fuel consumption plays a significant role in the selection and management of agricultural vehicles and equipment employed in agriculture. Currently, most budget models use a simplified methods for estimating fuel consumption. Better estimates representing actual field operations that are needed to compare machinery management strategies. The worth of the agricultural vehicle is assessed based on work output and the cost associated with completing the task.
[0006] Normally, an ideal agricultural vehicle would convert all fuel energy into useful work at the drawbar. Drawbar power in general is defined by pull (or draft) and travel speed. However, due to power losses, not all fuel energy is converted into useful work. This power losses in farm agricultural vehicles may depend on some of the Internal & external factors listed below-
[0007] The internal factors include-
• Engine Performance: A poorly performing or inefficient engine can reduce the overall efficiency of the agricultural vehicle. Factors that can affect engine performance include low compression, fuel system issues, inadequate air filtration, and inefficient combustion.
• Transmission and Gear Ratios: Incorrect gear ratios or a faulty transmission can result in power loss and decreased efficiency. If the transmission is not properly matched to the engine power and load requirements, the agricultural vehicle may struggle to perform efficiently.
• Tire Pressure and Type: Incorrect tire pressure or using the wrong tire type for the specific task can lead to reduced traction, increased rolling resistance, and decreased fuel efficiency. Improperly inflated tires or tires with worn treads can also negatively impact efficiency.
• Hydraulic System: Leaks, inefficient hydraulic pumps, or improper adjustment of hydraulic components can reduce the overall efficiency of the agricultural vehicle. Hydraulic systems are essential for powering implements and attachments, and any issues can result in power loss and decreased efficiency.
• Weight Distribution: Poor weight distribution can affect the agricultural vehicle's balance and stability, leading to reduced traction and increased fuel consumption. Uneven weight distribution can also put additional stress on certain components, potentially leading to premature wear and decreased efficiency.
• Maintenance and Service: Neglecting regular maintenance and service intervals can cause various issues that hamper agricultural vehicle efficiency. Dirty air filters, clogged fuel filters, worn-out engine oil, and inadequate lubrication can all contribute to decreased performance and efficiency.
[0008] The external factors include
• Climatic condition
• Soil Conditions
• Operator skill and behaviour- The operator skill and behaviour plays a significant role in improving or reducing the agricultural vehicle efficiency. Improper use of controls, excessive idling, aggressive acceleration, and unnecessary gear changes can all negatively impact fuel consumption and overall efficiency.
[0009] As per the observation, the internal factors are manageable up to certain extent, but the external factors are not manageable. Hence, there is need of a system and method that overcomes the problems that arise due to the external factors and improves the efficiency of the agricultural vehicle.
[0010] Therefore, in order to overcome the problems related to the soil condition, climatic condition, and the driver behaviour, the various modes of operation are introduced in a vehicle stated as power mode, normal mode, and the economy mode and considered as the state of art related to this field of technology.
[0011] The normal mode is considered as a default mode of operation for agricultural vehicles. In this mode, the vehicle operates at a standard level of power, and efficiency which is suitable for most farming tasks.
[0012] The power mode is designed for heavy-duty tasks that require more power, and torque. In power mode, the vehicle’s engine and transmission are optimized to deliver maximum power, and performance, allowing the vehicle to handle tough jobs such as ploughing, tilling, and hauling heavy loads.
[0013] However, the eco mode is designed to optimize fuel efficiency and reduce emissions. In eco mode, the agricultural vehicle engine and transmission are tuned to operate at a lower power level, which reduces fuel consumption and emissions. This mode is ideal for light- duty tasks such as mowing, spraying, bare haulage, empty trolley, and other tasks that do not require maximum power.
[0014] Specifically, the power mode is used when the power required by vehicle is more as compared to the speed. The normal mode is used when the power as well as the speed are required in an equal proportion. However, in case of economy mode, or a fuel saving mode and a comprehensive fuel economy operating mode of agricultural vehicle equipped with CVT (continuously variable transmission) are utilized.
[0015] FIG.1 depicts the graphs showing an illustrative engine performance during ECO mode in accordance with the prior art for a specified engine. Overall, the graphs would be specific to the agricultural vehicle being tested for a given application in a given soil/ climatic condition, and would need to take into account the various factors such as the engine type, operating conditions, operator skills, and load. However ,a general characteristics of the graph follow the similar patterns
[0016] FIG.1A defines the engine performance by illustrating the relationship between the fuel consumption and the engine speed measured in RPM in accordance with the prior art. In the graph on the Y-axis, the consumption of fuel in Lt/hr is depicted, and on the X-axis, the engine speed in RPM is depicted.
[0017] In general, the relationship between fuel consumption and speed in RPM in an agricultural vehicle is not a linear one, as there are many factors that affect fuel consumption, such as operating conditions, engine load, and terrain. The graph would likely show a curve or a series of curves.
[0018] As per the FIG.1A at low idle RPMs (700- 800 RPM in a particular case), the engine is not operating at full capacity, so the fuel consumption may be lower. However, as the RPM increases so does the engine load, which can lead to higher fuel consumption.
[0019] The graph further depicts a gradual increase in fuel consumption as the RPMs increase, until a certain point when the engine reaches its rated speed ( 2000 RPM in a particular case) and the fuel consumption is defined by F2 Lt/hr, which is considered as the maximum value and after that the fuel consumption levels off or even decreases slightly.
[0020] In addition, FIG.1B depicts the illustrative graph between engine torque (Nm) and engine speed (rpm), when the agricultural vehicle is in eco mode in accordance with the prior art. The graph between engine torque (Nm) and engine speed (rpm) may display a flatter curve in comparison to the graph in normal mode.
[0021] In the context of agricultural vehicles, torque is an important factor as it determines the vehicle's ability to perform tasks such as pulling heavy loads or operating equipment. In ECO mode, the engine's torque curve is often designed to provide optimal torque output at lower RPM ranges, allowing the vehicle to operate efficiently while conserving fuel.
[0022] In the graph depicted in FIG.1B, on the Y-axis, the Engine Torque in Nm is depicted, and on the X-axis, the engine speed is in RPM is depicted.
[0023] Through the graph it is clear that the engine torque may be limited to a certain range, and the rpm may be kept at a lower level to reduce fuel consumption and emissions. The engine may also respond slower to throttle inputs, resulting in a smoother and more efficient operation. Overall, the graph may show a trade-off between performance and efficiency, with a focus on reducing the environmental impact of the vehicle.
[0024] In ECO mode, agricultural vehicles in general are designed to operate with improved fuel efficiency and reduced emissions. This mode typically involves optimizing the engine's performance characteristics. FIG.1C depicts an illustrative graph between engine power (HP) and engine speed (rpm), when the agricultural vehicle is in eco mode in accordance with the prior art. The power (HP) and the speed in RPM relationship can vary depending on the specific engine and the agricultural vehicle configuration, but here's a general overview:
• Power and RPM: Power is the rate at which work is done, and RPM (Revolutions per Minute) refers to the rotational speed of the engine's crankshaft. In general, the power output of an engine increases with RPM, up to a certain point. At lower RPMs, the power output may be lower, while at higher RPMs, the power output may start to decrease due to factors such as mechanical limitations, thermal constraints, or efficiency considerations.
• Power Curve: The power curve is a graphical representation of the engine's power output at different RPM values. In ECO mode, the power curve may be optimized to provide a flatter and more consistent power output across a broader RPM range, emphasizing efficiency rather than maximum power. This can result in a power curve that peaks at lower RPMs and remains relatively constant or slightly decreases as RPM increases.
[0025] However, there is also a way out in order to save the fuel is to fix the quantity of fuel injected through multiple injectors attached to the multiple cylinders. The reason behind fixing of the injected quantity of fuel is based on the trials that have been carried out to determine the quantity of fuel consumed by a specific variety of agricultural or farm vehicle under different, climatic conditions, soil conditions, and driving behaviour condition during ECO mode. Through these trials, some parameters have been found out that is stated in FIG. 2.
[0026] FIG.2A illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use Harrow as an implement during ECO mode in accordance with the prior art. It is depicted from the Fig.2A that the fuel consumption by various models of agricultural vehicles may lie in the range of L5-L6 Ltr/Hr.
[0027] FIG.2B illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use MB Plough as an implement during ECO mode in accordance with the prior art. It is depicted from the Fig.2B that the average fuel consumption by various models of agricultural vehicles is also in the range of L5- L6 Ltr/Hr.
[0028] FIG.2C illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use Cultivator as an implement during ECO mode in accordance with the prior art. It is depicted from the Fig.2C that the average fuel consumption by various models of agricultural vehicles is also in the range of L5- L6 Ltr/Hr.
[0029] FIG.2D illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use Rotavator as an implement during ECO mode in accordance with the prior art. It is depicted from the Fig.2D that the average fuel consumption by various models of agricultural vehicles is also in the range of L5-L6 Ltr/Hr.
[0030] In all the above diagrams t1, t2, t3 …......... Tn represent the different agricultural vehicle models tested during field trials under different internal and external conditions. The figures are illustrative and are being mentioned to explain the methodology.
[0031] From the extensive field trials conducted as above, it can be inferred that there may be an optimum range of fuel consumption that would encompass the range of different field applications in different operating conditions for the different agricultural vehicles.
[0032] To further fine-tune this range, the next level of extensive field trials are conducted in which a given model of agricultural vehicle is tested for different applications viz. a bare agricultural vehicle, empty trolley, loaded trolley, implements such as harrow , plough , rotavator etc .
[0033] FIG.3 illustrates the fuel consumption when one such specific model of agricultural vehicle is tested for different field applications in accordance with the prior art and a narrow range of fuel consumption is derived from this data.
[0034] Similar trials as depicted in FIG.3 have been conducted in accordance with the prior art on various specific agricultural vehicle models for specific field applications and field conditions.
[0035] Based on this data, an optimum range of fuel consumption is arrived at to cover a wide spectrum of agricultural vehicle models (based on engine power, speed, technical features etc.), and field conditions (soil condition, application, operator skills etc.).
[0036] After that the trials are also carried out to verify the efficacy of the optimum range of fuel consumption by testing various models of agricultural vehicles for different field applications in different field conditions while restricting the fuel input within the given optimum range
[0037] Hence, fixing the quantity of fuel injection, rather than relying solely on an ECO mode can offer certain advantages in agricultural vehicles when it comes to fuel efficiency. Here are a few reasons why fixing the fuel injection quantity can be beneficial:
• Consistent Fuelling: Fixing the quantity of fuel injection provides a consistent and predictable fuelling rate for the engine. This allows for precise control over the amount of fuel being injected, ensuring that the engine receives the required fuel to operate optimally. In contrast, ECO modes often adjust fuel injection parameters dynamically based on driving conditions, which can result in fluctuations in fuel delivery and potentially impact performance.
• Customization for Specific Applications: Agricultural vehicles are used in a variety of applications, such as ploughing, planting, or hauling, each with different power demands. By fixing the fuel injection quantity, agricultural vehicle operators can optimize the overall vehicle performance for specific tasks or applications by selection of appropriate vehicle speed via selection of desired gears to match the workload requirements more accurately and achieve desired wheel torque for a given application
• . This customization can result in better fuel efficiency and overall productivity.
• Engine Tuning and Calibration: Fixing the fuel injection quantity allows for precise engine tuning and calibration. Agricultural vehicle manufacturers can optimize the engine's performance characteristics, combustion efficiency, and power delivery by fine-tuning the fuel injection quantity for maximum fuel efficiency under different load conditions. This level of calibration may not be achievable through a generic ECO mode that aims to balance fuel economy across various operating conditions.
• Simplicity and Reliability: Fixing the fuel injection quantity offers a simpler and more reliable approach to fuel management. ECO modes often involve complex algorithms and sensor feedback to dynamically adjust fuelling parameters based on driving conditions. In contrast, a predetermined fixed quantity of fuel injection requires fewer components and potential points of failure, reducing the chances of malfunctions and ensuring consistent fuelling.
• Operator Control and Adaptability: ECO mode often requires adjustment of throttle response and engine parameters to promote the fuel efficiency. This adjustment can make the vehicle feel less responsive and slower to react to driver inputs. It may take longer for the agricultural vehicle to reach the desired speed or respond to sudden acceleration requests, which can be frustrating for the operator. However, predetermined fixed quantity of fuel injection allows agricultural vehicle operators to have more control over fuelling and power delivery. They can adjust the vehicle speed/ torque and other vehicle parameters to suit specific tasks or operating conditions. This flexibility enables operators to adapt the agricultural vehicle's performance to meet their requirements while still maintaining fuel efficiency.
[0038] Therefore, there is need of an intelligent engine management system in the agricultural or farm vehicle that is based on the fix quantity of fuel supplied that in turn helps in efficiently optimising the consumption of fuel and increasing the efficiency of the agricultural vehicle.
OBJECTS OF THE INVENTION
[0039] A general or primary object of the present disclosure is to provide a system that can optimise the fuel consumption in the agricultural or farm vehicles during different applications.
[0040] It is another object of the present disclosure to provide the fuel management systems that help in improving the fuel efficiency that can be measured on the basis of efficient conversion of fuel into energy by vehicle.
[0041] It is another object of the present disclosure to fix quantity of the injected fuel that results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
[0042] It is further object of the present disclosure to provide the fuel management system that helps in reducing idle time.
[0043] It is another object of the present disclosure to provide the fuel management system that improves drive behaviour and retention.
[0044] It is further object of the present disclosure to provide the fuel management system that reduces the chances of over speed/ over acceleration.
[0045] It is yet further object of the present disclosure to provide the fuel management system that reduces the probability of hard acceleration or braking.
[0046] These and other objects of the present invention will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings.
SUMMARY
[0047] In accordance with an embodiment, the present disclosure provides an intelligent engine management system to optimizefuel consumption for a given application in an agricultural vehicle, said system comprising a fuel-management means, wherein the fuel-management means turned on to provide signal for giving priority to inject a predetermined fixed quantity of fuel; a plurality of input sensors including an input speed sensor mounted suitably on the engine to determine the engine speed; an ECU unit, wherein the ECU unit communicably coupled to the engine-management system for receiving signals from the fuel management means and the plurality of input sensors; wherein the ECU unit comprises a memory unit storing a data related to quantity of fuel that needs to be fixed for injection over a defined range of engine speeds; a processing unit, coupled to the memory unit, to retrieve the data regarding the quantity of fuel that needs to be injected based on the defined range of engine speeds; fetch the data regarding the observed engine speed from the input speed sensor; ascertain whether the observed engine speed falls within the range of engine speeds defined in the data in the memory unit; determine a fixed quantity of fuel that needs to be injected based on the data stored in the memory unit related to the observed engine speed; and a control unit coupled to the processing unit, wherein the control unit injects the determined fixed quantity of fuel based on the affirmative ascertainment of the observed engine speed and also regulates an injection timing and an injection duration of the said fixed quantity of injected fuel, wherein the said fixed quantity of the injected fuel results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
[0048] In accordance with an aspect, besides the fuel management mode, the engine also works in a power mode, normal mode, and economy mode as per the user’s requirement.
[0049] In accordance with an aspect, the engine works in the normal aspiration condition under the intelligent fuel management mode.
[0050] In accordance with an aspect, the engine speed is measured in revolution per minute (RPM).
[0051] In accordance with an aspect, the plurality of input sensors include speed sensor, coolant temperature sensor, pressure sensor and throttle sensor.
[0052] In accordance with an aspect, the speed sensor mounted on a flywheel, coolant temperature sensor mounted on a cylinder head, the ambient pressure sensor mounted on the ECU and the throttle sensor mounted on an acceleration pad which is mounted on vehicle.
[0053] In accordance with an aspect, the injection timing of the fuel is splitted in between a pilot injection state, main injection state and a post injection state for the defined engine speed.
[0054] In accordance with an aspect, the duration of injection of the fuel is fixed for the defined engine speed.
[0055] In accordance with an aspect, the various application includes bare agricultural vehicle, agricultural vehicle with either empty trolley or loaded trolley and while using various implements such as cultivator, MB Plough, harrow and rotavators.
[0056] In accordance with an embodiment, the present disclosure provides a method utilized by intelligent engine management system to optimize fuel consumption for a given application in an agricultural vehicle, said system comprising turning on a fuel management means to provide signal for giving priority to inject a predetermined fixed quantity of fuel; determining the engine speed through an input speed sensor mounted suitably on the engine; receiving signals from the fuel management means and the plurality of input sensors through an ECU unit communicably coupled to the engine-management system; wherein the ECU unit comprises storing a data in a memory unit related to quantity of fuel that needs to be fixed for injection over a defined range of engine speeds; coupling a processing unit, to the memory unit, to: retrieving the data regarding the quantity of fuel that needs to be injected based on the defined range of engine speeds; fetching the data regarding the observed engine speed from the input speed sensor; ascertaining whether the observed engine speed falls within the range of engine speeds defined in the data in the memory unit; determining a fixed quantity of fuel that needs to be injected based on the data stored in the memory unit related to the observed engine speed; and coupling a control unit to the processing unit, wherein the control unit injects the determined fixed quantity of fuel based on the affirmative ascertainment of the observed engine speed and also regulates an injection timing and an injection duration of the said fixed quantity of injected fuel, wherein the said fixed quantity of the injected fuel results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
[0057] Various objects, features, aspects and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0058] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0059] FIG.1 depicts the graph showing the engine performance during an ECO mode in accordance with a prior art.
[0060] FIG.1A defines the engine performance by illustrating the relationship between the fuel consumption and the engine speed measured in RPM in accordance with a prior art.
[0061] FIG.1B depicts the graph between engine torque (Nm) and engine speed (rpm), when the agricultural vehicle is in eco mode in accordance with a prior art.
[0062] FIG.1C depicts the graph between engine power (HP) and engine speed (rpm), when the agricultural vehicle is in eco mode in accordance with the prior art.
[0063] FIG.2A illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use harrower as an implement during ECO mode in accordance with the prior art.
[0064] FIG.2B illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use MB plough as an implement during ECO mode in accordance with the prior art.
[0065] FIG.2C illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use cultivator as an implement during ECO mode in accordance with the prior art.
[0066] FIG.2D illustrates the maximum and minimum quantity of fuel consumed when various models of agricultural vehicles use rotavator as an implement during ECO mode in accordance with the prior art.
[0067] FIG.3 illustrates the fuel consumption when one of the model of agricultural vehicle work as a bare agricultural vehicle, Empty trolley 3.3 ton, 13.3 Ton trolley, using an implements such as harrow and rotavator in accordance with the prior art.
[0068] FIG.4 illustrates a block diagram of an advance engine management system in accordance with the present disclosure.
[0069] FIG.5 illustrates a flow chart defining various steps of method used by engine management system for efficiently optimizing the consumption of fuel through the agricultural vehicle in accordance with the present disclosure.
[0070] FIG.6 illustrates a schematic diagram defining the flow of fuel though a pipeline connecting various components after switching on the engine management system for efficiently optimizing the consumption of fuel through the agricultural vehicle in accordance with the present disclosure.
[0071] FIG.7 illustrates the graph showing the engine performance during the fuel management mode along with the ECO mode in accordance with the present disclosure.
[0072] FIG.7A illustrates the graph between the fuel consumption in Lt/hr, and the speed in RPM showing the engine performance during the fuel management mode along with the ECO mode in accordance with the present disclosure.
[0073] FIG.7B illustrates the graph between the engine torque Nm, and the engine speed in RPM showing the engine performance during the fuel management mode along with the ECO mode in accordance with the present disclosure.
[0074] FIG.7C illustrates the graph between the engine power HP, and the engine speed in RPM showing the engine performance during the fuel management mode along with the ECO mode in accordance with the present disclosure.
DETAILED DESCRIPTION
[0075] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such details as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0076] If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0077] Exemplary embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments are shown. This disclosure may however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those of ordinary skill in the art. Moreover, all statements herein reciting embodiments of the disclosure, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure).
[0078] Various terms as used herein. To the extent a term used in a claim is not defined below, it should be given the broadest definition persons in the pertinent art have given that term as reflected in printed publications and issued patents at the time of filing.
[0079] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0080] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
[0081] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and/or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all groups used in the appended claims.
[0082] In order to efficiently optimize the consumption of fuel through the agricultural vehicle, an advance engine management system 100 is proposed that is illustrated in the form of block diagram in FIG.4.
[0083] The proposed intelligent engine management system 100 works in a fuel management mode 102 in addition to the normal mode 108, power mode 104, and the economy mode 106. While working in a fuel management mode, this system limits the injection of fuel quantity as per the defined particular application in an agricultural vehicle. The connection between various components of the system is illustrated in FIG.4. Here the normal mode 108, power mode 104, Economy mode 106, and the fuel management mode 102 are connected to the ECU unit 110 through communication area network (CAN). The ECU unit 110 comprises a memory unit 110-M, a processing unit 110-P, and a control unit 110-C coupled to one another through a serial communication bus of the communication area network (CAN).
[0084] The ECU unit 110 on one end is connected to a plurality of input sensors 140 including the crank speed sensor 112 mounted on a flywheel, and the cam speed sensor 114 mounted on the cylinder block near the camshaft or camshaft gear via serial communication bus.
[0085] The ECU unit 110 on the same end is further connected with other sensors such as the coolant temperature sensor 116 mounted on a cylinder head, the ambient pressure sensor 118 mounted on the ECU 110 and the acceleration pad sensor 120 mounted on the acceleration pedal of the agricultural vehicle.
[0086] The other end of the ECU unit 110 is connected to a fuel pump 122 via a serial communication bus of the communication area network (CAN) to receive instruction from the ECU 110. The fuel pump 122 is connected to a fuel pressure regulator 124 via a pipeline that is further connected to a fuel injector 126 for injecting a predetermined fixed quantity of fuel in an engine cylinder 128.
[0087] FIG.5 illustrates a flow chart defining various steps of method used by engine management system 100 for efficiently optimizing the consumption of fuel through the agricultural vehicle.
[0088] At step 501, the fuel-management means 102 is turned on to provide signal to the ECU unit 110 for giving priority to inject a predetermined fixed quantity of fuel.
[0089] At step 502, the processing unit 110-P of the ECU unit 110 determine the engine speed through a plurality of input sensors 140 including an input crank speed sensor 112 and input cam speed sensor 114 mounted suitably on the engine. Here, the plurality of input sensors 140 also include the coolant temperature sensor 116, ambient pressure sensor 118, and acceleration pedal sensor 120.
[0090] The crank speed sensor 112 in this agricultural vehicle is mounted on the flywheel. The flywheel is a rotating component located at the rear of the engine and is attached to the crankshaft. It serves multiple purposes, including providing inertia for smooth engine operation and serving as a mounting point for various components. In general, mounting the crank speed sensor 112 on the flywheel allows for direct measurement of the engine's rotational speed and position. The sensor is typically positioned in close proximity to the flywheel's toothed or notched ring. As the flywheel rotates, the teeth or notches pass by the sensor, generating electrical signals that enable the engine control unit (ECU) 110 to determine the precise position and speed of the engine.
[0091] The cam speed sensor 114, also known as the camshaft position sensor, in agricultural vehicles is typically mounted on the cylinder block. It is usually positioned in close proximity to the camshaft or camshaft gear. This location allows the sensor to detect the rotation of the camshaft and monitor the top dead center (TDC) position and speed of the engine.
[0092] The coolant temperature sensor 116 mounted on the cylinder head provides an accurate reading of the engine's operating temperature by measuring the temperature of the coolant as it circulates through the engine's cooling system. The coolant temperature sensor 116 is typically a small, threaded component with an electrical connector that is screwed into a port on the cylinder head near the engine's thermostat or in the cooling system's flow path. The coolant temperature sensor 116 plays a critical role in the engine's electronic control system. It sends a signal to the engine control unit (ECU) that informs the ECU 110 of the engine’s coolant operating temperature. This information is used to control various engine functions, including fuel injection timing, ignition timing, and emissions control.
[0093] The ambient pressure sensor 118, also known as the barometric pressure sensor mounted on the ECU 110, is responsible for measuring atmospheric pressure. It provides important data to the ECU for various engine management functions, such as adjusting fuel delivery, optimizing ignition timing, and monitoring altitude-related performance.
[0094] The acceleration pedal sensor 120 is commonly mounted at the base of the accelerator pedal or in close proximity to it. It may be connected to the pedal assembly via a linkage or directly integrated into the pedal mechanism. The accelerator pedal sensor 120 is responsible for detecting the position and movement of the accelerator pedal. It converts the mechanical movement of the pedal into electrical signals, which are then transmitted to the engine control unit (ECU). The ECU uses this information to determine the driver's desired throttle position and adjusts fuel delivery accordingly.
[0095] At step 504 – retrieving the data by a processing unit 110-P from the memory unit 110-M coupled to the processing unit 110-P of the ECU unit 110 regarding the quantity of fuel that needs to be injected based on the defined range of engine speeds
[0096] At step 505 - the processing unit 110-P of the ECU unit 110 fetch the data regarding the observed engine speed from the input crank speed sensor 112 and cam speed sensor 114.
[0097] At step 506 - After receiving the data from various sensors, the processing unit 110-P of the ECU unit 110 ascertains whether the observed engine speed falls within the range of engine speeds as measured/recorded in the data in the memory unit 110-M.
[0098] At step 507 - determining a fixed quantity of fuel that needs to be injected based on the data stored in the memory unit 110-M related to the measured/recorded engine speed.
[0099] At step 508 - injecting the determined fixed quantity of fuel by a control unit 110-C of the ECU Unit 110 based on the affirmative ascertainment of the measured/recorded engine speed.
[00100] At step 509 - regulating an injection timing and an injection duration of the said predetermined fixed quantity of injected fuel that results in achieving a certain engine torque corresponding to the engine speed.
[00101] At step 510-directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
[00102] FIG.6 illustrates a schematic diagram defining the flow of fuel though a pipeline connecting various components after switching on the intelligent engine management system 100 for efficiently optimizing the consumption of fuel through the agricultural vehicle in accordance with the present disclosure.
[00103] Here, the control unit 110-C of the ECU unit 110 after receiving signals from various sensors send the control signal to various actuators to control the flow of fuel from a fuel tank 130 that flows to the fuel pump 122 after passing through a fuel filter 132 that removes the extraneous particle present in the fuel. After that the fuel flows inside the engine cylinder 128 via a multiple fuel injectors 126 attached to a common rail 134.
[00104] The common rail 134 is a crucial component of a Common Rail Direct Injection (CRDI) system in modern diesel engines. Its primary purpose is to store and deliver high-pressure fuel to the fuel injectors 126 at precise and controlled intervals. A rail pressure sensor 136 is also mounted above the common rail 134. The purpose of the rail pressure sensor are as follows
[00105] Fuel Pressure Monitoring: The rail pressure sensor 136 is responsible for continuously measuring the fuel pressure inside the fuel rail. It provides real-time feedback to the engine control unit (ECU) 110 regarding the actual pressure in the fuel rail. This information is used by the ECU 110 to ensure that the fuel pressure remains within the desired range for proper engine operation.
[00106] Fuel Injection Control: The rail pressure sensor 136 assists in fuel injection control by providing important data to the ECU 110. Based on the feedback from the sensor, the ECU 110 can adjust the fuel injector pulse width and timing to achieve the desired fuel pressure in the rail. By maintaining the correct rail pressure, the ECU 110 can optimize fuel atomization, injection timing, and combustion, leading to improved engine performance, fuel efficiency, and reduced emissions.
[00107] System Diagnostics: The rail pressure sensor 136 also serves a diagnostic function in the CRDI system. It helps the ECU 110 detect any anomalies or deviations in the fuel pressure. If the sensor detects abnormally low or high fuel pressure, it can trigger a diagnostic trouble code (DTC), which is stored in the ECU's memory unit 110-M. This allows technicians to identify and diagnose potential fuel system issues, such as a failing fuel pump, clogged fuel filter, or a malfunctioning pressure regulator.
[00108] Safety and Protection: The rail pressure sensor 136 contributes to the safety and protection of the CRDI system. In case of excessively high fuel pressure, which could potentially cause damage to the fuel system components or pose a safety risk, the sensor can alert the ECU to take appropriate action. The ECU may activate safety measures, such as reducing fuel injection or activating a pressure control valve 138, to prevent system damage or leaks.
[00109] A pressure control valve (PCV) 138 is also installed near the common rail 134 that maintains a consistent and appropriate fuel pressure within the engine's fuel system. It also regulates the pressure in the fuel lines to ensure a steady supply of fuel to the injectors or carburettor. By controlling the fuel pressure, the regulator helps in achieving optimal fuel atomization and combustion, which impacts engine performance, fuel efficiency, and emissions.
[00110] The fuel return line 142 is also attached to the fuel injectors that regulates and controls the fuel pressure within the common rail 134 system. As fuel is delivered to the injectors at high pressure, any excess fuel that is not injected into the combustion chamber needs to be returned to the fuel tank. The fuel return pipeline 142 provides a pathway for this excess fuel to return from the common rail back to the fuel tank 130, helping to regulate and maintain the desired pressure within the system.
[00111] Through the proposed intelligent fuel management system 100, the optimization of the consumption of fuel in an efficient manner is achieved for the agricultural vehicle.
[00112] FIG.7 illustrates the graph showing the engine performance during the fuel management mode in comparison with the ECO mode in accordance with the present disclosure.
[00113] FIG.7A illustrates the graph between the fuel consumption in Lt/hr, and the speed in RPM showing the engine performance during the fuel management mode in comparison with the ECO mode in accordance with the present disclosure.
[00114] Once the desired engine speed is reached, assuming the engine is running at a constant speed, the fuel consumption will stabilize at a lower rpm compared to the initial acceleration phase. At a steady-state speed, the fuel consumption will depend on factors such as engine efficiency, vehicle parameters, and field conditions.
[00115] Since the injected quantity of fuel remains fixed and there is no fluctuation injection, the fuel consumption will not change with varying speed after reaching the steady-state. Therefore, the graph between fuel consumption and speed will show a flat line, indicating a constant fuel consumption regardless of the speed.
[00116] FIG.7B illustrates the graph between the engine torque Nm, and the engine speed in RPM showing the engine performance during the fuel management mode in comparison with the ECO mode in accordance with the present disclosure. Here the graph represents the torque curve of an engine representing the relationship between engine torque and engine speed. It showcases how torque output varies at different engine speeds.
[00117] At lower engine speeds, typically in the lower RPM range, the engine torque tends to be lower. This is because the engine is not operating at its optimal efficiency and power output. As engine speed increases, there is typically a point where the torque reaches its peak. This is known as the peak torque point, which represents the engine's maximum torque output. Beyond the peak torque point, as engine speed continues to increase, the torque output usually starts to decrease. This is due to engine usual behaviour as per power – torque curve trend.
[00118] FIG.7C illustrates the graph between the engine power HP, and the engine speed in RPM showing the engine performance during the fuel management mode in comparison with the ECO mode in accordance with the present disclosure.
[00119] The power curve represents the relationship between engine power in HP and engine speed in RPM. It illustrates how the engine's power output varies at different engine speeds while maintaining a fixed injected fuel quantity.
[00120] At lower engine speeds, typically in the lower RPM range, the engine power output tends to be lower. This is because the engine is not operating at its optimal efficiency and power output. The power output gradually increases as the engine speed increases.
[00121] As the engine speed continues to rise, there is a point where the power output reaches its peak. This represents the maximum power that the engine can produce within the given fixed injected fuel quantity.
[00122] Beyond the peak power point, as the engine speed continues to increase, the power output typically starts to decrease. This is due to engine usual behaviour as per power torque curve trend. .
[00123] Through these graphs it is clear that after switching on the fuel management mode, the determined fixed quantity of fuel, based on the affirmative ascertainment of the observed engine speed, is injected.
[00124] Also injection timing and injection duration is regulated for the said fixed quantity of injected fuel via multiple fuel injectors in an engine cylinder, wherein the said fixed quantity of the injected fuel results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
[00125] It should be apparent to those skilled in the art that many more modifications besides those already described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims. Moreover, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, or utilized, or combined with other elements, components, or steps that are not expressly referenced. Where the specification claims refers to at least one of something selected from the group consisting of A, B, C ….and N, the text should be interpreted as requiring only one element from the group, not A plus N, or B plus N, etc.
[00126] 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 spirit and scope of the appended claims.
[00127] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE INVENTION
[00128] The present disclosure provides an intelligent fuel management system that can optimise the fuel consumption in the agricultural or farm vehicles during any application.
[00129] The present disclosure provides the intelligent fuel management system that helps in improving the fuel efficiency that can be measured on the basis of efficient conversion of fuel into energy by vehicle.
[00130] The present disclosure provides the intelligent fuel management system to fix quantity of the injected fuel that results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application
[00131] The present disclosure provides the intelligent fuel management system that helps in reducing idle time.
[00132] The present disclosure provides the intelligent fuel management system that improves drive behaviour and retention.
[00133] The present disclosure provides the intelligent fuel management system that reduces the chances of excess speed.
[00134] The present disclosure provides the intelligent fuel management system that reduces the probability of hard acceleration or braking. , Claims:We claim:

1. An intelligent engine management system (100) to optimize fuel consumption for a given application in an agricultural vehicle, said system (100) comprising
a fuel-management means (102), wherein the fuel-management means (108) turned on to provide signal for giving priority to inject a predetermined fixed quantity of fuel;
a plurality of input sensors (140) including an input crank speed sensor (112) and cam speed sensor (114) collectively termed as input speed sensors mounted suitably on the engine to determine the engine speed;
an ECU unit (110), wherein the ECU unit communicably coupled to the fuel-management means (108) for receiving signals from the fuel management means (108) and the plurality of input sensors(140);
wherein the ECU unit (110) comprises
a memory unit (110-M) storing a data related to quantity of fuel that needs to be fixed for injection over a defined range of engine speeds;
a processing unit (110-P), coupled to the memory unit (110-M), to:
retrieve the data regarding the quantity of fuel that needs to be injected based on the defined range of engine speeds;
fetch the data regarding the observed engine speed from the input speed sensors (112,114);
ascertain whether the observed engine speed falls within the range of engine speeds defined in the data stored in the memory unit (110-M);
determine a fixed quantity of fuel that needs to be injected based on the data stored in the memory unit (110-M) related to the observed engine speed; and
a control unit (110-C) coupled to the processing unit (110-P), wherein the control unit (110-C) injects the determined fixed quantity of fuel based on the affirmative ascertainment of the observed engine speed and also regulates an injection timing and an injection duration of the said fixed quantity of injected fuel via multiple fuel injectors (126) in an engine cylinder (128), wherein the said fixed quantity of the injected fuel results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.
2. The intelligent fuel management system (100) as claimed in claim 1, wherein besides the fuel management means (102), the engine also works in a power mode (104), normal mode (106), and economy mode (106) as per the user’s requirement.
3. The intelligent fuel management system (100) as claimed in claim 1, wherein the engine works in the normal aspiration condition under the intelligent fuel management mode (102).
4. The intelligent fuel management system (100) as claimed in claim 1, wherein the engine speed is measured in revolution per minute (RPM).
5. The intelligent fuel management system as claimed in claim 1, wherein the plurality of input sensors (140) include engine crank speed sensor (112), engine cam speed sensor (114), coolant temperature sensor (116), ambient pressure sensor (118) and acceleration pedal sensor (120).
6. The intelligent fuel management system (100) as claimed in claim 5, wherein the engine crank speed sensor (112) mounted on a flywheel, engine cam speed sensor (114) mounted near the camshaft or camshaft gear, coolant temperature sensor (116) mounted on a cylinder head, the ambient pressure sensor (118) mounted on the ECU and the acceleration pedal sensor (120) mounted on an acceleration pad which is mounted on vehicle.
7. The intelligent fuel management system (100) as claimed in claim 1, wherein the injection timing of the fuel is splitted in between a pilot injection state, main injection state and a post injection state for the defined engine speed.
8. The intelligent fuel management system (100) as claimed in claim 1, wherein the duration of injection of the fuel is fixed for the defined engine speed.
9. The intelligent fuel management system as claimed in claim 1, wherein the various application includes bare agricultural vehicle, agricultural vehicle with either empty trolley or loaded trolley and while using various implements attached to the agricultural vehicle.
10. A method (500) utilized by intelligent engine management system (100) to optimize fuel consumption for a given application in an agricultural vehicle, said system comprising
turning on a fuel management means (102) to provide signal for giving priority to inject a predetermined fixed quantity of fuel;
determining the engine speed through an input crank speed sensor (112) and cam speed sensor (114) collectively termed as input speed sensors (112,114) mounted suitably on the engine;
receiving signals from the fuel management means (102) and the plurality of input sensors (140) as the ECU unit (110) communicably coupled to the fuel-management means (102) and the plurality of sensors (140);
wherein the ECU unit (110) comprises
a memory unit (110-M) for storing a data related to quantity of fuel that needs to be fixed for injection over a defined range of engine speeds;
coupling a processing unit (110-P), to the memory unit (110-M), for:
retrieving the data regarding the quantity of fuel that needs to be injected based on the defined range of engine speeds;
fetching the data regarding the observed engine speed from the input speed sensors (112,114);
ascertaining whether the observed engine speed falls within the range of engine speeds defined in the data in the memory unit (110-M);
determining a fixed quantity of fuel that needs to be injected based on the data stored in the memory unit (110-M) related to the observed engine speed; and
coupling a control unit (110-C) to the processing unit (110-P), wherein the control unit (110-C) injects the determined fixed quantity of fuel based on the affirmative ascertainment of the observed engine speed and also regulates an injection timing and an injection duration of the said fixed quantity of injected fuel, wherein the said fixed quantity of the injected fuel results in achieving a certain engine torque corresponding to the engine speed and directing selection of appropriate vehicle speed via selection of desired gears to achieve desired wheel torque for a given application.