Description:A SYSTEM AND A METHOD FOR REMOTE ACTIVATION OF A HEATER CONTROLLER UNIT

TECHNICAL FIELD
[0001] The present subject matter described herein relates to an internal combustion engine of a flex-fuel vehicle. The present invention is particularly related to a system and a method for remote activation of a heater controller unit in the internal combustion engine of the flex-fuel vehicle.
BACKGROUND
[0002] Background description includes information that may be useful in understanding the present subject matter. It is not 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] A challenge is faced by vehicle owners, especially those in regions with cold climates. Cold weather adversely affects the starting of vehicles, primarily due to low fuel temperatures. When fuel is too cold, it becomes less volatile and difficult to ignite, leading to longer cranking times, increased wear and tear on the engine, and elevated emissions. Consequently, this issue not only inconveniences drivers but also impacts the overall performance and environmental impact of vehicles.
[0004] A few existing solutions for addressing the inconvenience and challenges associated with cold starting vehicles in low-temperature environments are as follows:
[0005] A prior art discusses a supplemental heater designed to match various vehicle heating requirements, including engine preheating, interior compartment heating, and others.
[0006] Yet another prior art addresses the improvement of cold start performance in flex-fuel vehicles through a fuel heating device.
[0007] The existing solutions, fail to provide a convenient and efficient solution to remotely give command to the vehicle to pre-heat the fuel, resulting in prolonged cranking times, increased emissions, and significant inconvenience for vehicle owners.
[0008] Therefore, there is a need to overcome the drawbacks associated with the existing solutions.
OBJECTS OF THE DISCLOSURE
[0009] It forms an object of the present disclosure to overcome the aforementioned and other drawbacks/limitations in the existing solutions available in the form of related prior arts.
[0010] It is a primary objective of the present disclosure to improve the starting experience of vehicles, especially in cold weather conditions and also improve the overall vehicle performance during ignition.
[0011] It is another object of the present disclosure to provide a system and a method that enables remote activation for heating of fuel in injector elements, such as the fuel rail, fuel tip, or in fuel tank overcoming the drawbacks of the existing solutions.
[0012] It is another object of the present disclosure to optimize fuel combustion. By pre-heating fuel in the injector elements or in fuel tank, the invention aims to ensure that the fuel is at an ideal temperature, promoting efficient combustion and reducing emissions.
[0013] It is another object of the present disclosure to extend the life of the vehicle's battery. By monitoring the State of Charge (SoC) and State of Health (SoH) of the battery and avoiding heating activation when these values are below predefined thresholds, it helps prevent unnecessary battery drain.
[0014] It is another object of the present disclosure to enhance the performance during cold starts. This is particularly important for vehicles using alternative fuels like ethanol or gaseous fuels, which may require specific temperature conditions for optimal combustion.
[0015] These and other objects and advantages of the present subject matter will be apparent to a person skilled in the art after consideration of the following detailed description taken into consideration with accompanying drawings in which preferred embodiments of the present subject matter are illustrated.
SUMMARY
[0016] A solution to one or more drawbacks of existing technology and additional advantages are provided through the present disclosure. Additional features and advantages are realized through the technicalities of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered to be a part of the claimed disclosure.
[0017] The present disclosure provides a solution in the form of a system for remote activation of a heater controller unit to supply current to a plurality of heating coils of a vehicle. The system comprises a communication controller communicatively coupled with one of a server or a remote key, an electronic control unit (ECU) coupled with the communication controller and the heater controller unit, wherein the heater controller unit is configured to receive a remote heating signal from the ECU receive, by one or more temperature sensors, real time temperature of fuel in at least one of a fuel injector rail, fuel injectors and a fuel tank, receive state of charge (SoC) of a battery and supply current from the battery to the plurality of heating coils, when the received fuel temperature in the at least one of the fuel injector rail, fuel injectors, and the fuel tank is below a predefined threshold temperature (T) of fuel and the received battery SoC is greater than a predefined threshold battery SoC (Tsoc).
[0018] In an aspect, the plurality of heating coils is coupled with the battery by means of wire to receive current.
[0019] In an aspect, the communication controller receives remote heating signal from one of the server or the remote key.
[0020] In an aspect, wherein the ECU receives remote heating signal from the communication controller.
[0021] In an aspect, the vehicle is flex-fuel vehicle.
[0022] In an aspect, the plurality of heating coils is provided around the fuel injector rail, the fuel injectors, and fuel tank to heat the fuel.
[0023] In an aspect, the communication Controller is coupled with the ECU via CAN.
[0024] In an aspect, a method for remote activation of a heater controller unit to supply current to a plurality of heating coils of a vehicle is disclosed. The method includes receiving, by a communication controller, a remote heating signal, receiving, via one or more temperature sensors, real time temperature of fuel in at least one of a fuel injector rail, fuel injectors, and a fuel tank, receiving state of charge (SoC) of a battery, supplying current from the battery to the plurality of heating coils, when the received fuel temperature in the at least one of the fuel injector rail, fuel injectors, and the fuel tank, is below a predefined threshold temperature (T) and the received battery SoC is greater than a predefined threshold battery SoC (Tsoc).
[0025] In an aspect, the remote heating signal is received through one of a server or a remote key by the communication controller.
[0026] In another aspect, the plurality of heating coils is coupled with the battery by means of wire to receive current.
[0027] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
[0028] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the present disclosure may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. In the figures, a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system or methods or structure in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which:
[0029] Fig. 1 illustrates a schematic diagram of the system according to the present invention;
[0030] Fig. 2 illustrates a flow chart of a method according to the present disclosure;
[0031] The figures depict embodiments of the present subject matter for illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION OF INVENTION
[0032] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It should be noted that the embodiments are described herein in such details as to communicate the disclosure. However, the amount of details provided herein 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.
[0033] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0034] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
[0035] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
[0036] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration of specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
[0037] Hereinafter, a description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the present disclosure.
[0038] The subject matter of the present invention relates to a system and a method for remote activation of heating coils in vehicles to address the challenge of starting vehicles, especially in cold weather conditions.
[0039] The system described in this invention allows for the remote activation of a heater controller unit within a vehicle. The heater controller unit is responsible for supplying current to a network of heating coils strategically positioned around critical components of the vehicle, including the fuel injector rail, fuel injectors, and the fuel tank. This remote activation is achieved through a communication controller, which establishes a connection with a user device through an external server or with a remote key through infrared.
[0040] The present system also works during engine cut-off mode based on enabling engine operating conditions.
[0041] Referring to FIG. 1, a system (100) incorporates a communication controller (101) that serves as a bridge between a vehicle and a server (102). The communication controller (101) is responsible for receiving remote heating signals, possibly transmitted via the known wireless communication protocols or known wireless communications method or known telecommunication methods or other communication networks through a User Interface (UI) (108) or via infrared through a remote key (109). The UI (108) can be in the form of a hand-held computing device having an application, a web portal, or any other suitable interface. The remote key (109) can be door lock/unlock key. The users can send remote heating signals through the UI (108) or the remote key (109), providing the users with convenient control over the heating system of the vehicle even when they are not physically present inside the vehicle or near by the vehicle. The system (100), upon receiving these signals, evaluates the conditions of the vehicle and activates the heating coils as necessary, ensuring that the fuel in the components of the vehicle are pre-heated to optimal operating temperatures for smooth starting of the vehicle.
[0042] The system (100) is not restricted to a particular type of vehicle but is adaptable to flex-fuel vehicles. These vehicles can use various fuel types, and the system (100) ensures they can start smoothly in cold conditions.
[0043] The communication controller (101) is used for remote activation of the heating coils in the vehicle. The communication controller (101) serves as the central point of communication and data exchange between various elements of the system (100). The communication controller (101) facilitates seamless communication between different parts of the system (100), ensuring that information flows efficiently and accurately. The communication controller (101) plays a vital role in connecting various components within the vehicle, such as the electronic control unit (ECU) (103), with external entities like the server (102) or the user interface (UI) (108) or remote key (109). In addition to receiving signals from the server (102) via the communication controller (101), the system (100) can also accept remote heating signals directly from the remote key (109). The remote key (109) might transmit signals using infrared (IR) technology.
[0044] The communication controller (101) establishes connectivity over various communication networks. The communication controller (101) can utilize the internet or infrared or other communication networks to transmit and receive data. This connectivity is essential for remote operation, as it allows users to send signals and receive feedback from the heater controller unit (104) of the vehicle, regardless of physical location of the user.
[0045] As part of its role in facilitating remote operation, the communication controller (101) can also be integrated with a user interface (UI) (108). The UI (108) serves as the bridge between users and the heater controller unit (104) of the vehicle to supply current to a plurality of heating coils. Through the UI (108), users can send remote signals to activate the heating coils. The communication controller (101) ensures that these signals are transmitted securely and accurately to the electronic control unit (ECU) (103).
[0046] Further, the ECU (103) is coupled with the communication controller (101). The ECU (103) may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the ECU (103) is configured to fetch and execute computer-readable instructions stored in a memory.
[0047] The communication between the communication controller (101) and the ECU (103) is facilitated via a Controller Area Network (CAN), a standard communication protocol used in vehicles. As known, other parts of the vehicle are connected with the ECU (103) via CAN or LIN which is sub-part of CAN. The integration of the communication controller (101) with the ECU (103) via CAN is crucial for efficient, fast, and reliable data exchange. Through the CAN protocol, the communication controller (101) communicates directly with the ECU (103). The CAN transmits the received remote heating signal to the ECU (103), providing information about the user's heating request. This transmission occurs quickly and reliably, ensuring that the ECU (103) promptly receives and processes the command.
[0048] The ECU (103) is further coupled to the heater controller unit (104) and facilitates communication with the communication controller (101). Additionally, LIN (Local Interconnect Network) facilitates seamless communication between the ECU (103) and the heater control unit (104), ensuring precise control and real-time monitoring. This interconnection enhances the responsiveness and accuracy of the system (100) and ensures that swift and accurate data exchange between the ECU (103) and the heater control unit (104). The heater controller unit (104) is responsible for managing the heating coils. This integration allows the ECU (103) to receive and process signals related to heating coil activation. The ECU (103) ensures that the heating coils operate in a manner that optimizes fuel temperature and prevents issues related to cold starts.
[0049] Further, the ECU (103) is equipped with multiple sensors, including one or more temperature sensors (105), which provide real-time data about the temperature of fuel in a fuel injector rail (106), fuel injectors (107), and a fuel tank. The sensor data from the one or more temperature sensors (105) is essential for making informed decisions about when to activate the heating coils (not shown in the Figure) as the heating coils are wrapped around the fuel injector rail (106), the fuel injectors (107), and the fuel tank The ECU (103) continuously monitors the one or more temperature sensors (105) to assess whether the current fuel temperature falls below a predefined threshold, triggering the need for heating.
[0050] In an embodiment, the one or more temperature sensors (105) are strategically placed in close proximity to the components they are monitoring. For instance, the one or more temperature sensors (105) are positioned near the fuel injector rail (106), in proximity to the fuel injectors (107), or within the fuel tank. The one or more temperature sensors (105) are programmed to work in conjunction with predefined temperature thresholds. It constantly measures the fuel temperature and compares it to a predefined threshold temperature (T). When the fuel temperature falls below the predefined threshold temperature (T), it signifies that fuel in the fuel injector rail (106) or the fuel injectors (107), or the fuel tank is too cold for efficient operation, particularly during a cold start.
[0051] Another aspect of the ECU (103) is the management of the battery (110) of the vehicle. The ECU (103) monitors the state of charge (SoC) of the battery (110), ensuring that there is sufficient electrical power available for activating the heating coils. The ECU (103) compares the SoC of the battery (110) with a predefined threshold value (Tsoc) to determine whether it can safely supply current to the heating coils. The system (100) is designed to connect the heating coils directly to the battery (110) of the vehicle. The direct, wired connection ensures efficient and reliable current flow to the heating coils when heating is required. The direct connection serves two primary purposes: When heating is required, having a wired connection guarantees that the heating coils receive power without any interference or delays.
[0052] Based on inputs from the one or more temperature sensors (105) and user signals received via the communication controller (101), the ECU (103) makes real-time decisions about whether to send command to the heater controller unit (104) to activate the heating coils. The ECU (103) considers factors like the current fuel temperature in at least one of the fuel injector rail (106), fuel injectors (107), and the fuel tank. The ECU (103) also considers the state of charge (SoC) of the battery (110) to determine if heating is necessary. If the conditions align with the predefined criteria, the ECU (103) initiates the command and send it to the heater controller unit (104) to supply current to the heating coils, thereby raising the fuel temperature in the fuel injector rail (106), fuel injectors (107), and the fuel tank to the desired level.
[0053] For example, the conditions include, when the received fuel temperature in the fuel injector rail (106) is below a predefined threshold temperature (T) and the received battery SoC is greater than a predefined threshold battery SoC (Tsoc). This condition checks the temperature of fuel in the fuel injector rail (106) using the one or more temperature sensors (105). If the temperature of fuel in the rail (106) falls below a certain predefined temperature threshold (represented as 'T'), it indicates that the fuel is too cold for efficient operation. Alongside the temperature condition, the system (100) also considers the state of charge (SoC) of the battery (110) of the vehicle. The SoC reflects how much electrical charge the battery (110) currently holds. To be eligible for supplying power to the heating coils, the SoC of the battery (110) must be above a predefined threshold (represented as 'Tsoc'). This threshold ensures that there is enough charge in the battery (110) to support the heating process without excessively draining the battery (110).
[0054] In this case, electrical power from the battery (110) of the vehicle is supplied to a set of heating coils. The heating coils generate heat when electrical current flows through them and warm up the fuel injector rail (106) to ensure efficient operation. Further, the same condition as explained above is applied to the fuel injectors (107), and the fuel tank.
[0055] Another condition discloses when the heating process should be halted. This part of the condition monitors the temperature of the fuel. The system (100) continuously tracks the temperature of the fuel, which is being heated by the heating coils. The heating process continues until the temperature of the fuel reaches a predefined temperature threshold (T). The value of predefined temperature threshold is typically set to an optimal temperature at which the fuel operates efficiently. Once this desired temperature is attained, the system (100) will stop supplying power to the heating coils to prevent overheating and to conserve energy.
[0056] In addition to monitoring the fuel temperature, the condition also checks the state of charge (SoC) of the battery (110) of the vehicle. If, during the heating process, the SoC of the battery (110) falls below a predefined threshold, the system (100) will also stop the heating process. This is done to ensure that the battery (110) does not get excessively depleted during the heating operation. Preserving a minimum charge in the battery (110) is important for the overall functionality of the vehicle. The condition as explained above is also applied to the fuel rail (106), the fuel injectors (107), and the fuel tank.
[0057] The heater controller unit (104) is responsible for controlling the heating coils that are physically connected to components like the fuel injector rail (106), the fuel injectors (107), and fuel tank. The heating coils used to generate heat and raise the fuel temperature in these components when required. Further, the heater controller unit (104) operates under the commands and signals received from the ECU (103). When the ECU (103) determines that heating is necessary based on the readings of the one or more temperature sensors (105), it communicates with the heater controller unit (104), instructing it to activate specific heating coils.
[0058] Further, the heater controller unit (104) manages the supply of electrical current to the heating coils from the battery (110) of the vehicle. The heater controller unit (104) ensures that the heating coils receive a stable and controlled flow of current to generate the necessary heat. Throughout the heating process, the heater controller unit (104) continuously monitors the status of the heating coils and the temperature of fuel in the components they are heating. It provides feedback to the ECU (103), allowing the ECU (103) to make informed decisions about when to reduce or stop the heating process.
[0059] The ECU (103) and the heater controller unit (104) work together to ensure that critical components like the fuel injector rail (106), fuel injectors (107), and fuel tank are maintained at the optimal temperature range. The ECU (103) determines when heating is required based on the data from one or more temperature sensors (105), and it communicates with the heater controller unit (104) to activate the appropriate heating coils. The heater controller unit (104), in turn, manages the heating process, ensuring that the components are adequately heated while avoiding overheating.
[0060] The method (200) for remote activation of heating coils begins with a first step (201) of receiving a remote heating signal by a communication controller (101). The remote heating signal can be transmitted through various means, including a User Interface (UI) (108), communication networks, or even via a remote key (109).
[0061] The second step (202) involves continuous monitoring of real-time fuel temperature in specific vehicle components, including the fuel injector rail (106), fuel injectors (107), and fuel tank. This monitoring is done using one or more temperature sensors (105).
[0062] The third step (203) involves continuously tracking the State of Charge (SoC) of the battery (110) of the vehicle, which is crucial for determining whether there's enough power available for the heating process.
[0063] The fourth step (204) involves supplying electrical current to a set of heating coils in the vehicle. This step is contingent upon two conditions: The received fuel temperature in the fuel injector rail (106), the fuel injectors (107), or the fuel tank falls below a predefined threshold temperature (T). This condition ensures that heating is activated when the fuel temperature is too low for optimal engine operation.
[0064] Another condition is, that the received battery SoC is greater than a predefined threshold battery SoC (Tsoc). This condition ensures that there's enough power in the battery (110) to supply current for heating.
[0065] When both conditions are met, the method (200) proceeds to supply current to the heating coils. This leads to the efficient heating of fuel in the fuel injector rail (106), the fuel injectors (107), and the tank.
[0066] In an embodiment, the activation of heating of fuel in the injector rail (106), the fuel injectors (107), and the fuel tank is prevented if the fuel temperature is at or above a predetermined threshold value or if the SoC of the vehicle battery (110) is below a predetermined threshold value.
[0067] The outcome is that the method (200) helps raise the fuel temperature to an optimal level, which is essential for ensuring smooth engine operation, particularly during cold starts in cold weather conditions.
TECHNICAL ADVANTAGES
[0068] The present invention effectively overcomes these disadvantages of the existing art by introducing a system that ensures that the vehicle starts smoothly even in cold weather conditions. By pre-heating the fuel, it mitigates the common cold-start problems associated with low-temperature fuel.
[0069] Users no longer need to sit in a cold vehicle and wait for fuel to warm up. The remote activation feature allows them to start the heating process before entering the vehicle, saving time and energy.
[0070] Cold starts can be hard on engines. By pre-heating the fuel, the system reduces the wear and tear associated with frequent cold starts, potentially extending the engine's lifespan.
[0071] Continuous monitoring of fuel temperature conditions and battery State of Charge (SoC) ensures that heating is activated precisely when needed, further enhancing efficiency.
[0072] The system operates within predefined fuel temperature and battery SoC thresholds, ensuring safe and controlled heating without overloading the vehicle's electrical system.
[0073] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation, no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to disclosures containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. Also, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general, such construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general, such construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[0074] It will be further appreciated that functions or structures of a plurality of components or steps may be combined into a single component or step, or the functions or structures of one-step or component may be split among plural steps or components. The present disclosure contemplates all of these combinations. Unless stated otherwise, dimensions and geometries of the various structures depicted herein are not intended to be restrictive of the disclosure, and other dimensions or geometries are possible. Also, while a feature of the present disclosure may have been described in the context of only one of the illustrated embodiments, such feature may be combined with one or more other features of other embodiments, for any given application. It will also be appreciated from the above that the fabrication of the unique structures herein and the operation thereof also constitute methods in accordance with the present disclosure. The present disclosure also encompasses intermediate and end products resulting from the practice of the methods herein. The use of “comprising” or “including” also contemplates embodiments that “consist essentially of” or “consist of” the recited feature. , Claims:We claim:
1. A system (100) for remote activation of a heater controller unit (104) to supply current to a plurality of heating coils of a vehicle, the system (100) comprising:
a communication controller (101) communicatively coupled with one of a server (102) or a remote key (109);
an electronic control unit (ECU) (103) coupled with the communication controller (101) and the heater controller unit (104), wherein the heater controller unit (104) is configured to:
receive a remote heating signal from the ECU (103);
receive, by one or more temperature sensors (105), real time temperature of fuel in at least one of a fuel injector rail (106), fuel injectors (107), and a fuel tank;
receive state of charge (SoC) of a battery (110); and
supply current from the battery (110) to the plurality of heating coils, when the received fuel temperature in the at least one of the fuel injector rail (106), fuel injectors (107), and the fuel tank is below a predefined threshold temperature (T) and the received battery SoC is greater than a predefined threshold battery SoC (Tsoc).
2. The system (100) as claimed in claim 1, wherein the plurality of heating coils is coupled with the battery (110) by means of wire to receive current.
3. The system (100) as claimed in claim 1, wherein the communication controller (101) receives remote heating signal from one of the server (102) or the remote key (109).
4. The system (100) as claimed in claim 1, wherein the ECU (103) receives remote heating signal from the communication controller (101).
5. The system (100) as claimed in claim 1, wherein the vehicle is flex-fuel vehicle.
6. The system (100) as claimed in claim 1, wherein the plurality of heating coils is provided around the fuel injector rail (106), the fuel injectors (107), and fuel tank to heat the fuel.
7. The system as claimed in claim 1, wherein the communication controller (101) is coupled with the ECU (103) via CAN.
8. A method (200) for remote activation of a heater controller unit (104) to supply current to a plurality of heating coils of a vehicle, the method (200) comprising steps of:
receiving (201), by a communication controller (101), a remote heating signal;
receiving (202), via one or more temperature sensors (105), real time temperature of fuel in at least one of a fuel injector rail (106), fuel injectors (107), and a fuel tank;
receiving (203) state of charge (SoC) of a battery (110); and
supplying (204) current from the battery (110) to the plurality of heating coils, when the received fuel temperature in the at least one of the fuel injector rail (106), fuel injectors (107), and the fuel tank, is below a predefined threshold temperature (T) and the received battery SoC is greater than a predefined threshold battery SoC (Tsoc).
9. The method (200) as claimed in claim 8, wherein the remote heating signal is received through one of a server (102) or a remote key (109) by the communication controller (101).
10. The method (200) as claimed in claim 8, wherein the plurality of heating coils is coupled with the battery (110) by means of wire to receive current.