FORM 2
THE PATENTS ACT, 1970
[39 of 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See Section 10 and Rule 13]
TITLE: “A METHOD FOR REGULATING CHANGE OF DRIVE CHARACTERISTICS IN A DRIVE MODE OF A VEHICLE”
Name and Address of the Applicant: TATA MOTORS LIMITED of Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai – 400 001, Maharashtra, India
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] The present disclosure relates to the field of automobiles. Particularly, but not exclusively, the present disclosure discloses regulating movement of a vehicle in different drive modes. Further, embodiments of the present disclosure disclose a method and a system for regulating change of drive characteristics in the drive mode of the vehicle.
BACKGROUND
[002] Conventionally, vehicles are driven by a power unit, which may be including, an engine, an electric motor, a torque converter, and a combination thereof. Further, for delivering power and in-turn drive the vehicle, output of the power unit are generally coupled to a transmission, through which desired or required power or torque is generated and delivered thereto. With the advent of technology, output from the power unit of the vehicle are operable in different modes based on requirements of either the driver or vehicle demand, where such modes may be at least one of an economy mode, a power mode, and a cruise mode.
[003] Conventionally, such different modes are generally regulated based on the requirements of the driver. Due to such configuration, control over parameters of the power unit such as, output torque, fuel consumption, and the like, based on specific situation or condition in which the vehicle driven are not regulated. Though, conventionally, when being driven in the economic mode, the power unit may be configured to deliver high torque, however, such delivered torque may not be altered in many scenarios. i.e., the power unit, in any given mode, may not be configured to vary its output as per required values as said output corresponding to each drive mode may be set with default parameters, whereby leading to more fuel consumption than required.
[004] In recent times, though selection of different drive modes are made available to the driver, there have been instances in which the driver may not select required mode for the vehicle as per terrain requirements or based on load acting on the power unit. Due to such improper selection of the drive mode, the power unit may deliver

underpower for propelling the vehicle, or may deliver overpower, where in both scenarios may lead to additional fuel consumption. Moreover, such selection of the drive modes may be rendered complicated when additional load such as operation of a HVAC unit (Heating, Ventilation, Air conditioning unit), an audio-visual unit, a heater, and among other components/features of the vehicle are acting on the power unit. Generally, in many instances, the HVAC unit may be coupled to the power unit, where such HVAC unit may consume power being generated by the power unit, which may affect performance of the vehicle. In such instance, when the driver selects to operate in the economy mode and that the HVAC unit of the vehicle is being turned ON, then power being generated by the power unit may be consumed significantly by such HVAC unit, while less quantity of power being employed for bearing load or propelling of the vehicle. Due to such improper selection of the drive mode, the vehicle may not just deliver undesired performance, but also may lead to either consumption of greater quantity of fuel, or may cause damage to power train components such as gears within a gearbox of the vehicle.
[005] The drawbacks/difficulties/disadvantages/limitations of the conventional techniques/systems explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY OF THE INVENTION
[006] One or more shortcomings of the conventional process are overcome by a system and method of regulating change of drive characteristics in a drive mode of a vehicle as claimed.
[007] Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

[008] In a non-limiting embodiment of the present disclosure, a method of regulating change of drive characteristics in a drive mode of a vehicle is disclosed. The method includes steps of determining, by a control unit, the drive mode of the vehicle to be in an economy mode, based on signal corresponding to position of an acceleration pedal for a predefined time. The drive mode of the vehicle being one of the economy mode, a power mode, or a cruise mode. Further, the control unit is configured to determine an auxiliary load on a power unit of the vehicle in the economy mode, which is based on operation of an ancillary unit of the vehicle. The control unit is configured to regulate operation of the power unit to correspond with one of a plurality of drive characteristics based on the economy mode of the vehicle, to be selected. The control unit is configured to selectively regulate one or more of torque generated, gear ratio, and vehicle speed, based on the plurality of preset drive characteristics selected corresponding to the determined auxiliary load on the power unit. [009] In an embodiment, the control unit is configured to determine position of the acceleration pedal is based on signal from a pedal sensor. The pedal sensor being communicatively coupled with the control unit.
[010] In an embodiment, the ancillary unit being one or more of a Heating, Ventilation, Air conditioning unit, an audio-visual unit, an alternator unit, a condenser fan, and a compressor fan.
[011] In an embodiment, the plurality of preset drive characteristics of the economy mode includes a first drive characteristic, defined corresponding to the ancillary unit being operated in ON condition. The first drive characteristic including operating the power unit to a first preset condition to generate a first threshold torque. The plurality of preset drive characteristics of the economy mode further includes a second drive characteristic, defined corresponding to the ancillary unit being operated in OFF condition, the second drive characteristic including operating the power unit to a second preset condition to generate a second threshold torque. The second threshold torque being greater than the first threshold torque.
[012] In an embodiment, the control unit is configured to select the plurality of preset drive characteristics is performed in response to one or more of torque demand, fuel

consumption, and sensing terrain change in travel path of the vehicle. Further, the control unit is configured to compare the determined auxiliary load on the power unit with the plurality of preset drive characteristics corresponding to the economy mode, to regulate operation of the power unit.
[013] In another non-limiting embodiment of the present disclosure, a system for regulating change of drive characteristics in a drive mode of a vehicle is disclosed. The system includes a control unit, communicatively coupled with one or more sensors and an ancillary unit of the vehicle. The control unit configured to determine the drive mode of the vehicle to be in an economy mode, based on signal corresponding to position of an acceleration pedal for a predefined time. The drive mode of the vehicle being one of the economy mode, a power mode, or a cruise mode. Further, the control unit is configured to determine an auxiliary load on a power unit of the vehicle in the economy mode, which is based on operation of an ancillary unit of the vehicle. The control unit is configured to regulate operation of the power unit to correspond with one of a plurality of drive characteristics based on the economy mode of the vehicle, to be selected. The control unit is configured to selectively regulate one or more of torque generated, gear ratio, and vehicle speed, based on the plurality of preset drive characteristics selected corresponding to the determined auxiliary load on the power unit.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
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 THE DRAWINGS
[014] The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which.
[015] FIG. 1 illustrates a block diagram of the system is disclosed, for regulating
change of drive characteristics in a drive mode of a vehicle, in accordance with an
embodiment of the present disclosure.
[016] FIG. 2 illustrates a flowchart illustrating a method for regulating change of drive
characteristics in a drive mode of a vehicle, in accordance with an embodiment of the
present disclosure.
[017] The figures depict embodiments of the disclosure for purposes of illustration
only. One skilled in the art will readily 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 THE DRAWINGS
[018] The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent processes do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method

of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.
[019] The terms “comprises”, “comprising”, or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that a system 100 that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or method. In other words, one or more elements in an assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system 100.
[020] Henceforth, the present disclosure is explained with the help of one or more figures of exemplary embodiments. However, such exemplary embodiments should not be construed as limitation of the present disclosure. Also, reference to direction and orientation presented herein are relative to illustrative figure, while such direction and orientation may vary based on viewpoint of observation.
[021] The following paragraphs describe the present disclosure with reference to Figures 1 and 2. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.
[022] Referring now to FIG. 1, a block diagram of a system 100 is disclosed, for regulating change of drive characteristics in a drive mode of a vehicle 200. The system 100 is configured to provide a driver of the vehicle 200 to select one of a plurality of drive modes for selective control over operating parameters of the vehicle 200. Some

of such operating parameters of the vehicle 200 may include torque, speed, load bearing capacity, fuel consumption, and among others parameters that may affect performance of the vehicle 200. In an embodiment, each drive mode in the vehicle 200 may be equipped with drive characteristics (which would be explained in detail below) that may vary or may be preset for operating the vehicle 200 under variable conditions for controlling some of such operating parameters of the vehicle 200. In one implementation, the system 100 is configured to determine the drive characteristics of said drive modes based on the driver’s driving condition or the vehicle 200 movement under load.
[023] In the illustrative embodiment, the system 100 includes a control unit 104 [which may be interchangeably referred to as “vehicle ECU 104”] being communicative coupled to or having integrally formed with a processing unit 106 and a memory unit 112. Further, the control unit 104 may be communicatively coupled to an accelerator pedal sensor 108 associated with an accelerator pedal (not seen in Figures) of the vehicle 200. The accelerator pedal may be configured to regulate performance and/or power being generated by a power unit 102 of the vehicle 200, where such power unit 102 may be including, an engine, an electric motor, a torque converter, or a combination thereof. The power unit 102 may be configured to vary performance based on change in position of the accelerator pedal relative to a fixed component such as a vehicle floor or fire wall of the vehicle 200. Such change in position of the accelerator pedal is determined by the accelerator pedal sensor 108, which may then be transmitted to the control unit 104 for determining intent of the driver to regulate operation of the power unit 102. For example, when a signal transmitted by the accelerator pedal sensor 108 indicates that the accelerator pedal is displaced away from the vehicle floor, the control unit 104 may be configured to determine that the driver may intend to reduce speed of the vehicle 200. On the other hand, when the signal transmitted by the accelerator pedal sensor 108 indicates that the accelerator pedal is displaced towards from the vehicle floor, the control unit 104 may be configured to determine that the driver may intend to increase speed of the vehicle 200. Here, it has to be noted that reference with respect to vehicle floor is an exemplary aspect, while the accelerator

pedal sensor 108 may be configured to detect change in position of the accelerator pedal based on other elements/components of the vehicle 200. In an embodiment, the control unit 104 may be configured to determine variations speed of the vehicle 200 by a vehicle speed sensor 110 provisioned in the vehicle 200. The control unit 104 may be configured to determine speed of the vehicle 200 complementarily to the change in position of the accelerator pedal in order to determine intention of the driver for regulating or controlling the vehicle 200. In one implementation, the control unit 104 may be configured to determine the drive mode, in which the vehicle 200 is being operated, based on position of the accelerator pedal for a predefined time, or based on change in position of the accelerator pedal and relative change in the vehicle 200 speed.
[024] In an embodiment, the vehicle 200 maybe operable in different drive modes such as economy mode, a power mode or a cruise mode. In the illustrative embodiment and for sake of simplicity, the vehicle 200 is depicted to be operable in the economy mode or the power mode, as can be seen in Figure 2. The control unit 104 is configured to determine that the vehicle 200 is operable in the economy mode, when the vehicle 200 speed is lesser than a preset value. For instance, when the speed of the vehicle 200 is less than 30 kmph, followed by determining position of the accelerator pedal to be relatively stagnant for time period being at least 10 seconds, then the control unit 104 is configured to either switch from the power mode to the economy mode, or maintain the drive mode to be in the economy mode for regulating operation of the vehicle 200. Here, the exemplary values are for comprehension of the present disclosure and the same is not to be considered as a limitation, while such values may change based on requirement.
[025] Further, the control unit 104 maybe associated with or include a processing unit 106 along with the memory unit 112. The processing unit 106 and the memory unit 112 may be configured to store a plurality of preset drive characteristics associated with each drive mode of the vehicle 200. In one implementation, the plurality of preset drive characteristics associated with each drive mode of the vehicle 200 may correspond to operating parameters which may be varied in order to selectively regulate movement

of the vehicle 200. For example, the plurality of preset drive characteristics maybe associated with operating parameters such as torque generated by the power unit 102, gear ratio in a powertrain 120 associated with the power unit 102, fuel consumption rate associated with the power unit 102, position of the accelerator pedal, the vehicle 200 speed, and among other operating parameters which may be varied in the vehicle 200. In an embodiment, the economy mode may correspond to include drive characteristics such as, low torque, high gear ratio, low fuel consumption, position of the accelerator pedal being away from the vehicle floor, low vehicle speed, and among others. The power mode may correspond to include drive characteristics such as, high torque, low gear ratio, high fuel consumption, position of the accelerator pedal being proximal to the vehicle floor, and among others. The economy mode and power mode may also vary based on load bearing capacity and/or load being imparted on the power unit 102 during movement of the vehicle 200. In the illustrative embodiment, the economy mode of the present disclosure includes a first drive characteristics and a second drive characteristics, to selectively regulate operation of the vehicle 200 in the economy mode so that fuel efficiency as well as component wear off in the vehicle 200 may be reduced or mitigated, while also maintaining performance of the power unit 102.
[026] In one implementation, for regulating operation of the vehicle 200 in the economy mode, acting of an auxiliary load (or interchangeably referred to as “an ancillary load”) on the power unit 102 may be determined. The ancillary load maybe based on operation of an ancillary unit 118 associated with the vehicle 200. In an embodiment, the ancillary unit 118 may be one or more of a Heating, Ventilation, Air conditioning unit, an audio-visual unit, an alternator unit, a condenser fan, a compressor fan, and a combination thereof. Due to such operation of the ancillary unit 118 when the vehicle 200 is being operated in the economy mode, there may be a possibility of either increased fuel consumption or component wear off or underperformance of the power unit 102. To mitigate such conditions in the vehicle 200, the control unit 104 may be configured to selectively regulate operation of the power unit 102 corresponding to preset drive characteristics of the economy mode in the vehicle 200.

The memory unit 112 of the control unit 104 is configured to store a plurality of preset drive characteristics, which may include the first drive characteristics and the second drive characteristics associated with the economy mode in the vehicle 200. In the illustrative embodiment, the control unit 104 may be configured to selectively operate between the first drive characteristic and the second drive characteristic, when the vehicle 200 being operable in the economy mode, based on operational condition of the ancillary unit 118. For instance, when the ancillary unit 118 such as the HVAC unit, is operated in ON condition, and that the vehicle 200 is in the economy mode, then the control unit 104 may select the first drive characteristic for regulating operation of the power unit 102. Such regulation in the first drive characteristic may include operating the power unit 102 to a first preset condition to generate a first threshold torque. On the other hand, when the ancillary unit 118 such as the HVAC unit, is operated in OFF condition, and that the vehicle 200 is in the economy mode, then the control unit 104 may select the second drive characteristic for regulating operation of the power unit 102. Such regulation in the second drive characteristic may include operating the power unit 102 to a second preset condition to generate a second threshold torque. Here, the control unit 104 may be configured to operate the power unit 102 to either of the first preset condition and the second preset condition, by regulating gear ratios associated with the powertrain 120 of the vehicle 200. Such gear ratios may be regulated by changing engaged gears in the powertrain 120 to selectively vary torque being delivered to the wheels of the vehicle 200 from the power unit 102. For instance, when the ancillary unit 118 is in the ON condition while the vehicle 200 is being operated in the economy mode, then there may be a possibility of higher load being exerted on the power unit 102. To cater such requirement of higher load bearing in the economy mode of the vehicle 200, the control unit 104 may be configured to shift from a higher gear to a lower gear in the powertrain 120, which inherently aids in generating more torque to be transmitted to the wheels of the vehicle 200. Due to such configuration, supply of greater amount of fuel to the power unit 102 for generating greater torque may be prevented, whereby ensuring that the economy mode of the vehicle 200 remains fuel compensating. On the other hand, when the ancillary unit 118 is in the OFF condition

while the vehicle 200 may be operated in the economy mode, based on terrain conditions in which the vehicle 200 is being propelled, the control unit 104 may be configured to shift from the lower gear to the higher gear in the powertrain 120. Such configuration of the economy mode may enable the vehicle 200 to move at a greater vehicle speed, without compromising on fuel consumption or the load acting on the power unit 102. Additionally, when the control unit 104 is configured to determine variation in position of the accelerator pedal for the given time, Where the vehicle 200 speed tends to increase beyond a preset value, then the control unit 104 miss switch from the economy mode to the power mode for adequately operating the power unit 102 to cater operational demands of the vehicle 200.
[027] In one embodiment of the disclosure, the control unit 104 provided in the vehicle 200 may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The control unit 104 may comprise a processing unit 106 and one or more memory units associated with the vehicle 200. The processing unit 106 may comprise at least one data processor for executing program components for executing user- or system 100-generated requests. The processing unit 106 may be a specialized processing units such as integrated system 100 (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit 106 may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit 106 may be implemented using mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
[028] In one embodiment, the control unit 104 may include one or more memory units, which may be disposed in communication with one or more memory units (e.g., RAM, ROM etc.) associated with the vehicle 200 via a storage interface. The storage interface may connect to the one or more memory units including, without limitation, memory

drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system 100 interface (SCSI), etc. The one or more memory units may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc. Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.
[029] Referring now to Figure 2 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method of regulating change of drive characteristics in a drive mode of a vehicle 200. In an embodiment, the method may be implemented in any vehicle 200 including, but not limited to, a passenger vehicle 200, a commercial vehicle 200, a mobility vehicle 200, and any other vehicle 200 being capable of operating in different drive modes including at least two of economy mode, a power mode, or a cruise mode.
The method may describe in the general context of processor executable instructions in the control unit 104. Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types. The order in which the method is described is not intended to be construed as a limitation,

and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.
[030] At block 202, the control unit 104 is configured to determine status of the vehicle 200, where such status of the vehicle 200 may be at least one of Off state or On state. In an embodiment, the status of the vehicle 200 may be determined based on ignition condition or energizing state of the power unit 102. Once the control unit 104 determines that the vehicle 200 is switched ON, the control unit 104 checks for the speed of the vehicle 200.
[031] At block 204 and 206, the control unit 104 is configured to compare the vehicle 200 speed with a predefined value, where such predefined value may be a set value, for instance 30 kmph. Such set value may be a variable and stored in the memory unit 112 associated with the control unit 104 for selectively comparing speed of the vehicle 200 for determining the drive mode of operation. In an embodiment, to determine the drive mode of the vehicle 200, the control unit 104 is configured to set speed of the vehicle 200 being greater than the set value, and that the set value may be either 0 Km/hr or any speed value which is greater than 0 Km/hr. Based on such determination, the control unit 104 may ensure that the vehicle 200 is under motion. In an embodiment, the control unit 104 may determine speed of the vehicle 200 by either the vehicle speed sensor 110 or by the accelerator pedal sensor 108 or combination thereof. At block 206, when the control unit 104 is configured to determine speed of the vehicle 200 to be greater than the set value as in block 204, then the control unit 104 is configured to operate the power unit 102 and in-turn the vehicle 200 in the economy mode by transmitting a signal to the processing unit 106 to select the economy mode parameters from the memory unit 112. The control unit 104, may thereafter, be configured to periodically monitor signals from the accelerator pedal position sensor 108 for a pre-defined time, as in block 208. The control unit 104 is configured to receive the accelerator pedal position through the accelerator pedal sensor 108, to periodically

check whether demand for power and torque is required or there is a need to lower down the power of the vehicle 200.
In an embodiment, the control unit 104 is configured to compare the accelerated pedal position with a first preset value for a first preset time. When the accelerator pedal position (i.e., either in terms of linear movement or angular displacement) is less than the first preset value for the first preset time, then the control unit 104 is configured to operate the vehicle 200 from the power mode to the economy mode as seen in block 210. At this juncture, the control unit 104 may be configured to transmit a signal to the processing unit 106 to switch the drive mode from the power mode to the economy mode of the vehicle 200.
[032] At block 212, the control unit 104 is configured to determine state of the ancillary load (or auxiliary load) acting on the power unit 102, based on operation of the ancillary unit 118, which may be one or more of a Heating, Ventilation, Air conditioning unit, an audio-visual unit, an alternator unit, a condenser fan, a compressor fan, and a combination thereof. To mitigate such conditions in the vehicle 200, the control unit 104 may be configured to selectively regulate operation of the power unit 102 corresponding to a plurality of preset drive characteristics of the economy mode in the vehicle 200, which may be stored in the memory unit 112.
[033] In an embodiment, the control unit 104 may be configured to selectively operate between the first drive characteristic and the second drive characteristic, when the vehicle 200 being operable in the economy mode, based on operational condition of the ancillary unit 118. For instance, the control unit 104 may select the first drive characteristic for regulating operation of the power unit 102, when the ancillary unit 118 such as the HVAC unit, is operated in ON condition. Such regulation in the first drive characteristic may include operating the power unit 102 to a first preset condition to generate a first threshold torque. The control unit 104 may select the second drive characteristic for regulating operation of the power unit 102, when the ancillary unit 118 such as the HVAC unit, is operated in OFF condition. Such regulation in the second drive characteristic may include operating the power unit 102 to a second preset condition to generate a second threshold torque. Here, the control unit 104 may be

configured to operate the power unit 102 to either of the first preset condition and the second preset condition, by regulating gear ratios associated with the powertrain 120 of the vehicle 200. Such gear ratios may be regulated by changing engaged gears in the powertrain 120 to selectively vary torque being delivered to the wheels of the vehicle 200 from the power unit 102.
[034] For example, when the ancillary unit 118 is in the ON condition while the vehicle 200 is being operated in the economy mode, then there may be a possibility of higher load being exerted on the power unit 102. To cater such requirement of higher load bearing in the economy mode of the vehicle 200, the control unit 104 may be configured to shift from a higher gear to a lower gear in the powertrain 120, which inherently aids in generating more torque to be transmitted to the wheels of the vehicle 200. Due to such configuration, supply of greater amount of fuel to the power unit 102 for generating greater torque may be prevented, whereby ensuring that the economy mode of the vehicle 200 remains fuel compensating, as can be seen in Table 1 below. On the other hand, when the ancillary unit 118 is in the OFF condition while the vehicle 200 may be operated in the economy mode, based on terrain conditions in which the vehicle 200 is being propelled, the control unit 104 may be configured to shift from the lower gear to the higher gear in the powertrain 120, as can be seen in Table 2 below.

Light Mode Table Define in Calibration for AC ON
Gear Ratio /Enqine rpm 600 800 1000 1200 1400 1600 1800 2000 2200 2300
1 450 650 585 585 585 585 520 520 520 632
129 450 650 585 585 585 585 520 520 520 632
1.78 450 650 757 700 700 642 577 577 577 632
2.73 450 650 780 715 715 650 585 585 585 632
4.58 450 650 925 925 890 827 782 737 692 632
8.47 450 650 925 925 890 827 782 737 692 632
Table 1

Light Mode Table Define in Calibration for AC OFF
Gear R3tio /Engine rpm 600 800 1000 1200 1400 1600 1800 2000 2200 2300
1 400 600 535 535 535 535 470 470 470 582
1.29 400 600 535 535 535 535 470 470 470 582
1.78 400 600 707 650 650 592 527 527 527 582
2.73 400 600 730 665 665 600 535 535 535 582
4.58 400 600 875 875 840 777 732 687 642 582
847 400 600 875 875 840 777 732 687 -:J: 582
Table 2 [035] At block 214, the control unit 104 may be configured to compare the accelerated pedal position with a second preset value of the accelerator pedal position. If the accelerator pedal position is more than second preset value for a second preset time, then the control unit 104 is configured to determine that power being delivered by the power unit 102 to be inadequate, and may in-turn operate the power unit 102 to the power mode from the economy mode.
[036] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims.
Equivalents:
[037] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the

singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[038] 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 inventions 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. In addition, 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 a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system 100 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 a construction is intended in the sense one having

skill in the art would understand the convention (e.g., “a system 100 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.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

We Claim:
1. A method of regulating change of drive characteristics in a drive mode of a
vehicle (200), the method comprising:
determining, by a control unit (104), the drive mode of the vehicle (200) to be in an economy mode, based on signal corresponding to position of an acceleration pedal for a predefined time, wherein the drive mode of the vehicle (200) being one of the economy mode, a power mode, or a cruise mode;
determining, by the control unit (104), an auxiliary load on a power unit (102) of the vehicle (200) in the economy mode, wherein the auxiliary load on the power unit (102) is based on operation of an ancillary unit (118) of the vehicle (200); and
regulating, by the control unit (104), operation of the power unit (102) to correspond with one of a plurality of drive characteristics based on the economy mode of the vehicle (200), to be selected,
wherein the control unit (104) is configured to selectively regulate one or more of torque generated, gear ratio, and vehicle (200) speed, based on the plurality of preset drive characteristics selected corresponding to the determined auxiliary load on the power unit (102).
2. The method as claimed in claim 1, wherein determining, by the control unit (104), position of the acceleration pedal is based on signal from a pedal sensor, and wherein the pedal sensor being communicatively coupled with the control unit (104).
3. The method as claimed in claim 1, wherein the ancillary unit (118) being one or more of a Heating, Ventilation, Air conditioning unit, an audio-visual unit, an alternator unit, a condenser fan, and a compressor fan.
4. The method as claimed in claim 1, wherein the plurality of preset drive characteristics of the economy mode, comprises:

a first drive characteristic, defined corresponding to the ancillary unit (118) being operated in ON condition, the first drive characteristic including operating the power unit (102) to a first preset condition to generate a first threshold torque; and
a second drive characteristic, defined corresponding to the ancillary unit (118) being operated in OFF condition, the second drive characteristic including operating the power unit (102) to a second preset condition to generate a second threshold torque,
wherein the first threshold torque being greater than the second
threshold torque.
5. The method as claimed in claim 1, wherein selecting, by the control unit (104), the plurality of preset drive characteristics is performed in response to one or more of torque demand, fuel consumption, and sensing terrain change in travel path of the vehicle (200).
6. The method as claimed in claim 1, comprises comparing, by the control unit (104), the determined auxiliary load on the power unit (102) with the plurality of preset drive characteristics corresponding to the economy mode, to regulate operation of the power unit (102).
7. A system (100) for regulating change of drive characteristics in a drive mode of a vehicle (200), the system (100) comprising:
a control unit (104), communicatively coupled with one or more sensors and an ancillary unit (118) of the vehicle (200), the control unit (104) configured to:
determine the drive mode of the vehicle (200) to be in an economy mode, based on signal corresponding to position of an acceleration pedal for a predefined time, wherein the drive mode of the vehicle (200) being one of the economy mode, a power mode, or a cruise mode;

determine an auxiliary load on a power unit (102) of the vehicle (200) in the economy mode, wherein the auxiliary load on the power unit (102) is based on operation of the ancillary unit (118) of the vehicle (200); and
regulate operation of the power unit (102) to correspond with one of the plurality of drive characteristics, to be selected based on the economy mode of the vehicle (200),
wherein the control unit (104) is configured to selectively regulate one or more of torque generated, gear ratio, and vehicle (200) speed, based on the plurality of preset drive characteristics selected corresponding to the determined auxiliary load on the power unit (102).
8. The system (100) as claimed in claim 6, wherein the control unit (104) is configured to determine position of the acceleration pedal is based on signal from a pedal sensor.
9. The system (100) as claimed in claim 6, wherein the ancillary unit (118) being one or more of a Heating, Ventilation, Air conditioning unit, an audio-visual unit, an alternator unit, a condenser fan, and a compressor fan.
10. The system (100) as claimed in claim 6, wherein the plurality of preset drive characteristics in the economy mode comprises:
a first drive characteristic, defined corresponding to the ancillary unit (118) being operated in ON condition, the first drive characteristic including operating the power unit (102) to a first preset condition to generate a first threshold torque; and
a second drive characteristic, defined corresponding to the ancillary unit (118) being operated in OFF condition, the second drive characteristic including operating the power unit (102) to a second preset condition to generate a second threshold torque,

wherein the first threshold torque being greater than the second threshold torque.
11. The system (100) as claimed in claim 6, wherein the control unit (104) is configured to select the plurality of preset drive characteristics is performed in response to one or more of torque demand, fuel consumption, and sensing terrain change in travel path of the vehicle (200).