Description:FIELD
The present invention relates to vehicular speed measurement technologies, specifically addressing inaccuracies in speed signals caused by excessive vibrations in light commercial vehicle segment or single-cylinder engine vehicles.
DEFINITION
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicate otherwise.
FLIP FLOP MODE: The term ‘”FLIP FLOP MODE” used in the context of this disclosure refers to the set mode (S) of S-R flip flop, where in flip flop is set when all the required operating conditions are met (operating conditions during situations prone to sense non-plausible vehicle speed signal) and the instrument cluster display zero vehicle speed.
NON-FLIP FLOP MODE: The term ‘”NON-FLIP FLOP MODE” used in the context of this disclosure refers to the reset mode (R) of the S- R flip flop, wherein the flip flop is reset to display the actual vehicle speed sensed by the sensor in the instrument cluster. The reset conditions denote the situations where the vehicle speed signal is always plausible.
These definitions are in addition to those expressed in the art.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Generally, the majority of vehicle speed sensors operate based on the Hall effect principle to measure the speed of the wheels. When a ferromagnetic target wheel positioned in front of the sensor rotates, it modulates the magnetic field in close proximity to the Hall probe. The Hall-effect sensor, equipped with an integrated signal conditioning circuit, monitors these magnetic field changes. Consequently, the sensor identifies the modulation and converts it into a digital output signal, reflecting the wheel's rotational speed. This digital output is crucial for various vehicle control systems, such as anti-lock brakes and engine management.
However, in the light commercial vehicle segment, vehicles are typically equipped with suspension systems featuring low damping. As a result, vibrations induced during vehicle startup or idling conditions are heightened. This elevated vibration level significantly impacts the accuracy of the speed sensor.
To address vibration issues in single-cylinder engines or in the light commercial vehicle segment, crankshafts are often integrated with balancing masses. Nevertheless, these balancing masses cannot entirely offset or balance the motion of the moving parts, leading to the creation of lateral unbalanced force components. These components are responsible for generating vibrations in the vehicle, particularly noticeable during idling or when the vehicle is stationary. These vibrations disrupt the magnetic field surrounding the sensor as the ferromagnetic target wheel rotates. Consequently, unintended Hall voltage, a result of the Hall Effect, is generated due to dynamic movements caused by excessive idling vibrations. This Hall voltage, though unintentional, leads to the display of a non-zero vehicle speed reading on the instrument cluster even when the vehicle is stationary during idling.
Therefore, there is a need of an apparatus to normalize vehicle speed signal during idling and starting of the vehicle that alleviates the aforementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of this disclosure is to provide an apparatus to normalize vehicle speed signal that removes or filter noise within the speed signal during idling, thereby enhancing the accuracy of speed sensors.
Another object of this disclosure is to provide an apparatus that dynamically adjusts sensitivity and compensates for unintended Hall voltage induced by vibrations during idling, ensuring accurate speed readings even in the presence of external disturbances.
Yet another object of this disclosure is to provide an apparatus with a processing algorithm within the speed sensor's integrated circuitry to filter out noise and unwanted signals caused by vibrations, thereby improving the sensor's robustness in real-world operating conditions.
Still another object of this disclosure is to provide an apparatus integrated with machine learning algorithms to predict and compensate for vibration-induced disturbances in real-time, enabling the speed sensor to adapt and provide accurate readings under varying operating conditions.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages an apparatus to normalize vehicle speed signal during idling and starting of a vehicle. The apparatus comprises a first sensor configured to be mounted proximal to at least one wheel of the vehicle and is further configured to sense the rotational speed of the wheel to generate raw speed signals of the vehicle; a second sensor configured to be mounted proximal to an accelerator pedal and further configured to sense the degree of pedal depression to generate a pedal depression angle signal; a speedometer display panel configured on an instrument cluster and further configured to display speed of the vehicle; and a filtering module configured within an electronic control unit (ECU) and further configured to be in communication with the first sensor, the second sensor and the speedometer display panel to receive the raw speed signals data and the pedal depression angle signal data respectively, the filtering module configured to filter the raw speed signal during starting and the idling of the vehicle engine relative to the pedal depression angle signal.
In an embodiment, the filter module is configured to filter the raw speed signal data based on velocity gradient. The filter module is configured to generate filtered speed signals corresponding to the starting or idling position of the vehicle if the velocity gradient of the raw speed signals exceeds beyond a threshold signal data, thereby eliminating erroneous speed signal from the vehicle speed.
In an embodiment, the apparatus is configured with a third sensor which is configured to be mounted in proximity to a clutch plate and is further configured to sense the engagement and disengagement of the clutch plate with engine or driving motor to generate signals indicative of the clutch plate's engagement and disengagement events.
In an embodiment, the apparatus is configured to operate between a non-flip flop mode and a flip flop mode and is further configured to auto-switch from the non-flip-flop mode to the flip-flop mode or vice-versa depending on the data sensed by the first sensor, the second sensor and the third sensor. The flip-flop mode is configured to indicate the filtered speed signal or zero vehicle speed in the speedometer display panel, and the non-flip-flop mode is configured to indicate actual speed of the vehicle.
In an embodiment, the flip-flop mode is defined by a condition having a positive value of the velocity gradient or the velocity gradient exceeds beyond the threshold value, no pedal depression angle signal sensed by the second sensor, and the third sensor senses the clutch is in dis-engaged position.
In an embodiment, the non-flip-flop mode is defined by a condition having the velocity gradient below the threshold value, a predefined value of the pedal depression angle signal sensed by the second sensor, and the third sensor senses the clutch is in engaged position.
Further, the present disclosure also envisages a method for normalizing vehicle speed signal during idling and starting of the vehicle. The method comprises the following steps:
• providing the first sensor in proximity to at least one wheel of the vehicle;
• generating raw speed signals corresponding to the rotational speed of the wheel;
• providing the second sensor in proximity to an accelerator pedal of the vehicle;
• generating pedal depression angle signal corresponding to the degree of pedal depression of the accelerator pedal;
• providing the speedometer display panel for displaying the speed of the wheel or the vehicle;
• providing the filtering module within the electronic control unit (ECU) in communication with the first sensor, the second sensor and the speedometer display panel to receive the raw speed signals data and the pedal depression angle signal; and
• filtering the raw speed signal data during starting and the idling of the vehicle engine relative to the pedal depression angle signal.
In an embodiment, the filtering the raw speed signal data is based on velocity gradient and generation of the filtered speed signals corresponding to the starting or idling position of the vehicle if the velocity gradient of the raw speed signals exceeds beyond a threshold signal data, thereby eliminating erroneous speed signal from the vehicle speed.
In an embodiment, the method includes:
• providing a third sensor in proximity to clutch plates; and
• generating signals corresponding to the engagement and disengagement of the clutch plate with engine or driving motor.
In an embodiment, the method includes auto-switching between the non-flip-flop mode to the flip flop mode or vice-versa wherein activation of the flip-flop mode when the vehicle is in idling or starting condition and activation of the non-flip-flop mode when the vehicle starts moving.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
The apparatus to normalize the vehicle speed signal and a method thereof of the present disclosure will now be described with the help of the accompanying drawing in which:
FIGURE 1 illustrates a graphical representation of erroneous speed signal during idling for a vehicle in accordance with the prior art.
FIGURE 2 illustrates an enlarged graphical representation of erroneous speed signal during idling for a vehicle in accordance with the prior art of Figure 1.
FIGURE 3 illustrates the apparatus to normalize the vehicle speed signal during idling and starting of the vehicle in accordance with the present disclosure.
FIGURE 4A illustrates a flow chart of raw speed filtration by the apparatus of the present disclosure during idling depending on the velocity gradient and accelerator pedal position in accordance with an embodiment of the present disclosure.
FIGURE 4B illustrates a flow chart of raw speed filtration by the apparatus of the present disclosure during idling using flip-flop depending upon the velocity gradient, accelerator pedal position and clutch position in accordance with an embodiment of the present disclosure.
FIGURE 4C illustrates a flow chart of raw speed filtration or normalization by the apparatus of the present disclosure during idling using flip-flop depending upon the velocity gradient, accelerator pedal position and clutch position in accordance with another embodiment of the present disclosure.
FIGURE 5 illustrates a graphical representation of corrected erroneous speed signal during idling for a vehicle in accordance with present disclosure.
FIGURE 6 illustrates a graphical representation of corrected erroneous speed signal and the erroneous speed signal during idling for a vehicle in accordance with present disclosure.
FIGURE 7 illustrates a series of method steps to normalize the vehicle speed signal during idling and starting of the vehicle in accordance with present disclosure.
LIST OF REFERENCE NUMERALS
100 apparatus to normalize the raw speed signal
100a apparatus to normalize the raw speed signal in accordance with an embodiment
100b apparatus to normalize the raw speed signal in accordance with another embodiment
100c apparatus to normalize the raw speed signal in accordance with another embodiment
10 first sensor
12 second sensor
14 third sensor
16 electronic control unit (ECU)
18 filtering module
20 speedometer display panel
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
Typically, most vehicle speed sensors operate based on the Hall effect principle to measure the speed of the wheels. This involves a ferromagnetic target wheel rotating in front of the sensor, thereby modulating the magnetic field near the Hall probe. The Hall-effect sensor, equipped with an integrated signal conditioning circuit, monitors these magnetic field changes. Consequently, the sensor identifies the modulation and converts it into a digital output signal, reflecting the wheel's rotational speed. This digital output is crucial for various vehicle control systems, such as anti-lock brakes and engine management.
However, in the light commercial vehicle segment, vehicles are typically equipped with suspension systems featuring low damping. As a result, vibrations induced during vehicle startup or idling conditions are heightened. This elevated vibration level significantly impacts the accuracy of the speed sensor. To address vibration issues in single-cylinder engines or in the light commercial vehicle segment, crankshafts are often integrated with balancing masses. Nevertheless, these balancing masses cannot entirely offset or balance the motion of the moving parts, leading to the creation of lateral unbalanced force components. These components are responsible for generating vibrations in the vehicle, particularly noticeable during idling or when the vehicle is stationary. FIGURE 1 illustrates a graphical representation of erroneous speed signal during idling for a vehicle and FIGURE 2 illustrates an enlarged graphical representation of erroneous speed signal during idling for a vehicle in accordance with the prior art of Figure 1.
These vibrations disrupt the magnetic field surrounding the sensor as the ferromagnetic target wheel rotates. Consequently, unintended Hall voltage, a result of the Hall Effect, is generated due to dynamic movements caused by excessive idling vibrations. This Hall voltage, though unintentional, leads to the display of a non-zero vehicle speed reading on the instrument cluster even when the vehicle is stationary during idling. From the figure 2, one can easily observe that during the idling, the speedometer indicates 13.11Km/Hr. The figure 2 shows the speed during idling for vehicle with single cylinder engine, multiple occurrences is observed where the speed is greater than 0 kmph and up to 10 kmph and even to 13kmph. In all the cases (false speed) during idling of the vehicle, the velocity gradient (dv/dt) is very high, since the Hall effect speed sensor detects the false speed signal (raw speed signal) due to the movement caused in the ferromagnetic wheel because of the vehicle vibrations.
In order to address the aforementioned problems, the present disclosure envisages an apparatus (100) for the vehicle (hereinafter referred to as “apparatus 100”). The different embodiments of the present disclosure are explained with reference to Figure 3 to Figure 7. The apparatus (100) is configured to remove or filter noise and unwanted signals caused by vibrations within the raw speed signal during idling or starting, thereby enhancing the accuracy of speed sensors. The apparatus is programmed with a set of algorithms or rules that dynamically adjusts sensitivity and compensates for unintended Hall voltage induced by vibrations during idling, and thus ensuring accurate speed readings even in the presence of external disturbances.
In accordance with the figure 3, the apparatus (100a) comprises a first sensor (10), a second sensor (12), a third sensor (14), an electronic control unit (ECU) (16), at least one filtering module (18) and a speedometer display panel (20), operatively connected to each other to filter out noise from the raw speed signal. All the three sensors are mounted on the relevant parts of the vehicle. The first sensor (10) is configured to be mounted in proximity to at least one wheel of the vehicle and is further configured to sense the rotational speed of the wheel to generate the raw speed signals of the vehicle. The second sensor (12) is configured to be mounted in proximity to an accelerator pedal and is further configured to sense the degree of pedal depression to generate a pedal depression angle signal. The third sensor (14) which is configured to be mounted in proximity to a clutch plate and is further configured to sense the engagement and disengagement of the clutch plate with an engine or driving motor to generate signals indicative of the clutch plate's engagement and disengagement events.
In an embodiment, the first sensor (10) is selected from a group of speed sensors consisting of Hall effect sensors. In an embodiment, the second sensor (12) is selected from a group of potentiometer sensor, Hall effect sensor, optical sensor, inductive sensor, strain gauge, capacitive sensor, accelerometer or any combination thereof to sense the degree of pedal depression to generate the pedal depression angle signal.
In an embodiment, the third sensor (14) is selected from a group of Clutch Rotation Sensor, Clutch Switch Sensor, Clutch Master Cylinder Sensor, Clutch Slave Cylinder Sensor, Clutch Fork Position Sensor, Rotational Speed Sensor, Pressure Plate Sensor, Transmission Input Shaft Sensor, or any combination thereof to sense the engagement and disengagement of the clutch plate with the engine or the driving motor to generate signals indicative of the clutch plate's engagement and disengagement.
Further, the electronic control unit (ECU) (16) is configured to be in communication with the first sensor (10), the second sensor (12), and the third sensor (14) to receive the desired respective output signals and is further configured to be in communication with the speedometer display panel (20) to display the filtered raw speed signal. The filtering module (18) is provided within the ECU to receive the raw speed signal from the first sensor (10), the pedal depression angle signal from the second sensor (12). The filtering module (18) is configured with a set of machine learning rules based on velocity gradient and time constant parameters. Therefore, the raw speed signal received from the speed sensor is passed through the filtering module (18) to filter the raw speed signal data during starting and the idling of the vehicle engine relative to the pedal depression angle signal based on the velocity gradient.
In an embodiment, the filter module (18) is configured to filter the raw speed signal data based on the velocity gradient. The filter module is configured to generate filtered speed signals corresponding to the starting or idling position of the vehicle if the velocity gradient of the raw speed signals exceeds beyond a threshold signal data, thereby eliminating erroneous speed signal from the vehicle speed. The time constant for the filtering module (18) is selected from map either from positive gradient or negative gradient based on the dynamic velocity gradient value. The maps for time constant have inputs of the raw vehicle speed signal and the pedal depression angle signal from the second sensor (12) corresponding to the accelerator pedal position. The time constant in the maps are calibrated in such a way that, for low speeds < 15 kmph and 0% accelerator pedal position, the filter constant is very high in order to filter erroneous speed during idling or starting. For rest of the operating zones, the time constant is very low or zero and hence the raw vehicle speed is directly transmitted to the ECU and thereby to the speedometer display panel (20) without any processing. In an embodiment, the filtering module (18) is activated when there is a positive velocity gradient, and the accelerator pedal is not depressed or no pedal depression angle signal detected. Speed filtration occurs only for the vehicle speeds lower than 15 kmph. FIGURE 4A illustrates a flow chart of raw speed filtration by the apparatus (100a) of the present disclosure during idling depending on the velocity gradient and accelerator pedal position in accordance with an embodiment of the present disclosure.
In another embodiment, the filtering module (18) is also configured to receive the clutch plate's engagement and disengagement signals from the third sensor (14). Therefore, the apparatus (100b, 100c) is configured to operate between a non-flip-flop mode and a flip-flop mode and is further configured to auto-switch from the non-flip-flop mode to the flip-flop mode or vice-versa depending on the data sensed by the first sensor (10), the second sensor (12) and the third sensor (14). Thus, the flip-flop mode is configured to indicate the filtered speed signal or zero vehicle speed in the speedometer display panel (20) (.i.e. at the idling), and the non-flip-flop mode (reset mode) is configured to indicate actual speed of the vehicle without any filtration since the time constant programmed is very low or zero. The flip-flop mode is defined by a condition having a positive value of the velocity gradient or the velocity gradient exceeds beyond the threshold value, no pedal depression angle signal sensed by the second sensor (12), and the third sensor (14) senses that the clutch is in dis-engaged position. Whereas, the non-flip-flop mode is defined by a condition having the velocity gradient below the threshold value, a predefined value of the pedal depression angle signal sensed by the second sensor (12), and the third sensor (14) senses that the clutch is in engaged position. FIGURE 4B illustrates a flow chart of raw speed filtration by the apparatus (100b) of the present disclosure during idling using flip-flop depending upon the velocity gradient, accelerator pedal position and clutch position in accordance with an embodiment of the present disclosure. FIGURE 4C illustrates a flow chart of raw speed filtration or normalization by the apparatus (100c) of the present disclosure during idling using flip-flop depending upon the velocity gradient, accelerator pedal position and clutch position in accordance with another embodiment of the present disclosure. FIGURE 5 illustrates a graphical representation of corrected erroneous speed signal during idling for a vehicle in accordance with present disclosure. FIGURE 6 illustrates a graphical representation of corrected erroneous speed signal and the erroneous speed signal during idling for a vehicle in accordance with present disclosure.
In an embodiment, the threshold value in all instances of erroneous raw speed signals resulting from excessive vibrations, the velocity gradient consistently exceeded 4 m/s, while valid speed signals consistently exhibited significantly lower velocity gradients, below 4 m/s.
In an embodiment, during downhill movement of the vehicle such as vehicle creep during idling or even with the ignition in the ON state, the velocity gradient consistently remains below 4 m/s, thus the flip-flop mode remains inactive, allowing the speedometer display panel (20) to display the true vehicle speed without any filtration.
Advantageously, the apparatus is capable of filtering the raw speed signals where heightened engine vibrations is observed, specifically those with 1 and 3-cylinder engines and partially balanced engine configurations. Further, the apparatus eliminates the need for extra sensors and enhances the accuracy of speed signals from existing Hall effect sensors resulting in a streamlined and cost-effective solution. In addition, it eliminates the necessity of complex microcontroller and thus it offers cost-saving benefits and prevents driver or customer confusion and uncertainty.
Further, the present disclosure also envisages a method for normalizing vehicle speed signal during idling and starting of the vehicle. FIGURE 7 illustrates a series of method steps to normalize the vehicle speed signal during idling and starting of the vehicle in accordance with present disclosure. The method (200) comprises the following steps:
• 200: providing the first sensor (10) in proximity to at least one wheel of the vehicle;
• 204: generating raw speed signals corresponding to the rotational speed of the wheel;
• 206: providing the second sensor (12) in proximity to an accelerator pedal of the vehicle;
• 208: generating pedal depression angle signal corresponding to the degree of pedal depression of the accelerator pedal;
• 210: providing the speedometer display panel (20) for displaying the speed of the wheel or the vehicle;
• 212: providing the electronic control unit (ECU) in communication with the first sensor, the second sensor and the speedometer display panel;
• 214: providing the filtering module (18) within the electronic control unit (ECU) (16) in communication with the first sensor (10), the second sensor (12) and the speedometer display panel (20) to receive the raw speed signals data and the pedal depression angle signal; and
• 216: filtering the raw speed signal data during starting and the idling of the vehicle engine relative to the pedal depression angle signal.
In an embodiment, the filtering the raw speed signal data based on velocity gradient and generation of the filtered speed signal’s corresponding to the starting or idling position of the vehicle if the velocity gradient of the raw speed signals exceeds beyond a threshold signal data, thereby eliminating erroneous speed signal from the vehicle speed.
In an embodiment, the method includes:
• providing a third sensor (14) in proximity to clutch plates; and
• generating signals corresponding to the engagement and disengagement of the clutch plate with engine or driving motor.
In an embodiment, the method includes auto-switching between the non-flip-flop mode to the flip-flop mode or vice-versa wherein activation of the flip-flop mode when the vehicle is in idling or starting condition and activation of the non-flip-flop mode when the vehicle starts moving.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described hereinabove has several technical advantages including, but not limited to, the apparatus to normalize vehicle speed signal and the method thereof, that;
• removes or filters noise within the speed signal, thereby enhancing the accuracy of speed sensors;
• dynamically adjusts sensitivity and compensates for unintended Hall voltage induced by vibrations during idling, ensuring accurate speed readings even in the presence of external disturbances; and
• is customized with a processing algorithm within the speed sensor's integrated circuitry to filter out noise and unwanted signals caused by vibrations, thereby improving the sensor's robustness in real-world operating conditions; and
• is integrated with machine learning algorithms to predict and compensate for vibration-induced disturbances in real-time, enabling the speed sensor to adapt and provide accurate readings under varying operating conditions.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments 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 embodiments as described herein.
Any discussion of devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application. While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. , C , Claims:WE CLAIM:
1. An apparatus (100) to normalize vehicle speed signal during idling and starting of a vehicle, said apparatus comprising:
• a first sensor (10) configured to be mounted proximal to at least one wheel of the vehicle and said first sensor (10) configured to sense the rotational speed of the wheel to generate raw speed signals of the vehicle;
• a second sensor (12) configured to be mounted proximal to an accelerator pedal and said second sensor (12) configured to sense the degree of pedal depression to generate a pedal depression angle signal;
• a speedometer display panel (20) configured to display speed of the vehicle by means of a pointer; and
• a filtering module (18) configured within an electronic control unit (ECU) (16) of the vehicle, said filtering module (18) configured to be in communication with said first sensor (10), said second sensor (12) and said speedometer display panel (20) to receive said raw speed signals data and said pedal depression angle signal respectively and said filtering module (18) configured to filter said raw speed signal during starting and the idling of the vehicle engine relative to said pedal depression angle signal and provide a filtered seed signal to said speedometer pointer.
2. The apparatus (100) as claimed in claim 1, wherein said filtering module (18) is configured to filter said raw speed signal data based on velocity gradient, wherein said filtering module (18) is configured to generate filtered speed signals corresponding to the starting or idling position of the vehicle if said velocity gradient of said raw speed signals exceeds beyond a threshold signal data, thereby eliminating an erroneous speed signal from being transmitted to the vehicle speedometer.
3. The apparatus (100) as claimed in claim 1, said apparatus includes a third sensor (14), configured to be mounted proximal to the clutch plate and said third sensor (14) configured to sense the engagement and disengagement of the clutch plate with the engine or driving motor to generate signals indicative of the clutch plate's engagement and disengagement events.
4. The apparatus (100) as claimed in claim 1, wherein said apparatus (100) is configured to operate between a non-flip-flop mode and a flip-flop mode and said apparatus (100) configured to auto-switch from said non-flip-flop mode to said flip-flop mode or vice-versa depending on the data sensed by said first sensor (10), said second sensor (12) and said third sensor (14).
5. The apparatus (100) as claimed in claim 4, wherein said flip-flop mode is configured to indicate said filtered speed signal or zero vehicle speed in said speedometer display panel (20), and said non-flip-flop mode is configured to indicate actual speed of the vehicle.
6. The apparatus (100) as claimed in claim 4, wherein said flip-flop mode is defined by a condition having a positive value of said velocity gradient or said velocity gradient exceeds beyond the threshold value, no pedal depression angle signal sensed by said second sensor (12), and said third sensor (14) senses the clutch is in dis-engaged position.
7. The apparatus (100) as claimed in claim 4, wherein said non-flip-flop mode is defined by a condition having said velocity gradient below the threshold value, a predefined value of said pedal depression angle signal sensed by said second sensor (12), and said third sensor (14) senses the clutch is in engaged position.
8. The apparatus (100) as claimed in claim 1, wherein said first sensor is selected from a group of Hall sensor, said sensor is selected from a group of potentiometer sensor, Hall effect sensor, optical sensor, inductive sensor, strain gauge, capacitive sensor, accelerometer or any combination thereof to sense the degree of pedal depression to generate the pedal depression angle signal.
9. A method (200) for normalizing vehicle speed signal during idling and starting of a vehicle, said method comprising the steps of:
• providing a first sensor (10) in proximity to at least one wheel of the vehicle;
• generating raw speed signals corresponding to the rotational speed of the wheel;
• providing a second sensor (12) in proximity to an accelerator pedal of the vehicle;
• generating pedal depression angle signal corresponding to the degree of pedal depression of the accelerator pedal;
• providing a speedometer display panel (20) for displaying the speed of the wheel or the vehicle;
• providing a filtering module (18) within an electronic control unit (ECU) (16) in communication with said first sensor (10), said second sensor (12) and said speedometer display panel (20) to receive said raw speed signals data and said pedal depression angle signal; and
• filtering said raw speed signal data during starting and the idling of the vehicle engine relative to said pedal depression angle signal.
10. The method (200) as claimed in claim 9, wherein said step of filtering said raw speed signal data based on velocity gradient and generation of said filtered speed signal’s corresponding to the starting or idling position of the vehicle if said velocity gradient of said raw speed signals exceeds beyond a threshold signal data, thereby eliminating erroneous speed signal from the vehicle speed.
11. The method (200) as claimed in claim 9, wherein said method includes:
• providing a third sensor (14) in proximity to clutch plates; and
• generating signals corresponding to the engagement and disengagement of the clutch plate with engine or driving motor.
12. The method (200) as claimed in claim 9, said method (200) includes auto-switching between a non-flip-flop mode to a flip-flop mode or vice-versa wherein activation of said flip-flop mode when the vehicle is in idling or starting condition and activation of said non-flip-flop mode when the vehicle starts moving.

Dated this 4th day of January, 2024

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT CHENNAI