Description:TECHNICAL FIELD
[0001]
The present subject matter relates in general to a vehicle. More particularly but not exclusively the present subject matter relates to a method for regulating energy supplied to one or more loads of the vehicle. 5
BACKGROUND
[0002]
In vehicle employing internal combustion engines, there is a consistent tryst in research and development pertaining to better fuel efficiency and limited exhaust emissions. Internal combustion engines convert the chemical energy in fossil fuels to usable work through a combustion process which thereby achieves desired propulsion of the vehicle. The 10 internal combustion engine comprises of components such as a piston, a cylinder, intake and exhaust valves, a generator, a magneto, a crankshaft, a camshaft, a connecting rod and a flywheel. The combustion process is undertaken inside the internal combustion engine and is marked by the linear movement of the piston inside the cylinder and the rotatory movement of the crankshaft of the internal combustion engine. 15
[0003]
In conventional vehicle layouts, the research is oriented at improving fuel efficiency, the solutions have been majorly focused on reducing the friction existent between the internal components of the internal combustion engine or manipulating the exhaust characteristics of the internal combustion engine. However, when it comes to inter-operability of the components of the internal combustion engine in pursuit of improved fuel economy, there 20 hasn’t been major implementation or development.
[0004]
The operation of the internal combustion engine is focused on four major phases: a suction phase, a compression phase, an expansion phase and an exhaust phase. In terms of the phases of the internal combustion engine, the compression phase has massive energy expended in movement of the piston against free-fall direction to compress the fuel and air 25 mixture in the cylinder. Further, the energy storage unit such as a battery connected to the magneto continuously draws energy from the crankshaft engine, thereby adding onto the existent loads the internal combustion engine is subjected to. Thereby, the movement of the piston in the compression phase subjects the components of the engine to higher loads and associatively higher fuel consumption. 30
[0005]
Additionally, the internal combustion engine in certain vehicle layouts is connected to a magneto or a charging circuit through which external loads of the vehicle are supplied with energy. The external loads of the vehicle may include powering of lighting units of the vehicle, the controllers, the instrument cluster, etc.
[0006]
Owing to the energy expended during the compression along with the ancillary energy being supplied to the external loads, there is a major amount of stress and over-loading on the internal combustion engine. Further, due to the internal combustion engine being overloaded there is a potential apprehension of reduced performance of the internal combustion with the durability and the life cycle of the internal combustion engine being 5 reduced.
[0007]
Additionally, with reference to user perception while riding the vehicle having the internal combustion engine, the varying loads on the internal combustion engine generates an uneven crankshaft speed which tarnishes the vehicle performance and the user experience.
[0008]
Thereby there arises a requirement in conventional vehicle layouts for appropriately 10 controlling or regulating the energy generated by the internal combustion engine in propelling the vehicle and charging external loads in pursuit of providing a better fuel economy and consequently reduced exhaust emissions.
SUMMARY OF THE INVENTION
[0009]
The foregoing summary is illustrative only and is not intended to be in any way 15 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.
[00010]
According to embodiments illustrated herein, the present invention provides a vehicle. The vehicle comprises a prime mover configured to propel the vehicle; a magneto, 20 and a control unit. The magneto is operatively coupled to the prime mover and the magneto is configured to supply energy to one or more loads of the vehicle. The control unit is configured to: receive one or more vehicle related parameters from a plurality of sensors. The control unit further detects an operating state of the prime mover based on the received one or more vehicle related parameters. The control unit based on the detected operating state 25 transmits a signal associated with the detected operating state over a pre-defined period of time upon satisfaction of a pre-defined set of conditions. The signal transmitted is configured to regulate the energy supplied to the one or more loads from the magneto and the pre-defined period of time is associated with the detected operating state.
[00011]
According to embodiments illustrated herein, the present invention additionally 30 provides a method for regulating energy supplied to one or more loads of a vehicle. The method comprises: receiving one or more vehicle related parameters, by a control unit from a plurality of sensors. The method proceeds to detecting an operating state of a prime mover of
the vehicle, by the control unit
. In an aspect, the operating state is associated with the received one or more vehicle related parameters. The method then proceeds to transmitting a signal, by the control unit, to a regulating unit of the prime mover operatively connected to the one or more loads of the vehicle. The signal is transmitted upon satisfaction of a pre-defined set of conditions where the transmitted signal is associated with the detected 5 operating state and a pre-defined period of time. The transmitted signal in turn is configured to regulate the energy supplied to the one or more loads.
BRIEF DESCRIPTION OF DRAWINGS
[00012]
The present invention will become more fully understood from the detailed description given herein below and the accompanying drawings which are given by way of 10 illustration only, and thus are not limitative of the present invention, and therein.
[00013]
The detailed description is described with reference to the accompanying figures, which is related to a vehicle. However, the present subject matter is not limited to the depicted embodiment(s). In the figures, the same or similar numbers are used throughout to reference features and components. 15
[00014]
Figure 1 exemplarily illustrates a block diagram depicting one or more components of the vehicle, in accordance with the embodiments of the present disclosure.
[00015]
Figure 2 exemplarily illustrates a method for regulating energy supplied to one or more loads of a vehicle, in accordance with some embodiments of the present disclosure.
[00016]
Figure 3 exemplarily illustrates a process flow executed by a control unit of the 20 vehicle for regulating energy supplied to one or more loads of the vehicle, in accordance with some other embodiments of the present disclosure.
DETAILED DESCRIPTION
[00017]
The present disclosure may be best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to 25 the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the embodiments may extend beyond the described embodiments. For example, the teachings presented and the needs of a particular application may yield multiple alternative and suitable approaches to implement the functionality of any detail described herein. Therefore, any 30 approach may extend beyond the particular implementation choices in the following embodiments described and shown.
[00018]
References to “one embodiment,” “at least one embodiment,” “an embodiment,” “one example,” “an example,” “for example,” and so on indicate that the embodiment(s) or example(s) may include a particular feature, structure, characteristic, property, element, or limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the 5 phrase “in an embodiment” does not necessarily refer to the same embodiment.
[00019]
The present invention now will be described more fully hereinafter with different embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather those embodiments are provided so that this disclosure will be thorough and complete, and fully 10 convey the scope of the invention to those skilled in the art.
[00020]
The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, 15 all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00021]
Various features and embodiments of the present subject matter here will be discernible from the following further description thereof, set out hereunder. It is contemplated that the concepts of the present subject matter may be applied to any kind of 20 vehicle within the scope of this subject matter. The detailed explanation of the constitution of parts other than the present subject matter which constitutes an essential part has been omitted at suitable places.
[00022]
The present invention is illustrated with a vehicle comprising a prime mover. However, a person skilled in the art would appreciate that the present invention is not limited 25 to a vehicle with an internal combustion engine as illustrated and represented in the figures and detailed description and certain features, aspects and advantages of embodiments of the present invention can be extended to hybrid vehicles comprising multiple forms of prime movers such as, but not limited to, an internal combustion engine and an electric motor-battery pack combination. The present scope of the term “vehicle” includes aspects of two-30 wheeler, three-wheeler, four-wheeler and other multi-axle vehicle configured to support propulsion by involving energy conversion technologies.
[00023]
It is an object of the present subject matter to improve vehicle performance characteristics during various operating states of the prime mover.
[00024]
In vehicles comprising a prime mover such as an internal combustion engine, fluctuations in the prime mover speed is a common phenomenon. The fluctuations in prime mover speed occur under certain operating conditions of the vehicle. The operating conditions may be during cranking, idling or throttling of the vehicle and is often termed as ‘rough rpm’. From a user’s perception, the rough rpm disrupts a smooth riding or driving 5 experience and further has an undesired noise associated with the fluctuating prime mover speed. The reason for rough rpm has been linked to a compression stroke or compression phase of the prime mover where a piston of the internal combustion engine moves with energy expended in a direction to compress a charge mixture present in the cylinder block. During the movement of the piston in the compression stroke the internal combustion engine 10 is subjected to many loads with energy consumed in the process. The prime mover being in a loaded condition in the compression stroke has the physical manifested of uneven crankshaft movement perceived as unstable or fluctuating prime mover speed. For the purposes of the present disclosure, the term ‘charge’ refers to a fuel and air mixture.
[00025]
The present subject matter alleviates the loaded condition of the prime mover by 15 regulating the connection of one or more loads connected to the prime mover. To this end, a control unit is configured to transmit a signal associated with a detected operating state of the prime mover over a pre-defined period of time upon satisfaction of a pre-defined set of conditions. The signal is configured to regulate the energy supplied to the one or more loads connected to the prime mover through a magneto. The pre-defined set of conditions are 20 deemed satisfied upon the control unit detecting one of an idling state, a throttling state and a cranking state. The control unit regulates by cutting off the energy supplied to the one or more loads, address the loaded condition of the prime mover. The configuration of the control unit reduces the perceived rough rpm and provides an improved riding experience to the rider. 25
[00026]
Further, owing to the alleviation of loads on the prime mover based on the configuration of the control unit, the durability and inter-operability of components of the prime mover are improved with a longer cycle life. The present subject thus further satiates the object of improving the durability and life cycle of the components of the prime mover. Additionally, as the present model also serves regulation of energy supplied to one or more 30 loads through a magneto, the condition of overcurrent, overheating or overvoltage in the one or more loads are relieved. Therefore, the present subject matter further improves the life cycle of components in connection with the prime mover such as the one or more loads.
[00027]
It is an object of the present subject to improve fuel efficiency of the prime mover comprising an internal combustion engine.
[00028]
After completion of the compression stroke or phase of the prime mover, the combustion of the charge is initiated by a spark plug’s ignition timing. During combustion of the charge, the chemical energy of the charge generates useful mechanical work by rotation 5 of the crankshaft connected to the piston through a connecting rod. Upon combustion the prime mover proceeds to a power stroke or expansion stroke where mechanical energy from the prime mover is generated for propulsion of the vehicle. In the conventional layout, the one or more loads are connected to the crankshaft of the prime mover through a magneto, thereby being configured to consistently draw energy from the prime mover. 10
[00029]
The regulation of the energy supplied to the one or more loads by the control unit, achieves a better fuel economy. Earlier the entire energy generated during the power stroke was expended in propulsion and supporting of ancillary vehicle operations. The present configuration permits cutting-off of energy required to support ancillary vehicle operations during pre-defined period of time, to prioritize vehicle propulsion. The ancillary vehicle 15 operations are in the meantime supported with available charge in an energy storage unit connected to the output magneto and the one or more loads input.
[00030]
The disclosed configuration permits effective utilization of chemical energy in vehicle propulsion whilst sustenance of ancillary vehicle operations, thereby maintaining desired vehicle operation at an improved fuel economy. Further, owing to the cutting off of 20 the one or more loads during the pre-defined period of time, the pursuit of a rider or user in achieving the desired vehicle torque or power pick-up of the vehicle by throttling is deemed more effective.
[00031]
It is an object of the present subject matter to permit better cranking characteristics to the vehicle during cold-weather conditions. 25
[00032]
Under cold-weather conditions, the friction existing between the components of the prime mover are relatively high. Thereby in order to start the vehicle, support of an external starter motor is often employed. In the vehicle configuration, the crankshaft of the prime mover is connected to a magneto, whereby the magneto is connected to one or more loads through a regulating unit and an energy storage unit. Therefore, during conventional starting 30 operations, the prime mover is not only burdened to over-come its internal existing friction and resistance but must also encumber the additional weight of the one or more loads connected to it.
[00033]
The external starter motor is connected to the crank shaft and by ‘cranking’ the prime mover start is attempted. In view of the existent encumbrances on the prime mover, the number of failed cranks increases.
[00034]
In view of addressing the same, the control unit in accordance with the present subject matter upon detection of a cranking state of the prime mover, transmits a signal over a 5 pre-defined period of time associated with the cranking state to cut-off connection between the prime mover and the one or more loads. On account of the same, the present configuration proposes better cranking characteristics by reducing the number of failed cranks by alleviating the encumbrances of the prime mover.
[00035]
Additionally, the implementation of the present subject matter onto a compact 10 vehicle layout does not involve major revamping of conventional manufacturing processes. The method of operation for regulating the energy supplied to the one or more loads connected to the prime mover through a magneto is performed by a control unit. The control unit is communicatively connected to a regulating unit, which based on the operating state of the prime mover cuts-off the energy supplied to the one or more loads. In an embodiment, the 15 control unit is an engine management system electronic control unit (hereinafter referred to as EMS ECU).
[00036]
The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly 20 described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00037]
The present subject matter may be implemented in any form of prime mover connected to one or more loads. However, for the purpose of explanation and by no 25 limitation, the present invention, and corresponding additional advantages and features are described through the following embodiments depicting a prime mover or a vehicle deployed with a prime mover.
[00038]
Figure 1 exemplarily illustrates a block diagram depicting one or more components of the vehicle, in accordance with the embodiments of the present disclosure. 30
[00039]
With reference to Figure 1, 100 denotes a vehicle, 102 denotes a prime mover, 104 denotes a magneto, 106 denotes a regulating unit, 108 denotes an energy storage unit, 110 denotes one or more loads, 112 denotes a plurality of sensors and 114 denotes a control unit.
[00040]
The vehicle 100 comprises a prime mover 102, a magneto 104, a regulating unit 106, an energy storage unit 108, and one or more loads 110. The vehicle 100 additionally comprises a plurality of sensors 112 and a control unit 114. The prime mover 102 is connected to the magneto 104. The one or more loads 110 are connected to the magneto 104 through the regulating unit 106 and the energy storage unit 108. The plurality of sensors 112 5 are disposed in the vehicle 100 and are communicatively connected to the control unit 114. The control unit 114 is operatively connected to the regulating unit 106. In an aspect, the energy storage unit 108 is communicatively connected to the control unit 114.
[00041]
The term ‘vehicle’ in accordance with the present disclosure shall not be construed to be limitative to internal combustion engine driven vehicle, but the same is extensible to 10 hybrid vehicles employing multiple categories of prime movers. Further, the present subject matter is well applicable in two-wheelers, three-wheelers, four-wheelers and other forms of multi-axle vehicles.
[00042]
The prime mover 102 refers to an energy conversion device configured to convert one form of available energy into mechanical energy in the form of kinetic energy for useful 15 work or motive power. In an embodiment, the prime mover 102 is an internal combustion engine converting the chemical energy of the fuel into useful mechanical work manifested by propulsion of the vehicle. In an aspect, the prime mover 102 is a source of power and energy for the vehicle’s propulsion. In an aspect, the prime mover 102 is configured to propel the vehicle 100. 20
[00043]
The present invention is described with reference to an exemplary embodiment of a single cylinder four stroke internal combustion engine. The internal combustion engine described here operates in four cycles. Such an internal combustion (IC) engine can be installed in a two or three or multi wheeled vehicle.
[00044]
In an embodiment, the prime mover 102 is an internal combustion engine comprising 25 a piston configured to perform linear motion inside a cylinder. The piston is connected to a crankshaft through a connecting rod, where the rotation of the crankshaft achieves the requisite motive power of the vehicle. The internal combustion engine is supplied with a charge comprising of a fuel and air mixture which is compressed and then combusted for generation of motive power. The operation of the internal combustion engine comprises 4 30 strokes or phases: a suction phase, a compression phase, a power or expansion phase and an exhaust phase.
[00045]
During the suction phase, the charge is permitted into the cylinder through an inlet valve of the internal combustion engine. To accommodate the charge, the piston moves towards a bottom dead centre of the cylinder head by a linear movement. After the suction phase, the internal combustion engine proceeds into the compression phase. During the compression phase the intake valve closes and the piston is configured to move towards the 5 intake valve position by an upward linear motion to reduce the volume in the combustion chamber. The piston moves towards the top dead centre of the cylinder head by linear movement. During the compression phase, the temperature, pressure and density of the charge increases. Upon the piston reaching the top dead centre, a spark plug is configured to ignite by a high voltage pulse the compressed charge. Following the compression phase, the 10 pressure of the combustion gases owing to ignition of the charge pushes the piston downwards during the power or expansion phase. During the power phase, kinetic energy in the form of rotatory motion of the crankshaft is generated. The crankshaft is connected to the piston through the connecting rod. Upon the piston being pushed downwards the temperature, pressure and density in the cylinder decreases. Following the power phase is the exhaust 15 phase in which an exhaust valve of the internal combustion engine permits egress of the combustion gases from the cylinder. The exhaust phase marks the end of the combustion cycle of the internal combustion engine.
[00046]
From a vehicle perspective, the output motive power generated by the prime mover is applied to a piston in the internal combustion engine. However, the component for 20 application of motive power may alternately be turbine blades in gas engine, a rotor component or a nozzle in a jet engine.
[00047]
In the vehicle layout, the kinetic energy or useful work in terms of rotation of the crankshaft is utilised for propulsion of the vehicle through a transmission assembly.
[00048]
In an aspect, the operating states of the prime mover 102 with reference to the above-25 mentioned 4 strokes or phases, is perceived or indicative of at least one of a cranking state, a throttling state, a running state and an idling state of the vehicle 100.
[00049]
A magneto 104 is an electro-mechanical machine comprising of a rotor and a stator assembly. The magneto 104 is configured to convert mechanical kinetic energy received from the crankshaft into electrical energy. The rotor of the magneto 104 is connected onto the 30 crankshaft of the prime mover 102, whereby during the power phase, the rotation of the crankshaft additionally supports electrical power conversion in the magneto 104. The combined operation of the rotor connected to the crankshaft and the stator generates electrical
energy or power in the magneto 104.
In an aspect, the magneto 104 is operatively coupled to the prime mover 102 and the magnet 104 is configured to supply energy to one or more loads 110 of the vehicle 100.
[00050]
The regulating unit 106 is an electrical machine configured to convert the received electrical energy from the magneto 104 in the form of alternating current (AC) into direct 5 current (DC) for the purposes of utilization by the one or more loads 110. The regulating unit 106 is disposed between the magneto 104 and an energy storage unit 108. In an exemplary embodiment, the regulating unit 106 is configured to not only convert the AC supply to DC output, but additionally configured to regulate the voltage received from the magneto 104 to suit the requirements of the energy storage unit 108. In another embodiment, the regulating 10 unit 106 may be directly connected to the one or more loads 110, thereby permitting the one or more loads 110 to draw current from the magneto 105. The regulating unit 106 may be single-phase rectifiers, three phase rectifiers and voltage multiplying rectifiers existent in half wave and/or full wave configuration. Additionally, the regulating unit 106 is selected based on a desired conversion ratio of the regulating unit 106 whereby the DC power output 15 characteristics are improved by minimized ripple. In an embodiment, the regulating unit 106 is a regulator rectifier unit.
[00051]
For instance, the magneto 104 generates 200 volts of electrical energy at input of the regulating unit 106. The regulating unit 106 is configured to convert the received 200V of energy into 12V of output which is supplied to the energy storage unit 108. 20
[00052]
For the purposes of understanding, the electro-mechanical machine is referred to as magneto 104, but the present disclosure shall be applicable to any electrical generator and regulating unit 106 connected to the prime mover 102 including an integrated starter generator.
[00053]
The energy storage unit 108 in accordance with the present configuration is disposed 25 between the regulating unit 106 and the one or more loads 110. The energy storage unit 108 serves as an intermediate storehouse of electrical energy for supply to the one or more loads 110. In an embodiment, the energy storage unit 108 is a battery pack. In another embodiment, during starting of the prime mover 102, the energy storage unit 108 is configured to supply power to the sparkplug of the prime mover 102 to ignite the charge. The energy storage unit 30 108 comprises an operating voltage, an operating power, an operating current, a state of health and a state of charge. The one or more loads 110 connected to the energy storage units 108 utilizes the stored energy of the energy storage unit 108 thereby leading to depletion of the state of charge. The energy stored in the energy storage unit 108 is thereafter replenished
through the magneto 104 and regulating unit 106 combination. The energy storage unit 108 in
accordance with the present configuration is configured to receive a direct current supply only and transmit the same onto the one or more loads 110. The energy storage unit 108 is configured to support ancillary vehicle 100 operations by powering the one or more loads 110. 5
[00054]
The one or more loads 110 of the vehicle 100 may comprise one or more microcontrollers, a plurality of lighting units including the tail lamp, the turn signal lamps, the head lamps and even hazard lamps, a horn, instrument cluster of the vehicle 100, alarm systems, air conditioning systems and other devices adapted to draw energy from the energy storage unit 108. In other words, the one or more loads 110 are indicative of ancillary vehicle 10 100 operations. The one or more loads 110 comprise an operating voltage, an operating current and an operating power and in operation utilize the energy supplied by the energy storage unit 108. In an embodiment, the one or more loads 110 are connected to the magneto 104 through the energy storage unit 108 and the regulating unit 106.
[00055]
The vehicle 100 additionally comprises a control unit 114. The control unit 114 is 15 configured to receive one or more vehicle related parameters from a plurality of sensors 112. The control unit 114 based on the received one or more vehicle related parameters detects an operating state of the prime mover 102. The control unit 114 is then configured to transmit a signal associated with the detected operating state over a pre-defined period of time upon satisfaction of a pre-defined set of conditions. The transmitted signal is configured to regulate 20 the energy supplied to the one or more loads 110 from the magneto 104, and the pre-defined period of time is associated with the detected operating state.
[00056]
In an aspect, the detected operating state of the prime mover 102 is indicative of at least one of a cranking state, a throttling state, a running state and an idling state of the vehicle 100. In another aspect, the one or more vehicle parameters upon which the detected 25 operating state is based comprises at least one of a crankshaft position, a piston position, a throttle position, a crankshaft speed, a temperature of the prime mover 102 and a vehicle speed.
[00057]
For the purposes of the present disclosure terms ‘crankshaft speed’ and ‘prime mover speed’ shall be used interchangeably, and shall not be construed to have an independent 30 understanding straying from the scope of the present invention.
[00058]
In an aspect, the satisfaction of the pre-defined set of conditions being upon detection by the control unit 114 of one of the idling state, the throttling state and the cranking state. In another aspect, regulating by the control unit 114 comprises cutting off the connection
between the magneto 104 and the one or more loads 110 of the vehicle 100.
During idling state, throttling state or cranking state of the prime mover 102, the prime mover develops a condition of being overloaded. In this scenario, the prime mover being burdened by the magneto 104 suppling energy to the one or more loads 110, further distresses the prime mover 102. The control unit 114 regulating the energy to the one or more loads 110 thereby 5 alleviates the prime mover 102, and in a way prioritizes vehicle propulsion. In an embodiment, the control unit 114 transmits a signal to the regulating unit 106 to disconnect the supply of energy from the magneto onto the energy storage unit 108.
[00059]
In an embodiment, the control unit 114 comprises a processor unit (not shown), a memory unit (not shown), an input/output unit (not shown) and a transceiver (not shown). In 10 an aspect, the processor unit may be communicatively coupled to the memory, the transceiver, and the input/output unit.
[00060]
In an aspect, the processor unit of the control unit 114 may include suitable logic, circuitry, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory. The processor unit may be implemented based on a number of processor 15 technologies known in the art. The processor unit may work in coordination with the transceiver, the input/output unit to receive one or more vehicle related parameters. Examples of the processor unit include, but not limited to, an X86-based processor, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CIBC) processor, and/or other 20 processor.
[00061]
The control unit 114 may be configured to include a memory may include suitable logic, circuitry, interfaces, and/or code that may be configured to store the set of instructions, which are executed by a processor of the control unit 114. In an embodiment, the memory may be configured to store one or more programs, routines, or scripts that may be executed in 25 coordination with the processor. The memory may be implemented based on a Random Access Memory (RAM), a Read-Only Memory (ROM), a Hard Disk Drive (HDD), a storage server, and/or a Secure Digital (SD) card for storing various one or more cell related parameters. The control unit 114 may additionally comprise one or more processor units configured to enable arithmetic and logical applications of the control unit 114. 30
[00062]
The transceiver of the control unit 114 may include suitable logic, circuitry, interfaces, and/or code that may be configured to transmit and receive one or more vehicle
related parameters from the plurality of sensors 112
. The transceiver may implement one or more known technologies to support wired or wireless communication with the communication network. In an embodiment, the transceiver may include, but is not limited to, an antenna, a radio frequency (RF) transceiver, one or more amplifiers, a tuner, one or more oscillators, a digital signal processor, a Universal Serial Bus (USB) device, a coder-5 decoder (CODEC) chipset, a subscriber identity module (SIM) card, and/or a local buffer. The transceiver may communicate via wireless communication with networks, such as but not limited to the Internet, an Intranet and/or a wireless network, such as a cellular telephone network, a wireless local area network (LAN) and/or a metropolitan area network (MAN). The wireless communication may use any of a plurality of communication standards, 10 protocols and technologies, such as: Global System for Mobile Communications (GSM), Enhanced Data GSM Environment (EDGE), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth, Wireless Fidelity (Wi-Fi) (e,g., IEEE 802.11a, IEEE 802.11b, IEEE 802.11g and/or IEEE 802.11n), voice over Internet Protocol (VoIP), Wi-MAX. 15
[00063]
In an aspect, the vehicle 100 comprises a plurality of sensors 112 communicatively connected to the control unit 114. The plurality of sensors 112 are configured to sense one or more vehicle related parameters. The plurality of sensors 112 comprises at least one of a pulser sensor, a throttle position sensor, a proximity sensor, a temperature sensor, a wheel speed sensor, an accelerometer, a piston position sensor and a crankshaft position sensor. The 20 one or more vehicle related parameters sensed by the plurality of sensors 112 are transmitted to the control unit 114. The one or more vehicle related parameters comprises at least one of a crankshaft position, a piston position, a throttle position, a crankshaft speed, a temperature of the prime mover 102 and a vehicle speed.
[00064]
In accordance with the present configuration, the control unit 114 is configured to 25 transmit a signal configured to regulate energy supplied to the one or more loads 110 only upon the detected operating state of the prime mover 102 being indicative of at least one of a throttling state, a cranking state and an idling state of the vehicle 100.
[00065]
The pulser sensor or the pulser coil is configured to detect a position of the crankshaft of an internal combustion engine, whereby the movement of the piston towards the 30 compression stroke or phase is accurately detected by the pulser sensor. Conventionally, the pulser sensor is employed for spark-plug timing purposes whereby upon the piston reaching the top dead centre the charge is ignited. The pulser sensor in the present configuration detects the compression phase of the prime mover 102. In an embodiment, a crankshaft
position sensor operates in conjunction with the pulser sensor to corroborate aspects of the
compression phase of the prime mover 102. In an embodiment, the pulser sensor in conjunction with at least one of the throttle position sensor, the proximity sensor, the prime mover speed sensor and the crankshaft position sensor is configured to detect an idling state of the vehicle 100. 5
[00066]
In an aspect, upon the prime mover 102 being in a compression phase based on the received one or more vehicle related parameters and the crankshaft speed being within a pre-set range of idling threshold, the control unit 114 being configured to detect the idling state of the prime mover 102 and transmit the signal over the pre-defined period of time associated with the idling state. 10
[00067]
In an embodiment, the one or more vehicle related parameters employed for compression phase detection being at least one of the piston position and the crankshaft position. Further, the one or more vehicle related parameters is provided by at least one of the pulser sensor, the crankshaft position sensor and the piston position sensor.
[00068]
In an embodiment, the pre-defined period of time associated with the idling state 15 being a time duration of the compression phase of the prime mover 102 until the crankshaft speed is beyond the pre-set range of idling threshold. In another embodiment, the pre-defined period of time associated with the idling state being during the entire duration of idling of the vehicle 100 unless the running state of the vehicle 100 being detected by the control unit 114. In another aspect, the pre-set range of idling threshold comprises at least one of prime mover 20 temperature, crankshaft position and crankshaft speed values associated explicitly with the idling state of the vehicle 100.
[00069]
The temperature sensor, a thermistor or an engine temperature sensor is configured to sense a temperature associated with the prime mover 102 of the vehicle 100. The temperature sensor is indicative of a cold-starting condition of the vehicle in coordination 25 with the plurality of sensors 112 disposed in the vehicle 100. In an embodiment, the temperature sensor in conjunction with at least one of the wheel speed sensor and the crankshaft position sensor detects a cranking state of the vehicle 100. In another embodiment, the cranking state of the vehicle 100 may be detected by the control unit 114 upon receipt of a signal indicative of ignition ON or vehicle start. 30
[00070]
In an aspect, upon receiving an input indicative of a vehicle 100 start, the control unit 114 being configured to: detect a cranking state of the prime mover 102; and transmit the signal over the pre-defined period of time associated with the cranking state. The pre-defined period of time associated with the cranking state being until a successful crank of the vehicle
100 or a running state of the vehicle 100 being detected.
In an embodiment, the pre-defined period of time associated with the cranking state being the time duration until a crankshaft speed indicative of the running state of the vehicle 100 is detected.
[00071]
Further, the throttle position sensor or throttle angle sensor is indicative of a position of the throttle and the desired throttling characteristics of the vehicle 100. The rate of change 5 of throttle angle detected by the throttle position sensor is indicative of sudden acceleration requirements or the throttling state of the vehicle 100. Further, an accelerometer and the accelerator rotation angle sensor is configured to sense the acceleration characteristics desired by the user of the vehicle 100. In an embodiment, the throttle position sensor in conjunction with at least one of the pulser sensor, the prime mover speed, the accelerometer, the 10 accelerator rotation angle sensor and the crankshaft position sensor is configured to sense the throttling state of the vehicle 100.
[00072]
In an aspect, upon the throttle position being beyond a pre-set throttle threshold and the crankshaft speed being within a pre-set range of throttling threshold, the control unit 114 being configured to detect the throttling state of the prime mover 102 and transmit the signal 15 over the pre-defined period of time associated with the throttling state. In another aspect, the pre-defined period of time associated with the throttling state being the time duration until the throttle position being within the pre-set throttle threshold. In an embodiment, the pre-defined period of time associated with the throttling state being the time taken for the rate of acceleration or throttling characteristics aligning with values indicative of the running state of 20 the vehicle 100.
[00073]
In an aspect, for detection of a running state of the vehicle 100 the wheel speed sensor in conjunction with at least one of the prime mover speed sensor, the throttle position sensor, the pulser sensor and the crankshaft position sensor is utilized. In an aspect, the running state of the vehicle 100 being when the prime mover speed or crankshaft speed being 25 beyond the pre-set range of idling threshold.
[00074]
During vehicle operation, prime mover states indicative of cranking state, throttling state or idling state of the vehicle 100 are manifested due to uneven crankshaft rotation speeds and are perceived as a faulty vehicle performance. During the cranking state, throttling state or idling state, the prime mover is burdened with vehicle propulsion 30 sustenance in addition to supporting of ancillary vehicle operations. During the compression phase of the prime mover 102, energy is expended in the piston movement of the compression phase, thereby the magneto drawing the energy from the crankshaft not only unleashes faulty compression phase characteristics but also yields uneven crankshaft speeds.
The magneto is typically operative at maximum capacity irrespective of the prime mover 102
phases or the vehicle operating states. Under cranking state, throttling state or idling state the magneto adds on to the energy load of the crankshaft leading to fluctuations in prime mover speed. Thereby, to achieve better vehicle performance, there is a need to adequately regulate the energy drawn from the crankshaft by the magneto. 5
[00075]
During cold-start conditions or even normal start conditions the internal resistance existent in the prime mover 102 effectively combats attempts of cranking from an external motor, thereby requiring additional power for successful cranking of the vehicle. In this scenario, if one or more loads 110 of the vehicle 100 is connected to the prime mover 102, a part of the generated energy intended for cranking is drawn by the one or more loads 110, 10 leading to uneven prime mover speed 102 and even failed cranking in other instances.
[00076]
A common instance of perceived uneven revving or prime mover speed is when an air conditioning belt of the vehicle 100 is connected during vehicle starting. The air conditioning system acts as an extra load during the cranking state, leading to uneven prime mover speed, and an instable vehicle start. The present configuration would address the 15 concerns of uneven revving and instable vehicle start by disconnecting the connection between the one or more loads 110 and the magneto 104 through the regulating unit 106. In this scenario, the air condition function would still be sustained but by the available energy present in the energy storage unit 108.
[00077]
The present subject matter thereby achieves improved vehicle startability and 20 reduces the dependency on external motors by cutting off the external loads connected to the crankshaft through the magneto 104. Additionally, with improved startability of the prime mover 102, a lower grade starter motor may be used in cold-starting condition of the vehicle 100.
[00078]
During throttling or sudden acceleration, there is an uneven revving sound 25 associated, whereby the vehicle 100 isn’t able to instantly pick-up on the desired riding characteristics. The present configuration permits the prime mover to utilise the energy generated by combustion of charge entirely to support vehicle propulsion, whilst the ancillary vehicle operations are sustained by the available energy in the energy storage unit 108. Thereby, the uneven revving sound and delay in desired acceleration or throttling 30 characteristics are minimized.
[00079]
During idling of the vehicle 100, the fluctuations in prime mover speed has been in the range of 1200 to 1600 rpm. The extreme fluctuation ranges generate an unrequested revving sound and uneven prime mover speed characteristics. The present configuration of
regulation of energy supplied to one or more loads 110 decreases the fluctuations in the prime
mover speed to less than 500 rpm, thereby improving vehicle idling characteristics and fuel economy.
[00080]
The technical problem of fluctuations in prime mover speed and depreciated vehicle performance is addressed by the present subject matter by provision of a control unit 114. 5 The control unit 114 upon detection of a compression phase of the prime mover 102 by arresting idling, cranking or throttling state of the vehicle 100, configures the regulating unit 106 to disconnect the one or more loads 110 connected to the magneto 104. The disconnection of the one or more loads 110 alleviates the overloaded condition of the prime mover 102 during the compression phase, thereby improving durability and life cycle of the 10 prime mover 102.
[00081]
During compression phase of the prime mover 102, the piston compresses the charge thereby an inherent load on the engine exists. Under other phases of prime mover 102 operation, the load on the crankshaft and the prime mover 102 are low, and is only deemed maximum during the compression phase. The configuration of the magneto being connected 15 to the crankshaft adds onto the existent load of the prime mover 102. Thereby, by regulating the energy supplied to one or more loads 110 by the magneto 104 the vehicle stability in terms of prime mover speed is improved.
[00082]
In operation, the control unit 114 receives one or more vehicle related parameters from a plurality of sensors 112 which is indicative of a crankshaft position for assertion of a 20 compression phase of the prime mover 102. Upon detection of the compression phase, the control unit 114 transmits a signal to the regulating unit 106, to regulate the energy supplied to the one or more loads 110. The transmitted signal is configured to cut-off supply of energy to the one or more loads 110 through the magneto 104, instead the available charge of the energy storage unit 108 is configured to sustain the operation of the one or more loads 110. 25 The present configuration permits ancillary vehicle operations whilst alleviating the load on the prime mover 102. The alleviated load on the prime mover 102 yield better fuel economy and improved prime mover performance. Further, the exhaust emissions of the vehicle 100 employing the prime mover 102 in accordance with the present configuration is improved. Additionally, the control unit 114 receives the one or more vehicle related parameters in real-30 time to reduce system latency associated with conventional arts.
[00083]
Figure 2 exemplarily illustrates a method for regulating energy supplied to one or more loads of a vehicle, in accordance with some embodiments of the present disclosure.
[00084]
The method 200 starts at step 202 and proceeds to step 204. At step 204, the method 200 comprises receiving one or more vehicle related parameters by a control unit 114 from a plurality of sensors 112.
[00085]
In an aspect, the vehicle 100 comprises a prime mover 102 which is operatively coupled to a magneto 104, and the one or more loads 110 is connected to the magneto 5 through an energy storage unit 108 and a regulating unit 106. The prime mover 102 is configured to generate mechanical kinetic energy which can be adapted for vehicle propulsion through a transmission assembly.
[00086]
In an embodiment, the prime mover 102 is an internal combustion engine. The internal combustion engine is configured to convert the chemical energy of a fuel into 10 mechanical kinetic energy through a combustion process. The mechanical kinetic energy is manifested through rotation of a crankshaft connected to a piston by a connecting rod of the internal combustion engine. The magneto is an electro-mechanical machine configured to harness the mechanical kinetic energy of the crankshaft and convert the same into electrical energy through a rotor-stator architecture. The electrical energy generated in the magneto 104 15 is supplied to one or more loads 110 of the vehicle 100 to support ancillary vehicle operations. The one or more loads 110 is connected to the magneto 104 through a regulating unit 106 and an energy storage unit 108. The regulating unit 106 is configured to convert the AC power input received from the magneto into DC power output which would eventually be supplied to the one or more loads 110. In an aspect, the regulating unit 106 is additionally 20 adapted to modify the voltage of the received AC power input to suit the operating capacity of the energy storage unit 108. The regulating unit 106 is connected to the energy storage unit 108, the AC power output charges the energy storage units 108. In an embodiment, the regulating unit 106 is a regulator rectifier unit. The energy storage unit 108 acts as a temporary reservoir of energy which is charged by the magneto 106. In an embodiment, the 25 energy storage unit 108 is a battery pack.
[00087]
In an aspect, the one or more vehicle related parameters comprises at least one of a crankshaft position, a piston position, a throttle position, a crankshaft speed, a temperature of the prime mover 102 and a vehicle speed. A plurality of sensors 112 are employed for accurately measuring or sensing the one or more vehicle related parameters. The plurality of 30 sensors 112 comprising at least one of a pulser sensor, a throttle position sensor, a proximity sensor, a temperature sensor, a wheel speed sensor, an accelerometer, a piston position sensor
and a crankshaft position sensor.
After the one or more vehicle related parameters are successfully received by the control unit 114, the method 200 proceeds to step 206.
[00088]
At step 206, the method 200 comprises detecting 206 an energy level Ev associated with the energy storage unit 108 connected to the magneto 104 by the control unit 114. The energy level Ev is indicative of a state of charge of the energy storage unit 108. The control 5 unit 114 is configured to transmit the signal 210 upon the energy level Ev associated with the energy storage unit (108) being beyond a pre-defined energy level Emin. The pre-defined energy level Emin is representative of a minimum state of charge of the energy storage unit 108 to sustain ancillary vehicle operations by supplying energy to the one or more loads 110 over a pre-set time period. Step 206 provides a fail-safe mechanism to ensure that before 10 regulation of energy being supplied to the one or more loads 110, sufficient state of charge exists in the energy storage unit 110. Step 206 represents an exemplary embodiment of the present subject matter and the method 200 in another embodiment may directly proceed from step 204 to step 208.
[00089]
At step 208, the method 200 comprises detecting an operating state of a prime mover 15 102 of the vehicle 100 by the control unit 114. The operating state is associated with the received one or more vehicle related parameters. The detected operating state of the prime mover 102 being indicative of at least a cranking state, a throttling state, a running state, and an idling state of the vehicle 100.
[00090]
In an aspect, upon the prime mover 102 being in a compression phase based on the 20 received one or more vehicle related parameters and the crankshaft speed being within a pre-set range of idling threshold, the control unit 114 is configured to detect the idling state of the prime mover 102 and transmit the signal over the pre-defined period of time associated with the idling state. In an embodiment, the pre-defined period of time associated with the idling state is a time duration of the compression phase of the prime mover 102 until the crankshaft 25 speed is beyond the pre-set range of idling threshold or indicative of a running state of the vehicle 100.
[00091]
In another aspect, upon the throttle position being beyond a pre-set throttle threshold, and the crankshaft speed being within a pre-set range of throttling threshold, the control unit 114 is configured to detect the throttling state of the prime mover 102 and transmit the signal 30 over the pre-defined period of time associated with the throttling state. In an embodiment, the pre-defined period of time associated with the throttling state is the time duration until the
throttle positi
on is within the pre-set throttle threshold. In another embodiment, the pre-defined period of time associated with the throttling state being the time taken for the rate of acceleration or throttling characteristics aligning with values indicative of the running state of the vehicle 100.
[00092]
In another aspect, upon receiving an input indicative of a vehicle start, the control 5 unit 114 being configured to detect a cranking state of the prime mover 102 and transmit the signal over the pre-defined period of time associated with the cranking state. In an embodiment, the pre-defined period of time associated with the cranking state is until a successful crank of the vehicle 100 or a running state of the vehicle 100 is detected.
[00093]
After the operating state of the prime mover 102 is appropriately detected, the 10 method 200 proceeds to step 210.
[00094]
At step 210, the method 200 comprises transmitting a signal by the control unit 114 to a regulating unit 106 of the prime mover 102. The prime mover 102 is operatively connected to one or more loads 110 of the vehicle 100. The signal is transmitted by the control unit 114 only upon satisfaction of a pre-defined set of conditions. In an aspect, the 15 signal is associated with the detected operating state of the prime mover 102 and is transmitted over a pre-defined period of time. In another aspect, the pre-defined period of time is associated with the detected operating state. The signal transmitted by the control unit 114 in step 210 is configured to regulate the energy supplied to the one or more loads 110.
[00095]
In an aspect, the satisfaction of the pre-defined set of conditions being upon the 20 operating state detected by the control unit 114 being one of the cranking state, the throttling state and the idling state. The regulating by the control unit 114 comprises cutting off the energy supplied to the one or more loads 110 of the vehicle 100 through the magneto 104. The regulation of energy supplied to the one or more loads 110 upon the detected state being at least one of idling state, cranking state or throttling state ensures that the drawing of energy 25 to the one or more loads which burdens the prime mover 102 is alleviated. Thereby, the method for regulating energy supplied to the one or more loads 110 of the vehicle 100 achieves better durability and life cycle of the prime mover 102 whilst improving on the vehicle performance, fuel economy and exhaust emissions.
[00096]
The method 200 after accordingly transmitting the signal for regulating energy 30 supply to the one or more loads 110, proceeds to step 212. The method 200 ends at step 212.
[00097]
Figure 3 exemplarily illustrates a process flow executed by a control unit of the vehicle for regulating energy supplied to one or more loads of the vehicle, in accordance with some other embodiments of the present disclosure.
[00098]
The process flow starts at step 300 and proceeds to step 302. At step 302 the control unit 114 checks for an ignition ON status of the vehicle 100. The ignition ON detection in 5 step 302 may comprise of an insertion of a vehicle key, a mobilization command being received by a vehicle immobilizer, or a wireless communication received over a secured communication protocol existent between an authorized user and the vehicle 100. The ignition ON is indicative of a user intention in starting the vehicle 100. Additionally, in an embodiment the ignition ON status is detected during vehicle running state as well to satiate 10 pre-requisites of the method for regulating energy supplied to one or more loads 110. The process then flows to step 304.
[00099]
At step 304, the control unit 114 is configured to detect whether the operating state of the prime mover 102 is indicative of a cranking state of the vehicle 100. To this end, the control unit 114 is communicatively connected to a plurality of sensors 112 through which 15 the control unit 114 receives one or more vehicle parameters. The processing of the one or more vehicle parameters against pre-set limits assists the control unit 114 in accurately detecting the operating state of the prime mover 102. The cranking state 304 may be detected upon an input indicative of vehicle start is received by the control unit 114. In accordance with the present process flow, step 302 partially addresses the user input satisfaction in the 20 detection of the cranking state. In an embodiment, the control unit 114 may be configured to detect the presence of an external starter motor connected to the prime mover 102 for supporting or improving cranking characteristics.
[000100]
In the event, the cranking state is detected by the control unit 114, the process flows to step 304a where the control unit 114 transmits a signal. The signal transmitted is 25 indicative of regulating the energy supplied to the one or more loads connected to the prime mover 102 through the magneto 104. In an embodiment, the control unit 114 transmits the signal to a regulating unit 106 disposed between the magneto 104 and the energy storage unit 108 connected to the one or more loads 110. The transmission of the signal over a pre-defined period of time associated with cranking would cut off the energy supply to the one or 30 more loads 110 as indicated in step 304b. In an aspect, the pre-defined period of time associated with the cranking state is applicable until the crankshaft speed is indicative of the running state of the vehicle 100.
[000101]
After the pre-defined period of time associated with the cranking state is overcome, the signal transmission is ceased thereby restoring the energy supply to the one or more loads 110 from the prime mover 102. The cessation of signal transmission for cutting off the energy supply to the one or more loads 110 is illustrated by step 314.
[000102]
In the event the operating state of the prime mover 102 is not indicative of the 5 cranking state, the process flows to step 306.
[000103]
At step 306, the control unit 114 is configured to detect whether the operating state of the prime mover 102 is indicative of an idling state of the vehicle 100. Upon the prime mover 102 being in a compression phase based on the received one or more vehicle related parameters and the crankshaft speed being within a pre-set range of idling threshold, 10 the idling state is detected. Upon successful detection of the idling state by the control unit 114, the process flows to step 306a.
[000104]
At step 306a, the energy level Ev of the energy storage unit 108 is detected and compared against a pre-defined energy level Emin. The energy level Ev is indicative of a state of charge of the energy storage unit 108. The energy storage unit 108 supplies the 15 energy to the one or more loads 110 through the magneto 104 connected to the prime mover 102. In the event, the energy level Ev is higher than the pre-defined energy level Emin, the process flows to step 306b. In the event, the energy level Ev is lower than the pre-defined energy level Emin, the process flows to step 314.
[000105]
At step 306b, the control unit 114 is configured to check whether the prime 20 mover 102 is in the compression phase. The detection of the compression phase of the prime mover 102 is established through the plurality of sensors 112 comprising at least the pulser sensor, the piston position sensor, the crankshaft position sensor and the crankshaft speed sensor. In the event, the prime mover 102 is in the compression phase, the process flows to step 306c. In an embodiment, step 306b additionally comprises checking whether the 25 crankshaft speed of the prime mover 102 is within a pre-set range of idling threshold. In the event, the prime mover 102 is not in the compression phase, the process flows back to the original loop where the control unit 114 detects the operating states of the prime mover 102, and confirms against each operating state.
[000106]
At step 306c, the control unit 114 is configured to transmit a signal over a pre-30 defined period of time associated with the idling state. The signal transmitted is configured to regulate the energy supplied to the one or more loads 110 of the vehicle 100. The regulation
of energy supplied to the one or more loads comprises cutting of the energy supplied to
the one or more loads. In an aspect, the pre-defined period of time associated with the idling state being a time duration of the compression phase of the prime mover 102 until the crankshaft speed is beyond the pre-set range of idling threshold. The process then flows to step 314 at which the transmission of the signal of cut-off is ceased. 5
[000107]
In the event the operating state of the prime mover 102 is not indicative of the idling state, the process flows to step 308.
[000108]
At step 308, the control unit 114 is configured to detect whether the operating state of the prime mover 102 is a throttling state. In the event the throttle position is beyond a pre-set throttle threshold and the crankshaft speed is within a pre-set range of throttling 10 threshold, the throttling state is detected. Upon successful detection of throttling state, the process flows to step 308a.
[000109]
At step 308a, the control unit 114 is configured to transmit the signal over the pre-defined period of time associated with the throttling state. The pre-defined period of time associated with the throttling state being the time duration until the throttle position is within 15 the pre-set throttle threshold. The transmitted signal is configured to cut off energy supplied to the one or more loads 110 as indicated in step 308b. Upon the pre-defined period of time associated with the throttling state being overcome, the process flows to step 314 where the signal transmission is ceased.
[000110]
In the event the operating state of the prime mover 102 is not indicative of the 20 throttling state, the process flows to step 310. The control unit 114 upon detection of the vehicle 100 being in the running state direct flows to step 312 and then step 314. During the running step no cut-off of energy being supplied to the one or more loads 110 is executed. The control unit 114 for detection of running state checks whether the crankshaft speed is beyond the pre-set range of idling threshold. In the event, at step 310 the control unit 114 25 fails to detect the running state, the process flows to step 302 and the control unit 114 continues checking for the operating states of the prime mover 102 of the vehicle 100.
[000111]
The process flow illustrated in Figure 3 is a continuous loop which terminates only upon vehicle stopping when the vehicle key being removed or a signal indicative of vehicle immobilization being transmitted by an authorized user. 30
[000112]
The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one
embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless
expressly specified otherwise. The terms “including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.
[000113]
The disclosed claimed limitations and the disclosure provided herein provides a 5 method for regulating energy supplied to one or more loads of a vehicle. The claimed invention in an aspect provides improved vehicle performance in terms of reduced number of failed cranks, reduced fluctuations in crankshaft or prime mover speed and achieving desired throttling characteristics in a smaller time interval. The present disclosure is purposed to improve the life cycle and the durability of components of the prime mover 102. 10
[000114]
The present subject matter provides a control unit 114 configured to regulate the energy supplied to one or more loads 110 connected to the prime mover 102 through a magneto 104. Upon detection of a compression phase of the prime mover 102 or a vehicle operating state indicative of throttling, cranking or idling, the control unit 114 is configured to transmit a signal which cuts-off the supply of energy to the one or more loads 110 from the 15 magneto 104. The disclosed configuration alleviates the loads acting on the prime mover 102 of the vehicle 100. During the period of energy regulation by the control unit 114, an energy storage unit 108 of the vehicle 100 is configured to support ancillary vehicle operations by supplying energy to the one or more loads 110.
[000115]
The present subject matter by regulating the energy drawn from the prime mover 20 102 during stressed or loaded conditions, improves the fuel economy of the vehicle 100 and consequently the associated exhaust emissions.
[000116]
For instance, from a purely illustrative perspective, upon the prime mover 102 being a four-stroke internal combustion engine, out of the four strokes or phases of piston movement, in only 3 strokes the magneto will be drawing power from the internal 25 combustion engine. The remnant one stroke or phase of compression when the connection between the one or more loads 110 and the magneto 104 is cut off, would improve the fuel economy of the internal combustion engine, assist in better compression strokes or phase performance as the engine would be lesser loaded. Effective performance of the compression stroke or phase of the internal combustion engine maximizes the fuel efficiency, the overall 30 efficiency of the internal combustion engine in terms of input power and output power, and improves the exhaust characteristics during the exhaust stroke or phase of the internal combustion engine.
[000117]
In an aspect, teachings derived from the present configuration of the vehicle 100, the prime mover 102 and the control unit 114 can be extended to any automobile comprising an internal combustion engine including hybrid vehicles.
[000118]
A description of an embodiment with several components in communication with another does not imply that all such components are required, On the contrary, a variety of 5 optional components are described to illustrate the wide variety of possible embodiments of the invention,
[000119]
Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter and is therefore intended that the scope of the 10 invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[000120]
While various aspects and embodiments have been disclosed herein, other aspects 15 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.
[000121]
A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be 20 considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[000122]
While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be 25 made and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling 30 within the scope of the appended claims. , Claims:We claim,
1.
A vehicle (100), the vehicle (100) comprising:
a prime mover (102), the prime mover (102) being configured to propel the vehicle (100);
a magneto (104), the magneto (104) being operatively coupled to the prime 5 mover (102), and the magneto (104) being configured to supply energy to one or more loads (110) of the vehicle (100);
a control unit (114), the control unit (114) being configured to:
receive one or more vehicle related parameters from a plurality of sensors (112), 10
detect an operating state of the prime mover (102) based on the received one or more vehicle related parameters, and
transmit a signal associated with the detected operating state over a pre-defined period of time upon satisfaction of a pre-defined set of conditions,
wherein the signal being configured to regulate the energy 15 supplied to the one or more loads (110) from the magneto (104), and
wherein the pre-defined period of time being associated with the detected operating state.
2.
The vehicle (100) as claimed in claim 1, wherein the detected operating state of the 20 prime mover (102) being indicative of at least one of a cranking state, a throttling state, a running state, and an idling state of the vehicle (100).
3.
The vehicle (100) as claimed in claim 1, wherein the one or more vehicle related parameters being at least one of a crankshaft position, a piston position, a throttle 25 position, a crankshaft speed, a temperature of the prime mover (102) and a vehicle speed; and
the plurality of sensors (112) configured to sense the one or more vehicle related parameters being at least one of a pulser sensor, a throttle position sensor, a proximity sensor, a temperature sensor, a wheel speed sensor, an accelerometer, a 30 piston position sensor and a crankshaft position sensor.
4.
The vehicle (100) as claimed in claim 2, wherein the satisfaction of the pre-defined set of conditions being upon detection by the control unit (114) of one of the idling state, the throttling state and the cranking state; and
wherein regulating by the control unit (114) comprises cutting off the connection between the magneto (104) and the one or more loads (110) of the vehicle 5 (100).
5.
The vehicle (100) as claimed in claim 4, wherein upon the prime mover (102) being in a compression phase based on the received one or more vehicle related parameters and the crankshaft speed being within a pre-set range of idling threshold, 10
the control unit (114) being configured to detect the idling state of the prime mover (102) and transmit the signal over the pre-defined period of time associated with the idling state.
6.
The vehicle (100) as claimed in claim 5, wherein the one or more vehicle related 15 parameters being at least one of the piston position and the crankshaft position; and
wherein the one or more vehicle related parameters being provided by at least one of the pulser sensor, the crankshaft position sensor and the piston position sensor.
7.
The vehicle (100) as claimed in claim 5, wherein the pre-defined period of time 20 associated with the idling state being a time duration of the compression phase of the prime mover (102) until the crankshaft speed is beyond the pre-set range of idling threshold.
8.
The vehicle (100) as claimed in claim 4, wherein upon the throttle position being 25 beyond a pre-set throttle threshold and the crankshaft speed being within a pre-set range of throttling threshold,
the control unit (114) being configured to detect the throttling state of the prime mover (102) and transmit the signal over the pre-defined period of time associated with the throttling state. 30
9.
The vehicle (100) as claimed in claim 8, wherein the pre-defined period of time associated with the throttling state being the time duration until the throttle position being within the pre-set throttle threshold.
10.
The vehicle (100) as claimed in claim 4, wherein upon receiving an input indicative of a vehicle (100) start, the control unit (114) being configured to:
detect a cranking state of the prime mover (102); and
transmit the signal over the pre-defined period of time associated with the 5 cranking state.
11.
The vehicle (100) as claimed in claim 10, wherein the pre-defined period of time associated with the cranking state being the time duration until a crankshaft speed indicative of the running state of the vehicle (100) being detected. 10
12.
The vehicle (100) as claimed in claim 1, wherein the one or more loads (110) being connected to the magneto (104) through an energy storage unit (108) and a regulating unit (106).
15
13.
A method (200) for regulating energy supplied to one or more loads (110) of a vehicle (100), the method (200) comprising:
receiving (204) one or more vehicle related parameters, by a control unit (114), from a plurality of sensors (112);
detecting (208) an operating state of a prime mover (102) of the vehicle (100), 20 by the control unit (114), wherein the operating state being associated with the received one or more vehicle related parameters; and
transmitting (210) a signal, by the control unit (114), to a regulating unit (106) of the prime mover (102) operatively connected to the one or more loads (110) of the vehicle (100), 25
wherein the signal being transmitted upon satisfaction of a pre-defined set of conditions,
wherein the signal being associated with the detected operating state and a pre-defined period of time, and
wherein the signal being configured to regulate the energy supplied to 30 the one or more loads (110).
14.
The method (200) for regulating energy supplied to the one or more loads (110) of the vehicle (100) as claimed in claim 13, wherein the prime mover (102) being
operatively coupled to a magneto (104), and the one or more loads (110) being
connected to the magneto (104) through an energy storage unit (108) and a regulating unit (106).
15.
The method (200) for regulating energy supplied to the one or more loads (110) of the 5 vehicle (100) as claimed in claim 14, wherein the method (200) comprising detecting (206) an energy level (Ev) associated with the energy storage unit (108) connected to the magneto (104) by the control unit (114); and
the control unit (114) being configured to transmit the signal (210) upon the energy level (Ev) associated with the energy storage unit (108) being beyond a pre-10 defined energy level. (Emin)
16.
The method (200) for regulating energy supplied to the one or more loads (110) of the vehicle (100) as claimed in claim 14, wherein the detected operating state of the prime 15 mover (102) being indicative of at least one of a cranking state, a throttling state, a running state and an idling state of the vehicle (100);
the satisfaction of the pre-defined set of conditions being upon the operating state detected by the control unit (114) being one of the cranking state, the throttling state and the idling state; and 20
regulating by the control unit (114) comprises cutting off the energy supplied to the one or more loads (110) of the vehicle (100) through the magneto (104).
17.
The method (200) for regulating energy supplied to the one or more loads (110) of the vehicle (100) as claimed in claim 13, wherein the one or more vehicle related 25 parameters being at least one of a crankshaft position, a piston position, a throttle position, a crankshaft speed, a temperature of the prime mover (102) and a vehicle speed; and
the plurality of sensors (112) comprising at least one of a pulser sensor, a throttle position sensor, a proximity sensor, a temperature sensor, a wheel speed 30 sensor, an accelerometer, a piston position sensor and a crankshaft position sensor.
18.
The method (200) for regulating energy supplied to the one or more loads (110) of the vehicle (100) as claimed in claim 13, wherein upon the prime mover (102) being in a
compression phase based on the received one or more vehicle related parameters and
the crankshaft speed being within a pre-set range of idling threshold,
the control unit (114) being configured to detect the idling state of the prime mover (102) and transmit the signal over the pre-defined period of time associated with the idling state. 5
19.
The method (200) for regulating energy supplied to the one or more loads (110) of thevehicle (100) as claimed in claim 13, wherein upon the throttle position being beyonda pre-set throttle threshold, and the crankshaft speed being within a pre-set range ofthrottling threshold,10
the control unit (114) being configured to detect the throttling state of the prime mover (102) and transmit the signal over the pre-defined period of time associated with the throttling state.
20.
The method (200) for regulating energy supplied to the one or more loads (110) of the15 vehicle (100) as claimed in claim 13, wherein upon receiving an input indicative of a vehicle start, the control unit (114) being configured to detect a cranking state of the prime mover (102) and transmit the signal over the pre-defined period of time associated with the cranking state.