Description:FIELD OF THE INVENTION
[0001] The present subject matter is related, in general to a vehicle, and more particularly, but not exclusively to a system and method for regulating operation of an internal combustion engine of a vehicle.
BACKGROUNDOF THE INVENTION 5
[0002] In existing vehicles, including hybrid vehicles, employing an internal combustion engine for supporting vehicle propulsion, initiation of vehicle start by the internal combustion engine plays a critical role. The internal combustion engine operates based on inertia whereby each preceding combustion cycle initiates the next. The vehicle start, referred to as the first cycle, is typically powered by some other external support not being the internal combustion 10 engine itself. Once the internal combustion engine attains a steady crankshaft rotation by application of an external support during the first cycle, the consequent cycles are sustained by the internal combustion engine itself. Typically, at least the intake stroke and the compression stroke of the internal combustion engine requires the external support, during the combustion stroke the charge itself provides the power output and sustains the subsequent crankshaft 15 rotations.
[0003] While hand cranking using an external lever such as a foot-operated pedal to initiate crankshaft rotation traditionally serves the external support required for vehicle start, however the same is rather inconvenient, difficult and dangerous. Further, the behaviour of the internal combustion engine during starting is not particularly predictable owing to common occurrences 20 of kick back, or sudden reverse rotation.
[0004] In some known vehicle layouts, a starter motor in conjunction with a magneto and a regulator rectifier unit is used in assisting vehicle start by powering the internal combustion engine during the first cycle. The starter motor is an electric machine configured to rotate the crankshaft of the engine to initiate vehicle start. While the starter motor serves as a power input 25 to the internal combustion engine, the magneto and regulator rectifier unit extract a part of power output of the internal combustion engine in supporting power requirements of ancillary vehicle components.
[0005] In some other known vehicle layouts, the starter motor in combination with the magneto and regulator rectifier unit is replaced by an integrated starter generator (hereinafter referred to 30 as ISG) unit connected to a battery of the vehicle. The ISG unit comprises a ISG controller and an ISG machine, whereby the ISG controller dictates whether the ISG machine is to operate as a motor or a generator. The ISG machine when operating as a motor, draws electrical energy
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from the battery and provides a mechanical output which is capable of rotating the crankshaft thereby satiating the function of the starter motor or the yield of an external cranking. Further, the ISG machine when operating as a generator, utilizes the mechanical energy of the rotating crankshaft and provides an electrical output which is used for charging the battery. The battery may additionally support ancillary electrical loads in the vehicle.
5 [0006] In conventional vehicle architectures employing the ISG unit, the ISG controller is configured to provide a maximum pre-set output in terms of rotations per minute (rpm) of the crankshaft over a pre-set time duration in view of a successful cranking. The conventional configuration of the ISG controller whilst increasing the chances of a successful crank does not guarantee the occurrence of successful vehicle start. Further, the provision of the maximum
10 pre-set output continuously is associated with higher depreciation of the battery connected to the ISG unit. Under the conditions of maximum pre-set output, the charge drawn from the battery for supporting a successful crank is very high leading to severe drainage of state of charge and state of health of the battery. Additionally, the overall power consumption involved in supporting vehicle start via cranking is large. Further, the crankshaft being continuously 15 cranked at the maximum pre-set output leads to depreciation of the overall internal combustion engine due to fatigue.
[0007] The transition from the starter motor- magneto combination to the ISG unit is well perceived by the automotive industry in view of the reduction in overall components weight, reduced cost as well as reduced packaging constraints. However, the torque delivery or output 20 to the crankshaft of the internal combustion engine during vehicle start in the starter motor- magneto combination was much higher than the ISG unit owing to the size of the component. Owing to the multi-faceted advantages the ISG unit present, a trade-off in startability issues while persistent, were accepted.
[0008] Further, the requirement of the external support to sustain successful internal 25 combustion engine cranking and vehicle start is not only limited to cold starting conditions, but also under ordinary temperatures. Typically, the ideal internal combustion engine temperature for successful crank without external support is roughly 140°C. In the event, the temperature of the internal combustion engine is at 130°C, external support becomes imperative for successful starting of the vehicle. Therefore, the issues concerning at least power consumption, 30 durability of internal combustion engine components and the ISG unit are prevalent even under ordinary temperature conditions, making the same a prevalent issue in the automotive industry.
[0009] Therefore, there arises a need in the automotive industry addressing power consumption issues associated with successful vehicle starts. Further limitations and disadvantages of
conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.
SUMMARY
[00010] According to embodiments illustrated herein, the present subject matter relates to a 5 vehicle.
[00011] According to embodiments illustrated herein, the present subject matter relates to a system for regulating operation of an internal combustion engine of a vehicle. The system comprises the internal combustion engine, an energy storage unit and a master control unit. The master control unit is operatively connected to the internal combustion engine and the 10 energy storage unit. The master control unit is configured to detect an operating state from one or more operating states of the internal combustion engine. Following the detection of the operating state, the master control unit is configured to regulate power flow between the internal combustion engine and the energy storage unit based on the detected operating state. In an aspect, upon detection of a first state of the one or more operating states, the master 15 control unit is configured to regulate power input to the internal combustion engine from the energy storage unit. The power input is associated with a plurality of operating parameters.
[00012] According to embodiments illustrated herein, the present subject matter additionally provides a method for regulating operation of an internal combustion engine. The method comprises detection, by a master control unit, an operating state from one or more operating 20 states of the internal combustion engine. The method then proceeds to regulating, by the master control unit, a power input and the power output from the internal combustion engine. In an aspect, the power input to the internal combustion engine from an energy storage unit upon detection of the operating state being a first state of the one or more operating states, whereby the power input is based on a first look-up table. In another aspect, the power output from the 25 internal combustion engine to the energy storage unit upon detection of the operating state being a second state of the one or more operating states, whereby the power output being based on a second look-up table. The method additionally comprises a step of corroborating, by the master control unit, the power input being capable of switching the internal combustion engine from the first state to the second state. 30
[00013] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, 4
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further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
[00014] 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 illustration 5 only, and thus are not limitative of the present invention.
[00015] Figure 1 illustrates a block diagram of a system for regulating operation of an internal combustion engine, in accordance with some embodiments of the present disclosure.
[00016] Figure 2 illustrates a method for regulating operation of an internal combustion engine in accordance with some embodiments of the present disclosure. 10
[00017] Figure 3 illustrates an exemplary process flow of the master control unit in accordance with some other embodiments of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[00018] 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 15 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 system 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 approach may 20 extend beyond the particular implementation choices in the following embodiments described and shown.
[00019] 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 25 limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment.
[00020] 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 30 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 convey the scope of the invention to those skilled in the art. [00021] The present invention is illustrated with a two wheeled vehicle such as a motorcycle or a scooter. However, a person skilled in the art would appreciate that the present invention is not limited to a motorcycle type vehicle and certain features, aspects and advantages of
5 embodiments of the present invention can be used with other vehicles such as a scooter, a step-through vehicle or other forms of two wheeled, three wheeled vehicle or multi-axle vehicles in the automotive industry facing the same technical problem of requiring power or external support for successful vehicle start.
[00022] It is an object of the preset subject matter to address startability issues in vehicles 10 comprising an internal combustion engine.
[00023] Startability of the vehicle by the internal combustion engine at engine temperature ranges of 140°C- 150°C is comfortable. However, if the internal combustion engine be kept idle for a while, a temperature drop in the engine is noticed which may be up to 120°C. At 120°C, the internal combustion engine faces startability issues thereby requiring external 15 support for cranking. The action of cranking refers to provision of external mechanical work in assisting rotation of the crankshaft of the engine during a first cycle of the internal combustion to consequently sustain combustion and output from the internal combustion engine.
[00024] It is an additional object of the present subject matter to address concerns of power 20 consumption in conventional vehicle layouts employing an ISG unit.
[00025] It is an additional object of the present subject matter to reduce the occurrences of failed cranks during starting of the vehicle, to improve the overall vehicle performance.
[00026] The present subject matter along with all the accompanying embodiments and their other advantages would be described in greater detail in conjunction with the figures in the 25 following paragraphs.
[00027] 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, 30 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. 6
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[00028] The present subject matter may be implemented in any two-wheeled vehicle. However, for the purpose of explanation and by no limitation, the present invention, and corresponding additional advantages and features are described through the following embodiments depicting a two wheeled vehicle.
[00029] Figure 1 illustrates a block diagram of a system for regulating operation of an internal 5 combustion engine, in accordance with some embodiments of the present disclosure.
[00030] With reference to Figure 1, 100 denotes a system for regulating operation of an internal combustion engine, 102 denotes an internal combustion engine, 104 denotes an energy storage unit, 106 denotes a master control unit, 108 denotes a slave control unit, 110 denotes a plurality of vehicle components, 112 denotes a plurality of sensors. 10
[00031] In an aspect the system 100 for regulating operation of an internal combustion engine 102 of a vehicle comprises the internal combustion engine 102, an energy storage unit 104 and a master control unit 106.
[00032] In an aspect, the master control unit 106 is operatively connected to the energy storage unit 104 and the internal combustion engine 102. The energy storage unit 104 is electrically 15 and communicatively connected to the plurality of vehicle component 110. The master control unit 106 is communicatively connected to the slave control unit 108. The slave control unit 108 is communicatively connected to a plurality of sensors 112. In an aspect, the master control unit 106 comprises a controller 106a and a machine 106b.
[00033] The internal combustion engine 102 comprises a piston reciprocating in a cylinder, 20 whereby the piston is connected to a crankshaft via a connecting rod. During a combustion cycle, the reciprocating linear movement of the piston owing to combustion and expansion of charge translates into rotatory motion of the crankshaft which serves as the output work of the internal combustion engine 102. The operation of the internal combustion engine 102 comprises of 4 strokes or cycles. In a first stroke, the charge, such as fuel, is provided in the 25 combustion chamber in the cylinder block. Energy is expended in movement of the piston towards a top dead centre of the cylinder block to compress the received charge in the second cycle or stroke of operation. In the third stroke or cycle, the compressed charge is ignited leading to combustion. In the third stroke of operation also referred to as the power stroke, the chemical energy of the charge is converted into usable work by rotation of the crankshaft. 30 During combustion of the charge, the piston is forced towards a bottom dead centre (also
referred to as BDC), whereby the linear movement of the piston towards the BDC translates to rotatory movement of the crankshaft. [00034] The energy storage unit 104 is configured to operate as a reservoir of energy. In a preferred embodiment the energy storage unit 104 is a battery pack. The energy storage unit 104 is connected to the internal combustion engine 102 via the master control unit 106. The
5 energy storage unit 104 is configured to operate in a charging state and a discharging state. In a charging state, the energy storage unit 104 draws a part of the output work provided by the internal combustion engine 102 to increase its state of charge. In a discharging state, the energy storage unit 104 provides the stored energy to a plurality of vehicle components 110. In an embodiment, the plurality of vehicle components 110 operate as electrical loads connected to 10 the energy storage unit 104 drawing electrical energy for operation. The plurality of vehicle components 110 may for instance be a headlamp unit, turn signal lamps, hazard lamps, control units, braking systems, instrument cluster and other vehicle components drawing energy from the energy storage unit 104.
[00035] In an aspect, the master control unit 106 is configured to detect an operating state from 15 the one or more operating states of the internal combustion engine 102.
[00036] In an aspect, the detection of one or more operating states of the internal combustion engine 102 by the master control unit 106 is based on a plurality of operating parameters. The plurality of operating parameters comprise at least one of an input indicative of vehicle start, a crankshaft speed of the internal combustion engine 102, a gear ratio set, a temperature of the 20 internal combustion engine 102, an operating load connected to the internal combustion engine 102, a position of a piston of the internal combustion engine 102 and a position of the crankshaft of the internal combustion engine 102.
[00037] The master control unit 106 is further configured to regulate the power flow between the internal combustion engine 102 and the energy storage unit 104 based on the detected 25 operating state. In the event the master control unit 106 detects the internal combustion engine 102 to be operable in the first state, the master control unit 106 is configured to regulate the power input to the internal combustion engine 102 from the energy storage unit 104. In another aspect, the power input is associated with a plurality of operating parameters. In an embodiment, the first state is indicative of a cranking state of the internal combustion engine 30 102 where a power input is provided to the internal combustion engine 102 from the energy storage unit 104. 8
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[00038] In another aspect, the internal combustion engine 102 is detected to be in the first state when a signal indicative of vehicle start is received. The signal indicative of vehicle start asserts an intention of the user to initiate combustion in the internal combustion engine 102 for supporting vehicle propulsion. The signal indicative of vehicle start may comprise further engagement of a mechanical key in the vehicle’s locking unit, actuation of an ignition switch
5 or button, transmitting a mobilization command to a mobilizer unit of the vehicle, or any other form of signal transmittance which is perceived as initiation of combustion. Another condition checked by the master control unit 106 in asserting first state is when the crankshaft speed is less than a threshold speed. In an embodiment, the threshold speed is at least 700 rpm. The crankshaft speed is indicative of the vehicle being in rest condition, in idling or in moving 10 condition. In another embodiment, the threshold speed is the minimum speed of the crankshaft associated with the idling condition of the internal combustion engine 102. Since in the first state the power flow is from the energy storage unit 104 to the internal combustion engine 102 for supporting vehicle propulsion, the crankshaft speed should be indicative of an idle or vehicle rest condition. The vehicle start indication is indicative of a potential requirement of 15 external power to be supplied to the internal combustion engine 102 for vehicle starting.
[00039] The master control unit 106 is further configured to check if the temperature of the internal combustion engine 102 is less than a threshold temperature. As an illustration, the ideal temperature when the vehicle start or combustion in the internal combustion engine 102 without any external power source or support is at least 140°C which serves as the threshold 20 temperature. However, in the event the vehicle hasn’t been operation for a long time, or idle, or at rest, the detected temperature of the internal combustion engine 102 reduces. The reduction in temperature of the internal combustion engine 102 adversely effects the vehicle starting for initiation of combustion via the spark plug. In such situations, the internal combustion engine requires an additional external support or power supply. 25
[00040] The master control unit 106 is additionally configured to check whether the internal combustion engine 102 is in compression stroke. The presence of the internal combustion engine 102 in compression stroke is ascertained by at least one of the position of the piston and the position of the crankshaft. During the internal combustion engine 102 operation, in the event the vehicle stop is initiated when the internal combustion engine be in compression 30 stroke, a higher value of compression friction is observed with movement of the piston for initiation of the next cycle of combustion in vehicle start. The higher value of compression friction requires higher amount of energy being expended to re-set the internal combustion
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engine for initiation of the next cycle of combustion for vehicle start. Therefore, the master control unit 106 upon detection of the internal combustion engine 102 being in compression stroke, requires additional power input to the internal combustion engine 102 for successful vehicle start or engine cranking. [00041] The second state of the internal combustion engine 102 is indicative of the vehicle
5 being operative in a riding mode, where the crankshaft has attained the requisite speed of rotation to supply power to support ancillary vehicle operation. In an aspect, the second state is when a power output of the internal combustion engine 102 is provided to the energy storage unit 104.
[00042] In an aspect, the master control unit 106 is configured to detect a second state of the 10 one or more operating states when the crankshaft speed is mapping with the gear ratio set. In an aspect, each gear ratio has a pre-set range of crankshaft speed associated. The master control unit’s 106 configuration of mapping the gear ratio to the crankshaft speed is indicative of the vehicle performance and diagnostics. During vehicle operation, such as a motorcycle, the aspect of gear ratio plays a role in providing the requisite vehicle torque, vehicle speed, and 15 other vehicle performance parameters based on user, environment and terrain requirements. In an embodiment, gear shifting may be actuated via a foot-operated lever. Typically, in scooter type vehicles, or automatic gear shift vehicle, the aspect of gear ratio being set by the user of the vehicle is not mandatory. However, the same shall not adversely affect the operation of the present system for regulation the operation of the internal combustion engine 102. 20
[00043] Additionally, the master control unit 106 detects the second state when the crankshaft speed is maintained over a pre-set time. The pre-set time serves as a buffer time to ensure that the cranking of the internal combustion engine 102 is successful to sustain the propulsion of the vehicle, and not a failed crank or failed start. The present configuration of the master control unit 106 in ascertaining that the vehicle has successfully started by checking that the crankshaft 25 speed is maintained over the pre-set time creates a closed loop system or a feedback system. In conventional vehicle systems, the configuration of the ISG machine fails to check whether the power supplied was successful to cranking the vehicle for vehicle starting, i.e an open loop system. The present configuration reduces manual intervention by forming the closed-loop system and calibrates the vehicle starting for potential diagnosis of vehicle performance. In an 30 embodiment, the pre-set time is at least 8 milli second.
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[00044] In an aspect, the master control unit 106 comprises a first look-up table. The first look-up table comprises at least one of the plurality of operating parameters and the associated power input to the internal combustion engine 102 in the first state.
[00045] As an illustration, the First look up table comprises:
Serial No.
Operating Parameter
Power input required by Internal combustion engine
1
First range of operating parameters:
T <90°C
Compression stroke = yes
Crankshaft speed = 0
First level of power input:
1.Required Crankshaft speed: X?? rpm to X12 rpm
Wherein X12 > X??
2.Duration over which required crankshaft speed ismaintained: t?? second to t12 second
Wherein t12 > t??
2
Second range of operating parameters:
90°C < T <110°C
Compression stroke = yes
Crankshaft speed = 0
Second level of power input:
1.Required Crankshaft speed: X21 rpm to X22 rpm
Wherein X22 > X21 > X12
2.Duration over which required crankshaft speed ismaintained: t21 seconds to t22 seconds
Wherein t22 > t21 > t12
3
Third range of operating parameters:
110°C < T < 140°C
Compression stroke = yes
Crankshaft speed = 0
Third level of power input:
1.Required Crankshaft speed: X31 rpm to X32 rpm
Wherein X32 > X31 > X22
2.Duration over which required crankshaft speed ismaintained: t31 seconds to t32 seconds
Wherein t32 > t31 > t22
•Where T is the temperature of the internal combustion engine. Assuming the ideal 5 temperature for internal combustion engine starting is 140°C.
•Where X?? rpm is the lowest possible rpm required for initiating cranking of theinternal combustion engine and X32 rpm is the highest possible rpm required forinitiating cranking in the internal combustion engine 102.
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•Where t?? second and t12 is the lowest possible and highest possible, respectively,duration of cranking associated with X?? rpm to X12 rpm.
•Similarly, t21 and t22 is the lowest possible and highest possible, respectively,duration of cranking associated with X21 rpm to X22 rpm.
•And, t31 seconds and t32 seconds is the lowest possibleand highest possible, 5 respectively, duration of cranking associated with X31 rpm to X32 rpm.
The first look-up table as provided above is merely for the purposes of illustration and explanation of the operation of the present system for regulating the operation of the internal combustion engine. The same shall not be construed to be indicative of actual values and shall not be held as a limitation against the applicability of the present disclosure in vehicles. 10
[00046] In an embodiment, X?? rpm is 100 rpm and X32 is 1500 rpm, with the remaining values of crankshaft speed (X) being modulated between the X?? rpm and X32 rpm range. In another embodiment, t?? second is at least 1 second and t32 second is 5 seconds, with the remaining values of duration (t) being modulated between the range of t?? second and t32 second.
[00047] In an alternate embodiment based on the specifications of the internal combustion 15 engine 102, the First look-up table as illustrated above may comprise the First range of operating parameters being associated with the third level of power input, while the Third range of operating parameters being associated with the first level of power input.
[00048] In another aspect, the power input to the internal combustion engine 102 comprises at least a required crankshaft speed and a duration over which the required crankshaft speed is to 20 be maintained for switching the internal combustion engine 102 from the first state to the second state by initiating vehicle start. In another aspect, the master control unit 106 is configured to detect the second state after the power input is provided to the internal combustion engine 102. In the event, there is non-detection of the second state, the master control unit 106 is configured to provide a higher level of power input to the internal 25 combustion engine 102 as provided in the first look-up table.
[00049] In an aspect, the master control unit 106 comprises a second look-up table. The second look-up table comprises a load requirement and the associated power output from the internal combustion engine 102 to the energy storage unit 104 in the second state. The load requirement is a cumulative amount of power required to operate a plurality of vehicle components 110 30 connected to the energy storage unit 104. The power output of the internal combustion engine 102 partially satiates the load requirement of the plurality of vehicle components 110, and the
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remaining is utilized in supporting vehicle propulsion. The plurality of vehicle components 110 may comprise, but not limited to, operation of windscreen wipers, lighting units, indicator lamps, hazard lamps, horn, de-misters, vehicle ventilation systems, electrical vehicle controls. [00050] The master control unit 106 comprising the second look-up table serves vehicle diagnostics concerns, where the value of power output from the internal combustion engine
5 102 to the energy storage unit 104 is corroborated against the load requirement. The load requirement is a summation of the total power required to operate the plurality of vehicle components 110 activated by the user or by default.
[00051] Each component of the plurality of vehicle components 110 has a pre-set power consumption value, typically in wattage, associated with its operation. These pre-set power 10 consumption values are fed into the second look up table of the master control unit 106. In an unfortunate event of over wattage, the master control unit 106 on the basis of the second look-up table may address the concern via generation of an alert. The alert may be transmitted as an audio or visual content onto the instrument cluster of the vehicle.
[00052] In an aspect, the system 100 for regulating operation of the internal combustion engine 15 102 comprises a slave control unit 108. The slave control unit 108 is communicatively connected to the master control unit 106. In view of reducing system latency in the present configuration, the slave control unit 108 is configured to receive the plurality of operating parameters through a plurality of sensors 112. The plurality of sensors 112 are disposed in the vehicle. The plurality of sensors 112 comprises at least one of a wheel speed sensor, an engine 20 temperature sensor, a crankshaft position sensor, a piston position sensor, a signal detector or transceiver receiving the signal indicative of vehicle start.
[00053] In an embodiment, the master control unit 106 and the slave control unit 108 may include only a processor which may be required to process the received instructions / signals from one or more inputs device like control switches, a user interface configured to receive a 25 user input and process the same. In an aspect, the processing unit of the master control unit 106 and the slave control unit 108 may include suitable logic, circuitry, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory. The processing unit may be implemented based on a number of processor technologies known in the art. The processor unit may work in coordination with the transceiver, the input/output unit including 30
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the input port to receive one or more vehicle parameters, an audio file as well as a user input. 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 processor.
5 [00054]
In yet another embodiment, the master control unit 106 and the slave control unit 108 may be in communication with an analytic module which is configured to perform additional analysis of the communication information received from the user input.
[00055] The transceiver of the master control unit 106 and the slave control unit 108 may include suitable logic, circuitry, interfaces, and/or code that may be configured to transmit and 10 receive the plurality of operating parameters and transmittance of a signal associated with the regulation of power flow between the internal combustion engine and the energy storage unit. 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 15 amplifiers, a tuner, one or more oscillators, a digital signal processor, a Universal Serial Bus (USB) device, a coder-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 20 network (MAN). The wireless communication may use any of a plurality of communication standards, 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),
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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.
[00056]
In some embodiments, the memory in communication with the master control unit 106 and the slave control unit 108 is capable of storing machine executable instructions. Further, the master control unit 106 and the slave control unit 108 are capable of executing the machine 5 executable instructions to perform the functions described herein. The master control unit 106 and the slave control unit 108 are in communication with components such as the processing unit and the analytic module. In another embodiment, the master control unit 106 and the slave control unit 108 are embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For 10 example, the master control unit 106 and the slave control unit 108 is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a 15 microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the master control unit 106 and the slave control unit 108 are configured to execute hard-coded functionality. In still another embodiment, the master control unit 106 and the slave control unit 108 are embodied as an executor of instructions, where the instructions are specifically configured to the master control unit 106 and the slave control unit 20 108 to perform the steps or operations described herein for controlling display on a display unit of the vehicle.
[00057] The master control unit 106 and the slave control unit 108 may be configured to 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 master control unit 106 and the slave 25
control unit 108
. In an embodiment, the memory may be configured to store one or more programs, routines, or scripts that may be executed in 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 master control unit 106 and the 5 slave control unit 108 may additionally comprise one or more processor units configured to enable arithmetic and logical applications. [00058]
Furthermore, the memory of the master control unit 106 and the slave control unit 108 may comprise one or more computer-readable storage media which may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable 10 storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and 15 exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media”. In a preferred embodiment the memory is a dynamic memory.
[00059] In an embodiment, the configuration of the master control unit 106 and the slave 20 control unit 108 are interoperable. In another embodiment, the master control unit 106 and the slave control unit 108 may be integrated in terms of functionality, whereby the plurality of sensors is directly connected to the master control unit 106. In another embodiment, the slave control unit 108 is an engine management system electronic control unit (EMS-ECU) and the master control unit 106 is a combination of the ISG controller and the ISG machine. In another 25 embodiment, the EMS ECU and the ISG controller re communicatively connected via a CAN, LIN or wired connection. 16
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[00060] In operation, the master control unit 106 first detects the operating state of the internal combustion engine 102. In the event the detected operating state is a first state the power input from the energy storage unit 104 to the internal combustion engine 102 is regulated. The regulated power input is based on a plurality of operating parameters governed by the First look-up table. For instance, in the event the temperature of the internal combustion engine 102
5 is less than 90°C, and at least one of the crankshaft position is indicative of the internal combustion engine 102 being in compression stroke in conjunction with the input indicative of vehicle start being detected, the power input supplied to the internal combustion engine is the first level of power input.
[00061] In an embodiment, the first level of power input comprises a first range of values 10 concerning the required crankshaft speed (X?? rpm to X12 rpm) and the duration (t?? second to t12 second) over which the required crankshaft speed is to be maintained. In the event, the temperature of the internal combustion engine 102 is less than 90°C, the master control unit 106 automatically refers to the first level of power input. The first level of power input comprises the first range of values. The first range of values comprises a minimum power input, 15 a maximum power input and power input values falling within the first range of values. The master control unit 106 is configured to provide a specific value of power input within the first range of values based on at least one of the relative positions of the piston in the compression stroke, the number of operating loads connected to the internal combustion engine 102. For instance, in the event the piston position in the compression stroke is associated with higher 20 values of compression friction, the master control unit 106 shall opt for a power input value closer to the maximum power input (X12, t12) in the first range of values.
[00062] After provision of the power input to the internal combustion engine 102 from the energy storage unit 104 by associated regulation of power flow, the master control unit 106 is configured to detect the second state. The second state of the one or more operating states of 25 the internal combustion engine 102 is indicative of a charging state where power output is provided by the internal combustion engine 102 to the energy storage unit 104.
[00063] For instance, in the event after provision of the maximum power input (X12, t12) in the first level of power input, the internal combustion engine 102 fails to transition into the second state of the one or more operating states, the master control unit 106 provides the second level 30 of power input of the first look-up table. Since, the detected operating parameters were earlier detected to be mapping with the First level of power input, the master control unit 106 moving
18
to the higher level shall provide the minimum power input (X21, t21) in the second range of values of power input (X21 rpm to X22 rpm; t21 seconds to t22 seconds). [00064] After provision of the second level of power input (X21, t21), the master control unit 106 further monitors whether the second state is maintained, or cranking is successful by satiation of certain conditions. The certain conditions comprises at least one of the crankshaft
5 speed being mapping with the gear ratio set, and the crankshaft speed being maintained over a pre-set time. In an embodiment, the pre-set time is at least 8 milliseconds.
[00065] Additionally, in view of ascertaining standards of vehicle performance, the master control unit 106 comprises a second look-up table. The second look-up table ensures regulation of the power output from the internal combustion engine 102 to the energy storage unit 104. 10 The second look-up table comprises the load requirement in the vehicle and the associated power output from the internal combustion engine 102 to the energy storage unit 104 in the second state. In an aspect, the load requirement being a cumulative amount of power required to operate a plurality of vehicle components 110 connected to the energy storage unit 104.
[00066] Figure 2 illustrates a method for regulating operation of an internal combustion engine 15 in accordance with some embodiments of the present disclosure.
[00067] The method 200 starts at step 202 and proceeds to step 204. At step 204, the master control unit 106 is configured to detect an operating state of the one or more operating states of the internal combustion engine 102. In an aspect, the operating state of the internal combustion engine 102 is detected based on a plurality of operating parameters. The plurality 20 of operating parameters comprises at least one of an input indicative of vehicle start, a crankshaft speed of the internal combustion engine 102, a gear ratio set, a temperature of the internal combustion engine 102, an operating load connected to the internal combustion engine 102, a position of a piston of the internal combustion engine 102 and a position of the crankshaft of the internal combustion engine 102. 25
[00068] At step 206, the master control unit 106 is configured to regulate a power input and a power output between the internal combustion engine 102 and an energy storage unit 104 upon detection of the operating state being a first state and a second state of the one or more operating states respectively. In an aspect, the power input regulated by the master control unit 106 is to the internal combustion engine 102 from the energy storage unit 104 upon detection of the 30 operating state being a first state of the one or more operating states. The power input to the internal combustion engine is governed by a first look-up table. In another aspect, the power
19
output regulated by the master control unit 106 is to the energy storage unit 104 from the internal combustion engine 102. The power output from the internal combustion engine 102 to the energy storage unit 104 is upon detection of the operating state being a second state of the one or more operating states. In an aspect, the power output is based on a second look-up table. [00069] In an aspect, the master control unit 106 is configured to detect the first state of the
5 one or more operating states, when the signal indicative of vehicle start being received, and at least one of: the crankshaft speed being less than a threshold speed; the temperature of the internal combustion engine 102 being less than a threshold temperature; and the position of the piston and the position of the crankshaft being indicative of a compression stroke of the internal combustion engine 102. The first state of the internal combustion engine 102 is indicative of a 10 cranking state of the internal combustion engine 102 where the power input is provided to the internal combustion engine 102 from the energy storage unit 104.
[00070] The master control unit 106 comprises a first look-up table governing the power input to the internal combustion engine 102. The first look-up table comprises at least one of the plurality of operating parameters and the associated power input to the internal combustion 15 engine 102 in the first state. In an aspect, the power input to the internal combustion engine 102 comprises at least a required crankshaft speed and a duration over which the required crankshaft speed be provided for switching the internal combustion engine 102 from the first state to the second state by initiating the vehicle start.
[00071] In another aspect, the master control unit 106 is configured to detect a second state of 20 the one or more operating states. The second state is detected when at least one of: the crankshaft speed is mapping with the gear ratio set, and the crankshaft speed is maintained over a pre-set time. The second state is indicative of a charging state of the internal combustion engine 102 where the power output of the internal combustion engine 102 is provided to the energy storage unit 104. 25
[00072] The master control unit 106 additionally comprises a second look-up table governing the power output from the internal combustion engine 102. The second look-up table comprises the load requirement and the associated power output from the internal combustion engine 102 to the energy storage unit 104 in the second state.
[00073] At step 208, the master control unit 106 is configured to corroborate the power input 30 capable of switching the operation of the internal combustion engine 102 from the first state to the second state. In an aspect, the corroboration at step 208 comprises ensuring that the power
output as governed by the second look-up table is capable of satisfying a load requirement of a plurality of vehicle components 110 connected to the energy storage unit 104. The load requirement is a cumulative amount of power required to operate a plurality of vehicle components 110 connected to the energy storage unit 104. [00074] In an aspect, during corroboration at step 208 upon non-detection of the second state,
5 the master control unit 106 is configured to provide a higher level of power input to the internal combustion engine 102 as provided in the first look-up table.
[00075] In an embodiment, a slave control unit 108 is communicatively connected to the master control unit 106, where the slave control unit 108 is configured to receive the plurality of operating parameters through a plurality of sensors 112. 10
[00076] The method 200 ends at step 210.
[00077] Figure 3 illustrates an exemplary process flow of the master control unit in accordance with some other embodiments of the present disclosure.
[00078] With reference to Figure 3, the process flow 300 starts at step 302 and proceeds to step 304. At step 304, upon the vehicle unlock being detected the process 300 proceeds to step 306. 15 In an embodiment, the vehicle unlock may be initiated via operation of a mechanical key with a vehicle locking unit or even remotely via a wireless key fob being communicatively coupled to a transceiver unit disposed in a vehicle. In an embodiment, the wireless key fob is communicatively coupled to an immobilizer unit disposed in a vehicle, whereby upon successful reception of an unlock signal by the immobilizer unit the process 300 proceeds to 20 step 306. The step of vehicle unlock 304 further leads to powering of vehicle components such as at least one of the master control unit 106 and the slave control unit 108. Alternately, the vehicle unlock 204 may power other vehicle components such as, but not limited to, the instrument cluster and the one or more lighting units.
[00079] At step 306, the master control unit 106 detects reception of an input indicative of 25 vehicle start. The vehicle start is indicative of a user intent of activation of the prime mover for supporting vehicle propulsion. In an embodiment, the prime mover is an internal combustion engine 102 of the vehicle. The vehicle start may be activated by usage of an ignition button, or further engagement of the mechanical key with the vehicle’s locking unit, or via a signal transmitted to the immobilizer unit of the vehicle. In the event, the input indicative of vehicle 30 start is detected, the process 300 proceeds to step 308. In the event, no input indicative of vehicle start is detected, the process 300 ends at step 324. 20
21
[00080] At step 308, the internal combustion engine 102 is in a first state of operation of the one or more operating states. In an aspect, the first state of the internal combustion engine 102 is indicative of a required cranking in achieving stable crankshaft rotation for sustenance of vehicle propulsion. Thereby, upon vehicle start, the internal combustion engine is imperatively in the first state. The process 300 then proceeds to step 310.
5
[00081] In an aspect, the internal combustion engine 102 is discerned to be in the first state of operation when a signal indicative of vehicle start is received and at least one of the crankshaft speed is less than a threshold speed, the temperature of the internal combustion engine 102 is less than a threshold temperature and the position of the piston and position of the crankshaft is indicative of a compression stroke of the internal combustion engine 102. The first state is 10 indicative of a cranking state of the internal combustion engine 102 where power input is provided to the internal combustion engine 102 from the energy storage unit 104.
[00082] At step 310, the temperature (T) of the internal combustion engine 102 is compared against a first temperature threshold T1. In the event, the temperature T is less than the first temperature threshold T1, the process 300 proceeds to step 312. In the event, the temperature T 15 is greater than the first temperature threshold T1, the process 300 moves to step 316.
[00083] At step 312, the first level of power input associated with the first temperature threshold T1 is provided. The first level of power input is the minimum threshold of power input required for starting the internal combustion engine 102. In an aspect, at first temperature threshold T1 is associated with X1 rpm of crankshaft rotation over a time duration of t1 second. 20 Post, the provision of the first level of power input of X1 rpm over t1 second duration, the master control unit 106 is configured to check at step 314 whether the internal combustion engine 102 is in the second state of operation.
[00084] In an aspect, the internal combustion engine 102 is discerned to be in the second state of operation when at least one of the crankshaft speed is mapping with the gear ratio set by a 25 user of the vehicle, and the crankshaft speed is maintained over a pre-set time. The second state is indicative of a charging state of the internal combustion engine 102 where a power output from the internal combustion engine 102 is provided to the energy storage unit 104.
[00085] At step 316, the temperature (T) of the internal combustion engine 102 is compared against a second temperature threshold T2. In the event, the temperature T of the internal 30 combustion engine 102 is less than a second temperature threshold T2, the process 300 proceeds
22
to step 318. In the event, the temperature T of the internal combustion engine 102 is greater than the second temperature threshold T2, the process 300 proceeds to step 322. [00086] At step 318, the master control unit 106 is configured to provide a second level of power input associated with X2 rpm of crankshaft speed being provided over a t2 second of duration. After provision of the second level of power input, the process 300 proceeds to step
5 320.
[00087] At step 320, the master control unit 106 is configured to check whether the internal combustion engine 102 has switched from the first state of operation to the second state of operation. In the event, the internal combustion engine 102 upon supply of the second level of power input has successfully switched to the second step, the process 300 ends at step 324. In 10 the event, the internal combustion engine 102 fails to switch to the second level of power input, the process 300 proceeds to step 322.
[00088] At step 322, the master control unit 106 is configured to provide a third level of power input associated with X3 rpm of crankshaft speed being sustained over a t3 second of duration. The third level of power input is indicative of a maximum power input which is required for 15 successfully achieving vehicle start. After provision of the third level of power input, the process 300 ends at step 324.
[00089] The process flow 300 illustrated in figure 3 represents an exemplary embodiment where the temperature of the internal combustion engine 102 is an exclusive parameter taken under consideration to illustrate operation of the present system 100 and method 200 as per the 20 present disclosure. The illustrated process flow 300 is operable by considering other operating parameters such as the operating load connected to the internal combustion engine 102, a position of the piston of the internal combustion engine 102, the position of the crankshaft of the internal combustion engine 102, a speed of rotation of the crankshaft. Additionally, the process flow 300 is operable as per the present disclosure by associating a cumulative value of 25 the plurality of operating parameters in a pre-fixed ratio.
[00090] The system for regulating the operation of the internal combustion engine 102 based on a detected operating state without the usage of additionally electronic components in a compact manner may not be obvious to a person skilled in the art.
[00091] In conventional vehicle systems, the cranking of the internal combustion engine for 30 attaining vehicle startability is at a pre-set cranking rpm and for a pre-set cranking duration. The pre-set values of cranking rpm and cranking duration are set at a maximum applicable
23
threshold referred to as maximum power input. Since the energy storage unit was burdened with continuous impulses of vehicle start by provision of maximum power input, leading to reduced cycle life and performance degradation of the energy storage unit 104. Further, the crankshaft owing to being provided with maximum power input at every instant of vehicle start, was suffering through higher rates of component degradation leading to reduced engine
5 performance because of fatigue. [00092] In view of addressing the pressing issues of vehicle startability and vehicle performance, the present configuration employs a master control unit 106 comprising a first look-up table which provides the exact power input required based on the engine operating parameters for achieving successful cranking or vehicle startability. The present configuration
10 therefore reduces failed cranks and improved vehicle performance.
[00093] Additionally, conventional vehicle systems fail to employ an in-vehicle diagnostics systems which assess vehicle performance. In the present configuration the master control unit 106 further comprises a second look-up table which maps the instantaneous crankshaft speed against the set gear ratio by the user. Additionally, the power output from the internal 15 combustion engine 102 is precisely regulated based on the plurality of vehicle components operating in connection to the energy storage unit 104.
[00094] Further, advanced vehicle systems lack a closed loop data transmittance network in transmitting data pertinent to whether the power input provided was successful in achieving vehicle start. The present configuration comprises the master control unit 106 configured to 20 automatically alter the power input to a higher level in ensuring vehicle start, without requirement of human intervention. In an alternate embodiment, the user may re-initiate vehicle start, but the master control unit 106 internally configured the power input to a higher level upon detection of a previous failed vehicle start or cranking.
[00095] The specific conditions, such as regulation of power input and power output based on 25 a first look up table and a second look up table, respectively, by the master control unit 106 in precisely addressing vehicle startability as well as charging of vehicle components is not known in the art. Additionally, the present configuration assimilates a multitude of functions such as in-vehicle diagnostics and a communication interface between the internal combustion engine 102 and the user of the vehicle contribute to the non-obviousness of the claimed invention. 30 Further, inclusion of aspects of relative positions of the piston and crankshaft during a compression stroke in adjudging the power input to be provided to the internal combustion
24
engine 102 may not be an obvious technical solution to persons skilled in the art. In view of the above, the claimed invention may not be considered abstract and may not be obvious to a person skilled in the art. [00096] The present subject matter achieves modularity in design whereby the system 100 for regulating operation of the internal combustion engine 102 and the method 200 thereof can be
5 easily implemented in a variety of vehicle segments without the usage of additional vehicle components. Additionally, the disclosed configuration addresses packaging constraints which are otherwise applicable in compact vehicle layouts.
[00097] In light of the above-mentioned advantages and the technical advancements provided by the disclosed system, the claimed vehicle and mounting structure as discussed above are not 10 routine, conventional, or well understood in the art, as the claimed system enable the following solutions to the existing problems in conventional technologies. Further, the claimed system clearly brings an improvement in the functioning of the starting systems such as ISG machine or starter motor assembly deployed in existing vehicles as the claimed system and constructional features provide a technical solution to a technical problem. 15
[00098] 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 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 20 to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[00099] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and 25 explained to serve as examples and should not be 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. Those skilled in the art will appreciate that any of the aforementioned system modules may be suitably replaced, reordered, or removed, and additional steps and/or 30 system modules may be inserted, depending on the needs of a particular application.
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[000100] 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 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,
5 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 within the scope of the appended claims. , Claims:We Claim:
1.A system (100) for regulating operation of an internal combustion engine (102) of avehicle, the system (100) comprising:
the internal combustion engine (102);
an energy storage unit (104); and 5
a master control unit (106), the master control unit (106) being operatively connected to the internal combustion engine (102) and the energy storage unit (104),
wherein the master control unit (106) being configured to:
detect an operating state from one or more operating states of the internal combustion engine (102); and 10
regulate power flow between the internal combustion engine (102) and the energy storage unit (104) based on the detected operating state,
wherein upon detection of a first state of the one or more operating states, the master control unit (106) being configured to regulate power input to the internal combustion engine (102) from the 15 energy storage unit (104),
wherein the power input being associated with a plurality of operating parameters.
2.The system (100) for regulating operation of the internal combustion engine (102) as20 claimed in claim 1, wherein the detection of one or more operating states by the mastercontrol unit (106) being based on the plurality of operating parameters, wherein theplurality of operating parameters comprising at least one of an input indicative ofvehicle start, a crankshaft speed of the internal combustion engine (102), a gear ratioset, a temperature of the internal combustion engine (102), an operating load connected25 to the internal combustion engine (102), a position of a piston of the internal combustionengine (102) and a position of the crankshaft of the internal combustion engine (102).
3.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 2, wherein the master control unit (106) being configured to detect the30 first state of the one or more operating states, when the signal indicative of vehicle startbeing received, and at least one of:
the crankshaft speed being less than a threshold speed;
27
the temperature of the internal combustion engine (102) being less than a threshold temperature; and
the position of the piston and the position of the crankshaft being indicative of a compression stroke of the internal combustion engine (102),
wherein the first state being indicative of a cranking state of the internal 5 combustion engine (102) where a power input being provided to the internal combustion engine (102) from the energy storage unit (104).
4.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 2, wherein the master control unit (106) being configured to detect a10 second state of the one or more operating states when at least one of:
the crankshaft speed being mapping with the gear ratio set, and
the crankshaft speed being maintained over a pre-set time,
wherein the second state being indicative of a charging state of the internal combustion engine (102) where a power output of the internal 15 combustion engine (102) being provided to the energy storage unit (104).
5.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 1, wherein the master control unit (106) comprising a first look-uptable, wherein the first look-up table comprising at least one of the plurality of operating20 parameters and the associated power input to the internal combustion engine (102) inthe first state.
6.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 5, wherein the power input to the internal combustion engine (102)25 comprising at least a required crankshaft speed and a duration over which the requiredcrankshaft speed be maintained for switching the internal combustion engine (102)from the first state to the second state by initiating the vehicle start.
7.The system (100) for regulating operation of the internal combustion engine (102) as30 claimed in claim 5, wherein the master control unit (106) being configured to detect thesecond state after the power input be provided to the internal combustion engine (102),wherein upon non-detection of the second state, the master control unit (106) being
28
configured to provide a higher level of power input to the internal combustion engine (102)as provided in the first look-up table.
8.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 4, wherein the master control unit (106) comprising a second look-up5 table, wherein the second look-up table comprising a load requirement and theassociated power output from the internal combustion engine (102) to the energystorage unit (104) in the second state,
wherein the load requirement being a cumulative amount of power required to operate a plurality of vehicle components (110) connected to the energy storage unit 10 (104).
9.The system (100) for regulating operation of the internal combustion engine (102) asclaimed in claim 2, wherein the system comprising a slave control unit (108), the slavecontrol unit (108) being communicatively connected to the master control unit (106),15 wherein the slave control unit (108) being configured to receive the plurality ofoperating parameters through a plurality of sensors (112).
10.A method (200) for regulating operation of an internal combustion engine (102), themethod (200) comprising:20
detection (204), by a master control unit (106), an operating state from one or more operating states of the internal combustion engine (102);
regulating (206), by the master control unit (106),
a power input to the internal combustion engine (102) from an energy storage unit (104) upon detection of the operating state being a first state of the 25 one or more operating states, wherein the power input being based on a first look-up table; and
a power output from the internal combustion engine (102) to the energy storage unit (104) upon detection of the operating state being a second state of the one or more operating states, wherein the power output being based on a 30 second look-up table; and
corroborating, by the master control unit (106), the power input being capable of switching the internal combustion engine (102) from the first state to the second state.
29
11.The method (200) for regulating operation of the internal combustion engine (102) asclaimed in claim 10, wherein corroborating comprising the power output being capableof satisfying a load requirement of a plurality of vehicle components (110 )connectedto the energy storage unit (104), wherein the load requirement being a cumulativeamount of power required to operate a plurality of vehicle components (110) connected5 to the energy storage unit (104).
12.The method (200) for regulating operation of the internal combustion engine (102) asclaimed in claim 10, wherein the operating state of the internal combustion engine (102)being detected based on a plurality of operating parameters, wherein the plurality of10 operating parameters comprises at least one of an input indicative of vehicle start, acrankshaft speed of the internal combustion engine (102), a gear ratio set, a temperatureof the internal combustion engine (102), an operating load connected to the internalcombustion engine (102), a position of a piston of the internal combustion engine (102)and a position of the crankshaft of the internal combustion engine (102).15
13.The method (200) for regulating operation of the internal combustion engine (102) asclaimed in claim 12, wherein the master control unit (106) being configured to detectthe first state of the one or more operating states, when the signal indicative of vehiclestart being received, and at least one of:20
the crankshaft speed being less than a threshold speed;
the temperature of the internal combustion engine (102) being less than a threshold temperature; and
the position of the piston and the position of the crankshaft being indicative of a compression stroke of the internal combustion engine (102), 25
wherein the first state being indicative of a cranking state of the internal combustion engine (102) where the power input being provided to the internal combustion engine (102) from the energy storage unit (104).
14.The method (200) for regulating operation of the internal combustion engine (102) as30 claimed in claim 12, wherein the master control unit (106) being configured to detect asecond state of the one or more operating states when at least one of:
the crankshaft speed being mapping with the gear ratio set, and
the crankshaft speed being maintained over a pre-set time,
30
wherein the second state being indicative of a charging state of the internal combustion engine (102) where the power output of the internal combustion engine (102) being provided to the energy storage unit (104).
15.The method (200) for regulating operation of the internal combustion engine (102) as 5 claimed in claim 10, wherein the master control unit (106) comprising at least:
a first look-up table, wherein the first look-up table comprising at least one of the plurality of operating parameters and the associated power input to the internal combustion engine (102) in the first state; and
a second look-up table, wherein the second look-up table comprising the load 10 requirement and the associated power output from the internal combustion engine (102) to the energy storage unit (104) in the second state.
15
20
25
16.The method (200) for regulating operation of the internal combustion engine (102) as claimed in claim 15, wherein the power input to the internal combustion engine (102) comprising at least a required crankshaft speed and a duration over which the required crankshaft speed be provided for switching the internal combustion engine (102) from the first state to the second state by initiating the vehicle start.17.The method (200) for regulating operation of the internal combustion engine (102) as claimed in claim 10, wherein during corroboration upon non-detection of the second state, the master control unit (106) being configured to provide a higher level of power input to the internal combustion engine (102) as provided in the first look-up table.18.The method (200) for regulating operation of the internal combustion engine (102) as claimed in claim 10, wherein a slave control unit (108) being communicatively connected to the master control unit (106), wherein the slave control unit (108) being configured to receive the plurality of operating parameters through a plurality of sensors (112).