Description:A RIDER ASSIST SYSTEM AND A METHOD THEREOF
FIELD OF THE INVENTION
[0001]
The present subject matter is related, in general, to a rider assist system and a method thereof and more particularly, but not exclusively to a system which assists rider in real time based on one or more vehicle riding conditions. 5
BACKGROUND OF THE INVENTION
[0002]
The riding condition and comfort of a vehicle’s rider are intricately tied to various factors, with a significant emphasis on the characteristics of the road the vehicle traverses. One key determinant is the topography of the road, and more particularly the hilly terrains are one of the toughest terrains to manoeuvre for 10 riders. For instance, when a vehicle is ascending an uphill road, the torque required to successfully navigate the uphill inclination is significantly higher compared to the torque needed on a flat road. Conversely, when descending a downslope road, the torque demand of the vehicle diminishes in contrast to both uphill and flat terrains. In the quest for optimal performance of the vehicle, a rider must manually 15 adjust the throttle opening continuously to meet these changing demands of the road conditions. The constant need for riders to meticulously manage the throttle opening becomes an arduous task, demanding unwavering attention and precision. Beyond the inherent difficulty, this manual intervention contributes to the inefficiency of the vehicle's operation, introducing the potential for suboptimal 20 performance.
[0003]
Consider, for instance, an uphill road where a 50% throttle opening is deemed optimal for navigating the incline effectively. In practice, however, the rider may inadvertently sustain only a 30% throttle opening, introducing a critical misalignment between the optimum throttle position and actual throttle positions. 25 This discrepancy, in turn, compromises the overall performance of the vehicle, creating a scenario where the vehicle’s capabilities are not fully realized, while creating an inconvenient riding experience causing fatigue for the rider.
3
[0001]
The dynamic interplay between the riding conditions of a vehicle and the comfort experienced by the rider is a multifaceted situation, heavily contingent upon the nuanced features of the road being traversed. As per known state of art, there are ride modes in a vehicle which assists rider for achieving certain range of throttle or speed. For example, a cruise control mode in the vehicle enables the rider 5 to maintain a specified speed of the vehicle which aims to reduce fatigue of the rider. However, such a mode selection method does not take features of the road into consideration. Furthermore, the rider has to manually select the preferred riding mode as per their judgement.
[0002]
Recognizing these challenges, there is a clear imperative for a rider assist 10 system that can seamlessly address these issues which is configured to automatically and intelligently adjust the throttle opening based on the dynamically changing riding conditions of the vehicle.
[0003]
Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of 15 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
[0004]
As per an embodiment of the present invention, a rider assist system for a vehicle comprising a control unit, and one or more sensors. The one or more sensors 20 are communicably connected to the control unit. The one or more sensors is configured to sense topographical features of a terrain location in proximity of the vehicle and generate a set of input signals. The control unit is configured to regulate one or more operating parameters of the vehicle based on the set of input signals and, real time, one or more operating parameters of the vehicle. 25
[0005]
The one or more sensor(s) includes: a first sensor which is configured to sense angular orientation of the terrain location. A second sensor which is configured to sense, real time, the one or more operating parameters of the vehicle. A third sensor which is configured to sense altitude level of the terrain location.
4
[0006]
The control unit is configured to determine a delta difference between the real time one or more operating parameters and an optimum one or more operating parameters The optimum one or more operating parameters being determined from a predefined defined data stored in a memory communicatively coupled to the 5 control unit (102).
[0007]
The control unit being configured to regulate the one or more operating parameters of the vehicle based on the delta difference.
[0008]
The control unit being configured to activate an illumination device on activating the rider assist system. 10
[0009]
The control unit being configured to assess the one or more operating attributes of the one or more sensors, before receiving the set of inputs from the one or more sensor(s).
[00010]
The control unit being communicably connected to an entity communication device. The entity communication device being configured to 15 communicate one or more parameters proximal of the rider.
[00011]
As per an embodiment of the present invention a method of activating a rider assist system for the vehicle comprising steps of: at first receiving, by a control unit, a set of input signals from one or more sensors of a vehicle. The one or more sensors are configured to sense topographical features of a terrain location in 20 proximity of the vehicle. Subsequently, regulating, by the control unit, by one or more operating parameters of the vehicle based on the set of input signals and, real time, one or more operating parameters of the vehicle..
BRIEF DESCRIPTION OF THE DRAWINGS
[00012]
The present invention will become more fully understood from the detailed 25 description given herein below and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and wherein:
5
[00013]
Figure 1 illustrates a block diagram of a rider assist system for a vehicle as per an embodiment of the present invention.
[00014]
Figure 2 illustrates a flow chart of the method of activating the rider assist system (100) for the vehicle as per an embodiment of the present invention.
[00015]
Figure 3 illustrates a predefined lookup table as per an embodiment of the 5 present invention.
[00016]
Figure 4(aa), Figure 4(ab), Figure 4(ac), Figure 4(ba), Figure 4(bb), Figure 4(bc), Figure 4(ca), and Figure 4(cb) illustrate graphical representations of the rider assist system for the vehicle at various scenarios as per an embodiment of the present invention. 10
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 the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the 15 figures are simply for explanatory purposes as the methods and systems 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 extend beyond the particular implementation choices in the 20 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 25 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.
6
[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 convey the scope of the invention to those skilled 5 in the art.
[00020]
The objective of the present invention is to provide a rider assist system and a method for activating thereof for a vehicle which enhance the riding experience of the rider by dynamically regulating one or more operating parameters of the vehicle. This regulation is based on real-time input signals received from one 10 or more sensors and concurrent real-time monitoring of the vehicle's operating parameters. The present invention aims to optimize rider comfort and ensure the vehicle's optimal performance under various riding conditions, accounting for the dynamic characteristics of the terrain.
[00021]
The invention emphasizes achieving this objective without necessitating 15 alterations to the existing layout of the vehicle. Additionally, it aims to provide rider assistance without requiring the installation of additional sensors, streamlining the integration process, and eliminating scope of additional weight to the vehicle.
[00022]
The aforesaid and other advantages of the present subject matter would be described in greater detail in conjunction with the figures & embodiment in the 20 following description.
[00023]
Figure 1 illustrates a block diagram of a rider assist system for a vehicle as per an embodiment of the present invention. The rider assist system (100) for the vehicle (402, shown in Figure 4) comprises a control unit (102) and one or more sensors. The one or more sensors (104) are communicably connected to the control 25 unit (102). The one or more sensors (104) are configured to sense topographical features of a terrain location in proximity of the vehicle and generate a set of input signals which are electrical signals. As per an embodiment of the present invention the one or more sensors (104) can be selected from a group of sensors including an inertial measurement unit (IMU), a throttle position sensor, a global positioning 30
7
sensing unit (GPS), a
n image sensing unit, an ambient pressure sensing (APS) unit, s manifold absolute pressure (MAP) sensing unit, and the like. More specifically, the IMU is an electronic device that measures and reports acceleration, orientation, angular rates, and other gravitational forces of the vehicle. The MAP sensing unit and the APS unit are configured to a sense an internal combustion engine's (not 5 shown) electronic control system. It detects the pressure of the intake air to the internal combustion engine (not shown). The MAP sensor works with intake air pressure to determine the proper air and fuel quantities needed for the ignition cylinders. As per an embodiment, the MAP sensor or the APS sensor are not required for electric vehicle as there is no injection of the air in a power unit of the 10 vehicle. The GPS unit is configured to provide the geographical location of vehicle, details relating the geographical location to the control unit (102), and other data of the vehicle. More specifically, the MAP sensor, the APS sensor or the GPS are configured to sense the altitude level of the of the geographical location of the vehicle. Thereby the set of input signals are including the inputs relating the angular 15 orientation of the terrain location at proximity of the vehicle. The proximity of the vehicle is a predefined range of distance in the lateral and longitudinal direction of the vehicle. The predefined range being in the range of 0-500 meters. Further, the set of input signals includes the inputs relating altitude of the terrain location at proximity of the vehicle. The inputs signals relating altitude of the terrain location 20 enables the control unit (102) to determine density of air in the terrain location, which assists the control unit (102) to regulate the one or more operating parameters of the vehicle in an optimum way. The one or more operating parameters of the vehicle includes throttle position of the vehicle, torque generation, speed control and other factors such as lean angle orientation of the vehicle. Based on the set of 25 input signals the control unit (102) activates the rider assist system (100) which regulates the one or more an operating parameter of the vehicle. The control unit (102) is configured to activate an illumination device (106) on activating the rider assist system (100). Further, as per an embodiment of the present invention control unit (102) is configured to be communicably connected to an entity communication 30 device (ECD) (110). For example, the communicable connected between the
8
control unit (102)
and the ECD (110) is through bus bar or to aerial connection. The entity communication device (110) enables the control unit (102) to receive input signals relating the altitude level, GPS location, and other factors of the geographical location proximal to the rider and/or the vehicle. The entity communication device includes a mobile phone, o smart watches or smart helmets 5 of the rider.
[00024]
Figure 2 illustrates a flow chart of the method of activating the rider assist system (100) for the vehicle as per an embodiment of the present invention. Figure 3 illustrates a predefined lookup table as per an embodiment of the present invention. 10
[00025]
For the sake of brevity and comprehensive explanation of the present invention, the detailed description of the Figure 2 and the Figure 3 are described concurrently. As a power unit (not shown) of the vehicle is switched ON at step 202, the control unit (102) is activated. Once the control unit (102) is activated, the control unit (102) is configured to assess the one or more operating attributes of the 15 one or more sensor(s), before receiving the set of inputs from the one or more sensor(s) at step 204. As per an embodiment of the present invention, the control unit (102) is configured to assess the operational health of the one or more sensors, determining if they are functioning optimally. The assessment of the operational health involves verifying whether the one or more sensors (104) are consistently 20 generating precise and suitable sets of input signals for the control unit (102). After assessing of the one or more sensors (104) at step 204, the control unit (102) is configured to do conditional check of if there is any error in the functioning or one or more operating attributes of the one or more sensors (104) at step 206. If there exist some errors in the one or more operating attributes of the one or more sensors 25 (104), the control unit (102) is configured to identify and rectify the errors or faults in the one or more sensors (104) at step 208. However, contrastingly if there is no error or fault in the one or more sensors, the control unit (102) is configured to receive the set of input signals from the one or more sensors (104) of a vehicle at step 210. The set of input signals provides information relating topographical 30
9
features of a terrain location in proximity of the vehicle
, and real time, one or more operating parameters of the vehicle. For example, the control unit (102) is configured to receive inputs relating real time throttle position of the vehicle or more specifically the throttle input provided by the rider. Further, the control unit (102) is communicatively coupled with a predefined data stored in a memory . As 5 per an embodiment, the memory includes a remote server, a flash memory, or built in storage of the control unit (102).
[00026]
For reference, an illustrative predefined data stored in a memory is shown in Figure 3 of the present invention. As per an embodiment of the present invention, the predefined data stored in a memory comprises a matrix of topographical features 10 of the terrain location, a real time one or more operating parameters of the vehicle, and a delta difference. The delta difference is the range of difference between the real time one or more operating parameters of the vehicle, and an optimum one or more operating parameters. As per an aspect of the present invention, the optimum one or more operating parameters are configured through one or more calibrations. 15 For example, as per an embodiment of the present invention, the predefined data stored in a memory table comprises a matrix of slope of gradient, a real time throttle position, and the delta difference. The delta difference is the range of throttle opening position based on difference between the real time throttle opening and an optimum throttle opening which has been calculated through calibrations. The 20 throttle position of the vehicle is operable in the range of 0% to 100%. For example, consider a situation where the real time throttle opening is 20%, on referring the predefined lookup table, if the slop of the terrain is -6, the control unit (102) is configured to regulate the throttle opening by reducing 15 to 10 percent of the real time throttle opening. Thus, the control unit (102) will regulate the throttle opening 25 to 20%-15%=5%. The minus (-) sign in the matrix represent that the value is subtracted from the real time throttle opening.
[00027]
Figure 4(aa), Figure 4(ab), Figure 4(ac), Figure 4(ba), Figure 4(bb), Figure 4(bc), Figure 4(ca), and Figure 4(cb) illustrate graphical representations of the rider assist system (100) for the vehicle at various scenarios as per an 30
10
embodiment of the present invention.
The figure (4aa) and (4ba) graphically demonstrates that while the vehicle (402) is travelling on a flat terrain, as that scenario the delts difference between the real time operating parameters of the vehicle (402) and the optimal operating parameters of the vehicle (402), will be 0. The figure (4ab) and figure (4bb) graphically demonstrate that while the vehicle 5 (402) is travelling on a uphill terrain. The graph represents the difference between the efficiency of the rider assist system (100) by graph (406) if the rider is operating as per graph 404. Similarly, the Figure 4(ac) and the Figure (4bc) demonstrates while the vehicle (402) is travelling on a downhill or downslope. The graph 404 demonstrates that if the rider has opened a higher throttle than required, the rider 10 assist system (100) will regulate the throttle as per graph 406. The Figure 4(ca), and Figure 4(cb) demonstrates the rider assist system (100) at low altitude level and at high altitude level respectively. As seen from graph, the line 404 shows the actual throttle opened by the rider, while line 406 shows that the rider assist system (100) increase the efficiency of the vehicle (402) by increasing the value of throttle 15 opening as the density of the air varies based on the altitude level of the terrain.
[00028]
The present invention advantageously provides a rider assist system (100) and a method of activating thereof for a vehicle (402), which enhance the riding experience of the rider by dynamically regulating one or more operating parameters of the vehicle (402). This regulation is based on real-time input signals received 20 from one or more sensors (104) and concurrent real-time monitoring of the vehicle's (402) operating parameters. The present invention thus optimizes the rider comfort and ensure the vehicle's (402) optimal performance under various riding conditions, accounting for the dynamic characteristics of the terrain.
[00029]
The present invention advantageously assists the rider without 25 necessitating alterations to the existing layout of the vehicle (402). Additionally, the present invention provides rider assistance without requiring the installation of additional sensors, streamlining the integration process, and eliminating scope of additional weight to the vehicle (402).
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[00030]
In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement 5 in the operating efficiency of the vehicle (402) while cruising on dynamic terrain conditions as the claimed steps and constructional features provide a technical solution to a technical problem.
[00031]
Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to 10 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 to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims. 15
[00032]
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims. 20
[00033]
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 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 25 different systems or applications.
[00034]
Those skilled in the art will appreciate that any of the aforementioned steps and/or system modules may be suitably replaced, reordered, or removed, and additional steps and/or system modules may be inserted, depending on the needs of a particular application. In addition, the systems of the aforementioned 30
12
embodiments may be implemented using a wide variety of suitable processes and
system modules, and are not limited to any particular computer hardware, software, middleware, firmware, microcode, and the like. The claims can encompass embodiments for hardware and software, or a combination thereof.
[00035]
While the present disclosure has been described with reference to certain 5 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, it is intended that the present disclosure is not 10 limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims. , Claims:I/We claim:
1.
A rider assist system (100) for a vehicle (402), the rider assist system (100) comprising:
a control unit (102); and 5
one or more sensors (104), the one or more sensors (104) are communicably connected to the control unit (102), wherein the one or more sensors (104) is configured to sense topographical features of a terrain location in proximity of the vehicle (402) and generate a set of input signals, 10
wherein, the control unit (102) is configured to regulate one or more operating parameters of the vehicle (402) based on the set of input signals and, real time, one or more operating parameters of the vehicle (402).
15
2.
The rider assist system (100) as claimed in claim 1, wherein the one or more sensors includes:
a first sensor, the first sensor being configured to sense angular orientation of the terrain location;
a second sensor, the second sensor being configured to sense, real 20 time, the one or more operating parameters of the vehicle (402); and
a third sensor, the third sensor being configured to sense altitude level of the terrain location.
3.
The rider assist system (100) as claimed in claim 1, wherein the control unit 25 (102) being configured to determine a delta difference between the real time one or more operating parameters and an optimum one or more operating parameters, wherein the optimum one or more operating parameters being determined from a predefined defined data stored in a memory communicatively coupled to the control unit (102). 30
14
4.
The rider assist system (100) as claimed in claim 1, wherein the control unit (102) being configured to regulate the one or more operating parameters of the vehicle (402) based on the delta difference.
5
5.
The rider assist system (100) as claimed in claim 1, wherein the control unit (102) being configured to activate an illumination device (106) on activating the rider assist system (100).
6.
The rider assist system (100) as claimed in claim 1, wherein the control unit 10 (102) being configured to assess the one or more operating attributes of the one or more sensors, before receiving the set of inputs from the one or more sensor(s).
7.
The rider assist system (100) as claimed in claim 1, wherein the control unit 15 (102) being communicably connected to an entity communication device (110), wherein the entity communication device (110) being configured to communicate one or more parameters proximal of at least one the rider and the vehicle (402).
20
8.
A method of activating a rider assist system (100) for a vehicle (402), the method comprising steps of:
receiving, by a control unit (102), a set of input signals from one or more sensors (104) of a vehicle (402), wherein the one or more sensors (104) are configured to sense topographical features of a terrain location in 25 proximity of the vehicle (402); and
regulating, by the control unit (102), by one or more operating parameters of the vehicle (402) based on the set of input signals and, real time, one or more operating parameters of the vehicle (402).
30
9.
The method as claimed in claim 8, wherein the one or more sensors include a first sensor configured to sense angular orientation of the terrain location,
15
a second sensor configured to sense , real time, the one or more operating
parameters of the vehicle (402), a third sensor configured to sense altitude level of the terrain location.
10.
The method as claimed in claim 8, comprising a step of determining, by the5 control unit (102), a delta difference between the real time one or moreoperating parameters and an optimum one or more operating parameters,wherein the optimum one or more operating parameters being determinedfrom a predefined defined data stored in a memory communicativelycoupled to the control unit (102).10
11.
The method as claimed in claim 8, wherein, based on the delta difference,the control unit (102) regulates the one or more operating parameters of thevehicle (402).
15
12.
The method as claimed in claim 8, comprising a step of activating, by thecontrol unit (102), an illumination device (106) on activating the rider assistsystem (100).
13.
The method as claimed in claim 8, comprising a step of assessing, by the20 control unit (102), one or more operating attributes of the one or moresensors (104), before receiving the set of inputs from the one or moresensors (104).
14.
The method claimed in claim 8, comprising a step of receiving, by the25 control unit (102), from an entity communication device (110)communicably connected to the control unit (102), wherein the entitycommunication device (110) being configured to communicate one or moreparameters proximal of at least one of the rider and the vehicle