Description:FIELD OF THE INVENTION
[001] The present invention generally relates to a vehicle. More Particularly, the present invention relates to a system and a method for providing a power assist in the vehicle.

BACKGROUND OF THE INVENTION
[002] Typically, the assist function in a vehicle operates as an advanced rider assistance system, thereby enhancing the overall riding performance and efficiency. When the assist function is enabled, the assist function in the vehicle actively supports the vehicle during certain situations such as acceleration, hill climbing, leveraging an electric motor, supplementary power source, and the like. Therefore, the assist function helps in improving the overall vehicle dynamics, especially in challenging terrains or demanding riding scenarios.
[003] Conventionally, for the assist function to engage, certain conditions must be fulfilled, including the manual activation by the rider through specific controls or the automatic activation through the system recognition of situations warranting assistance. These conditions may involve factors such as road incline, acceleration demand, the speed of the vehicle, and the like. While the assist function provides notable advantages in terms of performance and efficiency, the utilization of the assist function leads to the consumption of additional electrical power, subsequently impacting a state of charge (SOC) of a battery of the vehicle, a deep discharge of the battery, reduced fuel efficiency of the vehicle, reduced vehicle performance, unavailability of the acceleration effect of the vehicle, the frequent battery discharge, reduced battery life, the vehicle starting issue due to poor battery performance, and the like. The power loss associated with the assist function is a critical consideration, involving factors like the energy required for motor support, system efficiency, and the overall impact on the vehicle's powertrain.
[004] The main problem that arises when the assist function is enabled, is regarding the depletion of the SOC of the battery and subsequently, the battery starts draining. Conventionally, the assist function is enabled at multiple times. In an example, if the battery voltage at a particular moment is 14V, then the battery voltage goes down to 10V when the assist function is enabled for the first time. This results in the power loss of around 400W from the battery. Then, when the assist function is enabled for the second time, then the battery voltage does not reach the earlier value of 14V but may only reach 10-12V and therefore, subsequently the battery voltage drops down to 8-6V. Therefore, when the assist function is enabled frequently, then the battery voltage goes up and down, thereby deteriorating and depleting the battery SOC and drains the battery.
[005] Thus, the conventionally available assist systems and methods provide the frequent enablement of assist function without keeping a check on the battery SOC depletion, thus leading to a dissatisfaction of the rider of the vehicle. The conventionally available assist systems and methods provide the frequent enablement of assist without keeping a check on the power loss in the battery. Further, the conventionally available assist systems and methods does not provide the assist function at all throttle position, and hence is undesirable.
[006] Accordingly, there is a need for a system and a method for providing power assist in the vehicle that overcomes one or more of the aforementioned problems.

SUMMARY OF THE INVENTION
[007] In one aspect, a system for providing a power assist in a vehicle is disclosed. The system comprises one or more sensors disposed in the vehicle, an integrated starter generator (ISG), and a control unit. Each of the one or more sensors is adapted to procure information pertaining to one or more operating parameters of the vehicle. The ISG is coupled to an engine of the vehicle. The ISG is adapted to provide the power assist to the engine for riding of the vehicle. The control unit is communicatively coupled to each of the one or more sensors and the ISG. The control unit is configured to receive the one or more operating parameters of the vehicle based on the information procured by the one or more sensors. The control unit is configured to compare the one or more operating parameters of the vehicle with one or more predetermined operating conditions of the vehicle. The control unit is configured to operate the ISG to provide the power assist to the engine for the riding of the vehicle, when the one or more operating parameters of the vehicle correspond to the one or more predetermined operating conditions of the vehicle. Lastly, the control unit is configured to disable the ISG when the power assist to the engine exceeds a predefined period of time for the riding of the vehicle.
[008] In an embodiment, the one or more sensors comprises a vehicle speed sensor, an engine speed sensor, an engine temperature sensor, a throttle position sensor, and a battery monitoring sensor. The vehicle speed sensor is adapted to procure an information pertaining to a speed of the vehicle. The engine speed sensor is adapted to procure the information pertaining to an engine speed of the vehicle. The engine temperature sensor is adapted to procure the information pertaining to a temperature of the engine of the vehicle. The throttle position sensor is adapted to procure the information pertaining to a throttle position of a throttle body in the vehicle. The battery monitoring sensor is adapted to procure the information pertaining to battery operating parameters of a battery pack in the vehicle.
[009] In an embodiment, the one or more predetermined operating conditions comprises: an engine temperature of the vehicle being greater than a predetermined engine temperature; a voltage of a battery pack disposed in the vehicle being lesser than a threshold level; and a throttle position of a throttle body in the vehicle being greater than a threshold level.
[010] In an embodiment, the control unit is configured to determine a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state. The control unit is further configured to determine a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state. The control unit is configured to determine a state of a Controller Area Network (CAN) associated with the vehicle, wherein the power assist is disabled when the determined state corresponds to the erroneous state.
[011] In an embodiment, the control unit is configured to charge a battery pack of the vehicle when the power assist to the engine is disabled after the predefined period of time.
[012] In an embodiment, the control unit is communicably coupled to an infotainment system of the vehicle, the infotainment system being adapted to receive an input from the rider of the vehicle for enabling the power assist to the engine; and display the status to the rider when the power assist to the engine is enabled.
[013] In an embodiment, the control unit is configured to operate the ISG to provide a subsequent power assist to the engine after a predetermined time has elapsed.
[014] In an embodiment, the ISG is coupled to a crankshaft of the engine. The ISG is adapted to provide the power assist to the crankshaft for the riding of the vehicle.
[015] In another aspect, a method for providing a power assist in a vehicle is disclosed. The method comprises receiving, by a control unit, one or more operating parameters of the vehicle based on the information procured by one or more sensors. The method comprises comparing, by the control unit, the one or more operating parameters of the vehicle with one or more predetermined operating conditions of the vehicle. The method comprises operating, by the control unit, an integrated starter generator (ISG) to provide the power assist to an engine for the riding of the vehicle, when the one or more operating parameters of the vehicle correspond to the one or more predetermined operating conditions of the vehicle. The method comprises disabling, by the control unit, the ISG when the power assist to the engine exceeds a predefined period of time for the riding of the vehicle.
[016] In an embodiment, the method comprises the steps of: procuring, by a vehicle speed sensor, an information pertaining to a speed of the vehicle; procuring, by an engine speed sensor, the information pertaining to an engine speed of the vehicle; procuring, by an engine temperature sensor, the information pertaining to a temperature of the engine of the vehicle; procuring, by a throttle position sensor (TPS), the information pertaining to a throttle position of a throttle body in the vehicle; and procuring, by a battery monitoring sensor, the information pertaining to battery operating parameters of a battery pack in the vehicle.
[017] In an embodiment, the one or more predetermined operating conditions comprises: an engine temperature of the vehicle being greater than a predetermined engine temperature; a voltage of a battery pack disposed in the vehicle being lesser than a threshold level; and a throttle position of a throttle body in the vehicle being greater than a threshold level.
[018] In an embodiment, the method comprises the steps of: determining, by the control unit, a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state; determining, by the control unit, a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state; and determining, by the control unit, a state of a Controller Area Network (CAN) associated with the vehicle, wherein the power assist is disabled when the determined state corresponds to the erroneous state.
[019] In an embodiment, the method comprises the step of charging, by the control unit, a battery pack of the vehicle when the power assist to the engine is disabled after the predefined period of time.
[020] In an embodiment, the method comprises the step of receiving, by the control unit, an input from the rider of the vehicle for enabling the power assist to the engine through an infotainment system communicably coupled to the control unit; and displaying, by the control unit, the status to the rider when the power assist to the engine is enabled.
[021] In an embodiment, the method comprises the step of operating, by the control unit, the ISG to provide a subsequent power assist to the engine after a predetermined time has elapsed.
[022] In an embodiment, the method comprises the step of providing, by the control unit, the power assist to the crankshaft for the riding of the vehicle through the ISG coupled to the control unit.

BRIEF DESCRIPTION OF THE DRAWINGS
[023] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a block diagram illustrating a system for providing a power assist in a vehicle, in accordance with an embodiment of the present invention.
Figure 2 is a flowchart illustrating a method for providing the power assist in the vehicle, in accordance with an embodiment of the present invention.
Figure 3 is a flowchart illustrating a method for providing the power assist in the vehicle, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[024] The present invention generally relates to a vehicle. More Particularly, the present invention relates to a system and a method for providing a power assist in the vehicle. The system of the present invention is adapted to provide the power assist in the vehicle. For the purpose of the present invention, the term “vehicle” comprises any vehicle provided with a torque/power assist unit such as an integrated starter generator such as, not being limited to, scooters, motorcycles, rickshaws, cars, trucks, etc. The term “vehicle” also comprises manual transmission vehicle and automatic transmission vehicle. The term “vehicle” also comprises an internal combustion engine vehicle, an electric vehicle and a hybrid vehicle.
[025] Figure 1 is a block diagram illustrating a system 100 for providing the power assist in the vehicle 10, in accordance with an embodiment of the present invention. In an embodiment, the term “power assist” refers to assistance provided by the system 100 to the vehicle 10 for manoeuvring the vehicle 10 on a road surface. In an embodiment, the vehicle 10 can be a two-wheeled vehicle, a three-wheeled vehicle such as a trike, a four-wheeled vehicle, or a multi-wheeled vehicle as per requirement.
[026] Referring to Figure 1, the system 100 comprises one or more sensors 102 disposed in the vehicle 10. The one or more sensors 102 are adapted to procure information pertaining to one or more operating parameters of the vehicle 10. In an embodiment, the term “operating parameters” may refer to measurable characteristics that indicate state and performance of the vehicle 10 during operation. For instance, the one or more operating parameters may include at least one of a speed of the vehicle 10, an engine speed of the vehicle 10, a temperature of the engine 106 of the vehicle 10, a throttle position of a throttle body (not shown) in the vehicle 10, and battery operating parameters of the battery pack 110 such as remaining charge in the battery pack 110, a voltage of the battery pack 110, a temperature of the battery pack 110, and the like. In an embodiment, the one or more operating parameters comprises an acceleration and a deceleration of the vehicle 10.
[027] In an embodiment, the one or more sensors 102 comprises a vehicle speed sensor 102a, an engine speed sensor 102b, an engine temperature sensor 102c, a throttle position sensor (TPS) 102d and a battery monitoring sensor 102e.
[028] In an embodiment, the vehicle speed sensor 102a is coupled to at least one of wheels of the vehicle 10. In an embodiment, the vehicle speed sensor 102a is adapted to procure information pertaining to the speed of the vehicle 10. The information pertaining to the speed of the vehicle 10 pertains to a frequency or rate of rotation (i.e. rotations per minute or RPM) of the wheels of the vehicle 10. In an embodiment, the vehicle speed sensor 102a may be one of a Hall effect sensor, an inductive sensor, and the like.
[029] In an embodiment, the engine speed sensor 102b is coupled to the crankshaft of the engine 106. The engine speed sensor 102b is adapted to procure information pertaining to the engine speed of the vehicle 10. The information pertaining to the engine speed pertains to a frequency or a rate of rotation of the crankshaft of the engine 106. In an embodiment, the engine speed sensor 102b may be one of a Hall effect sensor, a variable reluctance sensor, and the like.
[030] In an embodiment, the engine temperature sensor 102c is mounted to the engine 106 at a cylinder head (not shown) or a cylinder (not shown) of the engine 106. The engine temperature sensor 102c is adapted to procure information pertaining to the temperature of the engine 106 of the vehicle 10. In an embodiment, information pertaining to the temperature of the engine 106 corresponds to a change in resistance of the engine temperature sensor 102c. In an embodiment, the engine temperature sensor 102c may be one of a thermistor, a thermocouple, a resistance temperature detector (RTD), and the like.
[031] In an embodiment, the throttle position sensor 102d is mounted to the throttle body of the engine 106. The throttle body is typically a throttle valve such as a butterfly valve located between an air intake filter and an air intake manifold of the engine 106. The throttle body regulates an amount of air intake into the engine 106 based on an input from the rider obtained through an accelerator. The throttle position sensor 102d is adapted to procure information pertaining to the throttle position of the throttle body in the vehicle 10. The term “throttle position” may be defined as a degree of opening of the throttle body. In an embodiment, the throttle position sensor 102d may be a potentiometer-based sensor, a Hall effect sensor, and the like.
[032] In an embodiment, the battery monitoring sensor 102e is coupled to the battery pack 110 in the vehicle 10. The battery monitoring sensor 102e is adapted to procure information related to battery operating parameters of the battery pack 110 in the vehicle 10. The term “battery operating parameters” refers to measurable characteristics of the battery pack 110 that influence performance, safety, and life expectancy of the battery pack 110. In an embodiment, the battery operating parameters include at least one of an internal resistance of the battery pack 110, a capacity of the battery pack 110, charging and discharging rates of the battery pack 110, a temperature of the battery pack 110, a state of charge (SOC) of the battery pack 110, a depth of discharge (DOD) of the battery pack 110, an electrolytic concentration in the battery pack 110, and the like. The battery monitoring sensor 102e may comprise a cluster of sensors (not shown) communicatively coupled to a battery management system (BMS) of the vehicle 10.
[033] Further, the vehicle 10 comprises an integrated starter generator (ISG) 104 coupled to the engine 106 and to a battery pack 110 disposed in the vehicle 10. The ISG 104 is adapted to provide the power assist to the engine 106 for riding of the vehicle 10. In an embodiment, the ISG 104 is coupled to a crankshaft (not shown) of the engine 106. The ISG 104 is adapted to provide a starting torque to the crankshaft of the engine 106. Supply of the starting torque enables cranking of the crankshaft, thereby starting the engine 106. The ISG 104 is also capable of generating electrical energy for recharging the battery pack 110. Further, the ISG 104 is also adapted to provide the power assist to the crankshaft for the riding of the vehicle 10 (particularly, to the crankshaft of the engine 106).
[034] Further, the system 100 comprises a control unit 108 communicatively coupled to each of the one or more sensors 102 and to the ISG 104. In an embodiment, the control unit 108 is communicatively coupled to each of the one or more sensors 102 and the ISG 104 using conducting wires or through wireless communication techniques known in the art. The control unit 108 is configured to receive an input from the rider of the vehicle 10 for enabling the power assist to the engine 106 of the vehicle 10 through a device (not shown) mounted on the vehicle 10. In an embodiment, the device may be a push-button or a touch-screen display panel or a gesture detection device.
[035] The control unit 108 may receive the input for providing the power assist to the vehicle 10 through a push of the push-button or through a tap on a portion of the touch-screen display panel or through a gesture provided to the gesture detection device. In an embodiment, the control unit 108 is communicably coupled to an infotainment system (not shown) of the vehicle 10. The infotainment system is adapted to receive the input from the rider of the vehicle 10 for enabling the power assist to the engine 106 of the vehicle 10. In an embodiment, the infotainment system may comprise the device for receiving the input from the rider of the vehicle 10. In an embodiment, the control unit 108 is further configured to display the status to the rider when the power assist to the engine 106 is enabled.
[036] The control unit 108 is adapted to receive the one or more operating parameters of the vehicle 10 based on the information procured by the one or more sensors 102. In an embodiment, the control unit 108 determines the one or more operating parameters upon receiving the input from the rider.
[037] In an embodiment, the control unit 108 on receiving the information pertaining to the speed of the vehicle 10 from the vehicle speed sensor 102a, determines the speed of the vehicle 10. In an embodiment, the control unit 108 on receiving the information pertaining to the engine speed of the vehicle 10 (i.e. frequency of rotation of the crankshaft) from the engine speed sensor 102b, determines the engine speed of the vehicle 10. In an embodiment, the control unit 108 on receiving the information pertaining to the temperature of the engine 106 from the engine temperature sensor 102c (i.e. change in resistance of the engine temperature sensor 102c), determines the temperature of the engine 106 of the vehicle 10. In an embodiment, the control unit 108 on receiving the information pertaining to the throttle position of the throttle body (i.e. degree of opening of the throttle body) from the throttle position sensor 102d, determines the throttle position of the throttle body in the vehicle 10. In an embodiment, the control unit 108 on receiving information pertaining to the battery operating parameters of the battery pack 110 (i.e. at least one of the internal resistance, the capacity, charging and discharging rates, the temperature, the state of charge (SOC), the depth of discharge (DOD) and the electrolytic concentration of the battery pack 110) from the battery monitoring sensor 102e, determines the battery operating parameters of the battery pack 110 in the vehicle 10.
[038] In an embodiment, the vehicle speed sensor 102a provides signal to calculate the vehicle speed and display the same in a speedometer of the vehicle 10. The speedometer is configured to calculate the value of distance covered after the start of the engine 106 and the consumption of fuel for the distance covered. The speedometer is then configured to display the same to the rider of the vehicle 10. The speedometer is further configured to display the power assist ON duration to the rider as well. In an embodiment, the TPS provides the status of the throttle position to the control unit 108 to activate and deactivate the power assist.
[039] The control unit 108 is adapted to compare the one or more operating parameters of the vehicle 10 with one or more predetermined operating conditions of the vehicle 10. The term “one or more predetermined operating conditions” corresponds to one or more criteria associated with the one or more operating parameters of the vehicle 10. In an embodiment, the one or more predetermined operating conditions comprises at least one of the following: an engine temperature of the vehicle 10 being greater than a predetermined engine temperature (for e.g. greater than 55 degrees Celsius); a voltage of a battery pack 110 disposed in the vehicle 10 being lesser than a threshold level (for e.g. greater than 12 Volts); and a throttle position of a throttle body in the vehicle 10 being greater than a threshold level (for e.g. greater than 10%).
[040] The control unit 108 is configured to operate the ISG 104 to provide the power assist to the engine 106 for the riding of the vehicle 10, when the one or more operating parameters of the vehicle 10 corresponds to the one or more predetermined operating conditions of the vehicle 10. The ISG 104 comprises a motor component (not shown) that is coupled to the crankshaft of the engine 106 through conventional coupling techniques known in the art. In an embodiment, upon determining that the one or more operating parameters of the vehicle 10 corresponds to the one or more predetermined operating conditions, the control unit 108 directs a flow of current from the battery pack 110 to the ISG 104. On receiving the current from the battery pack 110, the motor component of the ISG 104 rotates the crankshaft for the riding of the vehicle 10. Thus, the control unit 108 provides the power assist for the riding of the vehicle 10.
[041] Lastly, the control unit 108 is configured to disable the ISG 104 when the power assist to the engine 106 exceeds a predefined period of time for the riding of the vehicle 10. In an embodiment, the control unit 108 is configured to charge a battery pack 110 of the vehicle 10 when the power assist to the engine 106 is disabled after the predefined period of time. Therefore, before providing the next power assist, the system 100 is configured to wait for a predetermined time to be elapsed. In an embodiment, the control unit 108 is configured to operate the ISG 104 to provide a subsequent power assist to the engine 106 after a predetermined time has elapsed.
[042] In an embodiment, upon receiving the input from the rider for providing the power assist, if the engine temperature of the vehicle 10 is greater than a predetermined engine temperature, the control unit 108 operates the ISG 104 to provide the power assist to the engine 106. In an embodiment, upon receiving the input from the rider for providing the power assist, if the voltage of the battery pack 110 disposed in the vehicle 10 is lesser than a threshold level, the control unit 108 operates the ISG 104 to provide the power assist to the engine 106. In an embodiment, upon receiving the input from the rider for providing the power assist to the vehicle 10, if the throttle position of a throttle body in the vehicle 10 is greater than a threshold level, the control unit 108 operates the ISG 104 to provide the power assist to the engine 106.
[043] In an embodiment, the control unit 108 is a vehicle control unit (VCU). The VCU may be configured to interact with multiple electronic control units in the vehicle 10 such as an ISG controller (not shown), the battery management system (BMS) (not shown), an instrument cluster (IC) (not shown) and a telemetry control unit (TCU) (not shown) for operating the vehicle 10. In an embodiment, the VCU communicates with the multiple electronic control units through known communication protocols such as Controller Area Network (CAN), Local Interconnect Network (LIN), ethernet, and the like.
[044] In an embodiment, the control unit 108 comprises a first electronic control unit (ECU) (not shown) and a second electronic control unit (ECU) (not shown). The first ECU is communicatively coupled to the ISG 104 of the vehicle 10. The first ECU may be communicatively coupled to the ISG 104 through conducting wires or phase wires or through wireless connecting means known in the art. In an embodiment, the first ECU is an ISG controller. The first ECU is configured to provide starting torque to the engine 106 and to regulate charging of the battery pack 110. The second ECU forms part of an engine management system (EMS) (not shown) communicatively coupled to the engine 106. The second ECU is configured to determine the one or more operating parameters of the vehicle 10 based on the information procured by the one or more sensors 102 and record the determined one or more operating parameters in a memory component. The second ECU communicates the recorded one or more operating parameters of the vehicle 10 to the first ECU through one or more known communication protocols such as Controller Area Network (CAN), Local Interconnect Network (LIN), ethernet, and the like. The first ECU, upon receipt of the input from the rider for providing the power assist, compares the one or more operating parameters of the vehicle 10 with the one or more predetermined operating conditions of the vehicle 10. When the one or more operating parameters of the vehicle 10 corresponds to the one or more predetermined operating conditions of the vehicle 10, the first ECU operates the ISG 104 to provide the power assist to the engine 106 for the riding of the vehicle 10.
[045] In an embodiment, the control unit 108 is configured to determine a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state. In an embodiment, the control unit 108 is configured to determine a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state. Such a configuration of the control unit 108 results in fuel saving whilst providing the requisite power assist to the engine 106 for manoeuvring the vehicle 10. Further, the control unit 108 is configured to determine a state of a Controller Area Network (CAN) associated with the vehicle 10, wherein the power assist is disabled when the determined state corresponds to the erroneous state.
[046] In an embodiment, the control unit 108 is configured to record a riding pattern of the vehicle 10 based on the one or more operating parameters determined over a predefined period of time, wherein the predefined period can be a time period of several minutes to few hours as per requirement. In an embodiment, the control unit 108 records or determines the riding pattern based on the one or more operating parameters through one or more computing techniques known in the art.
[047] In an embodiment, the control unit 108 is 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 example, the 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 microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In another embodiment, the control unit 108 is configured to execute hard-coded functionality.
[048] In an example, the present invention is provided based on the engine temperature and the actual voltage of the battery pack 110 of the vehicle 10. The present invention further provides the soft charging of the battery pack 110 of the vehicle 10. The power assist or the hybrid assist as provided in the present invention improves the initial acceleration effect and the pass by acceleration effect to the rider while riding of the vehicle 10. In an embodiment, the power assist is enabled when the engine RPM ranges between 1300 RPM to 10000 RPM, the speed of the vehicle 10 ranges between 0V to 80V and the voltage of the battery pack 110 is greater than 12.5V. Further, the power assist is enabled when there is no TPS error, no CAN error, ISG MIL off, and the like. In an embodiment, when the vehicle parameters meet these conditions, if the throttle is raised by the rider, then the power assist is enabled. When the power assist is enabled, then there is power drop from the vehicle battery during the power assist ON duration. Therefore, the present invention avoids the activation or enablement of the power assist multiple times, thereby improving the battery life and performance.
[049] Figure 2 is a flowchart illustrating a method 200 for providing the power assist in the vehicle 10, in accordance with an embodiment of the present invention.
[050] As illustrated in Figure 2, at step 202, the method comprises receiving, by a control unit 108, one or more operating parameters of the vehicle 10 based on the information procured by one or more sensors 102. In an embodiment, the one or more sensors 102 comprises a vehicle speed sensor 102a, an engine speed sensor 102b, an engine temperature sensor 102c, a throttle position sensor (TPS) 102d and a battery monitoring sensor 102e. In an embodiment, the method comprises procuring, by the vehicle speed sensor 102a, an information pertaining to a speed of the vehicle 10. Then, the method comprises procuring, by the engine speed sensor 102b, the information pertaining to an engine speed of the vehicle 10. The method further comprises procuring, by the engine temperature sensor 102c, the information pertaining to a temperature of the engine 106 of the vehicle 10. The method then comprises procuring, by the throttle position sensor (TPS) 102d, the information pertaining to a throttle position of a throttle body in the vehicle 10. Lastly, the method comprises procuring, by the battery monitoring sensor 102e, the information pertaining to battery operating parameters of a battery pack 110 in the vehicle 10.
[051] At step 204, the method comprises comparing, by the control unit 108, the one or more operating parameters of the vehicle 10 with one or more predetermined operating conditions of the vehicle 10. In an embodiment, the one or more predetermined operating conditions of the vehicle 10 comprises: an engine temperature of the vehicle 10 being greater than a predetermined engine temperature; a voltage of a battery pack 110 disposed in the vehicle 10 being lesser than a threshold level; and a throttle position of a throttle body in the vehicle 10 being greater than a threshold level.
[052] In an embodiment, the speed of the engine 106 ranges from 1300 RPM to 10000 RPM. However, this should not be construed as limiting and other speeds of the engine 106 may also be provided based on different parameters of the vehicle 10.
[053] In an embodiment, the speed of the vehicle 10 ranges from 0 KMPH to 80 KMPH. However, this should not be construed as limiting and other speeds of the vehicle 10 may also be provided based on different parameters of the vehicle 10.
[054] In an embodiment, the voltage of the battery pack 110 is greater than 12.5 Volts. However, this should not be construed as limiting and other voltage of the battery pack 110 may also be provided based on different parameters of the vehicle 10.
[055] In an embodiment, the throttle position of the throttle body is greater than 10%. However, this should not be construed as limiting and other throttle position of the throttle body may also be provided based on different parameters of the vehicle 10.
[056] At step 206, the method comprises operating, by the control unit 108, an integrated starter generator (ISG) to provide the power assist to the engine 106 for the riding of the vehicle 10, when the one or more operating parameters of the vehicle 10 correspond to the one or more predetermined operating conditions of the vehicle 10. In an embodiment, the method comprises providing, by the control unit 108, the power assist to the crankshaft for the riding of the vehicle 10 through the ISG 104 coupled to the control unit 108. In an embodiment, the method comprises receiving, by the control unit 108, an input from the rider of the vehicle 10 for enabling the power assist to the engine 106 through an infotainment system communicably coupled to the control unit 108; and displaying, by the control unit 108, the status to the rider when the power assist to the engine 106 is enabled.
[057] At step 208, the method comprises disabling, by the control unit 206, the ISG when the power assist to the engine 106 exceeds a predefined period of time for the riding of the vehicle 10. In an embodiment, the control unit 108 is configured to charge a battery pack 110 of the vehicle 10 when the power assist to the engine 106 is disabled after the predefined period of time. In a further embodiment, the method comprises operating, by the control unit 108, the ISG 104 to provide a subsequent power assist to the engine 106 after a predetermined time has elapsed.
[058] In an embodiment, the method comprises determining, by the control unit 108, a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state; determining, by the control unit 108, a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state; and determining, by the control unit 108, a state of a Controller Area Network (CAN) associated with the vehicle 10, wherein the power assist is disabled when the determined state corresponds to the erroneous state.
[059] In an example, the vehicle battery supplies power to all the electrical loads in the vehicle 10. The vehicle battery is safer during operation and charging. The battery is used to deliver the power during cranking the vehicle by applying brake and electric start switch. The battery drives the electrical loads based on the user’s requirement. During the running condition of the vehicle 10, the battery pack 110 is charged by the ISG 104. Further, during the vehicle running condition and when the power assist is enabled by the rider, the vehicle battery provides power to accelerate and increase the vehicle speed till the power assist is enabled. Once the power assist is disabled, then the vehicle battery is charged in a soft charging pattern.
[060] In an embodiment, the soft charging of the vehicle battery pack 110 is enabled just after the power assist to the vehicle 10 is disabled to reduce load on the engine 106. The soft charging voltage ramps up from the soft charging entry voltage (for example, 13V) to nominal charging voltage of 14.3 V. In an embodiment, the soft charging duration is 8 seconds. In an embodiment, the soft charging is not enabled during the power assist ON duration through negative throttle position of the throttle body.
[061] In an embodiment, the ISG 104 performs the function of power conversion and decision making. During cranking and hybrid assist activation, the ISG 104 provides the power from the battery pack 110 to rotate the ISG machine. During the running condition of the vehicle 10, the ISG machine produces an AC voltage and the ISG 104 converts the AC voltage to DC power to charge the battery pack 110 and drive the electrical loads in the vehicle 10. In an embodiment, the power assist in the vehicle 10 is enabled based on the mode of the vehicle 10 such as a street mode or a sport mode. The ISG 104 provides the power assist when the one or more operating parameters of the vehicles are met.
[062] Figure 3 is a flowchart illustrating a method 300 for providing the power assist in the vehicle 10, in accordance with an embodiment of the present invention.
[063] At step 302, the engine 106 of the vehicle 10 is started. In an embodiment, starting the engine 106 comprises engaging an ignition switch to a 'START' position, thereby applying current to one or more spark plugs (not shown) coupled to the engine 106 for initiating combustion of air-fuel mixture in the engine 106.
[064] At step 304, the control unit 108 monitors whether the one or more operating parameters of the vehicle corresponds to the one or more predetermined operating conditions of the vehicle. Once the one or more operating parameters of the vehicle corresponds to the one or more predetermined operating conditions of the vehicle, the control unit 108 proceeds to step 306.
[065] At step 306, the control unit 108 is ready for providing the power assist to the vehicle 10. The control unit 108 then proceeds to step 308.
[066] At step 308, the control unit 108 determines whether a throttle position of a throttle body correspond to a threshold level. If the throttle position of the throttle body corresponds to the threshold level, then the control unit 108 proceeds to step 310.
[067] At step 310, the control unit 108 operates the ISG 104 to provide the power assist to the engine 106 of the vehicle 10 for the riding of the vehicle 10. Once the ISG 104 provides the power assist to the engine 106, the control unit 108 proceeds to step 312.
[068] At step 312, the control unit 108 is configured to check for a negative throttle position of the throttle body. The control unit 108 is configured to provide the power assist to the engine 106 if there is a change in the throttle position of the throttle body. The control unit 108 then proceeds to step 314.
[069] At step 314, the control unit 108 is configured to check whether the power assist to the engine 106 exceed a predefined period of time for the riding of the vehicle 10. If the power assist to the engine 106 exceed a predefined period of time for the riding of the vehicle 10, then the control unit 108 proceeds to step 316.
[070] At step 316, the control unit 108 disables the power assist to the engine 106 of the vehicle 10. The control unit 108 is further configured to allow the cooling period before enabling the ISG 104 for the subsequent power assist. Such a configuration of the control unit 108 results in fuel saving whilst providing the requisite power assist to the engine 106 for manoeuvring the vehicle 10. Once the cooling period has elapsed, the control unit 108 proceeds to step 318.
[071] At step 318, the control unit 108 is configured to operate the ISG 104 to provide the subsequent power assist to the engine 106 of the vehicle 10.
[072] In a non-limiting example, when the vehicle parameters meet the predetermined conditions as depicted in Figure 3, then the power assist is ready to activate. If the throttle is raised or accelerated by the rider of the vehicle, then the power assist is activated. However, if there is no change in the throttle after successful activation of the power assist, then the power assist is ON till 10 seconds as the default duration. Once the 10 seconds has elapsed, the power assist is disabled/deactivated automatically. During the power assist ON situation, the battery pack provides the power to the ISG to increase the vehicle speed by adding the requisite power to the ISG machine. Due to this, the vehicle battery voltage is reduced instantaneously as the battery is discharged during the power assist ON condition. Once the power assist is disabled, the battery is as per the soft charging as explained hereinabove.
[073] In an example, if the first power assist in ON for 1 second, then the second power assist is not activated for at least 10 seconds. Similarly, if the first power assist is ON for 9 seconds, then the second power assist is not activated for at least 9 X 10 seconds = 90 seconds, thereby providing a gap of at least power assist ON duration X 10 seconds between the first power assist and the second power assist. This is advantageous as it saves the battery from getting charged and discharged frequently, thereby improving the overall battery performance and battery life.
[074] In yet another example, in case the power assist is activated and suddenly the throttle is decreased or de-accelerated, then the control unit 108 is configured to deactivate the power assist. Further, the next power assist is enabled only after the predetermined time period has elapsed after the first power assist.
[075] In an example, a two-wheeled vehicle has an Internal Combustion (IC) engine as a primary driving source and a permanent magnet machine mechanically coupled to the crankshaft of the engine. The permanent magnet machine is used to start and assist the engine. An engine temperature sensor is used to measure the engine temperature in the different operating conditions. An ISG controller is configured to control and monitor the operation of the permanent magnet machine. A battery is configured to store electrical energy generated from the permanent magnet machine and to support the starting of the engine. The battery is directly connected to the ISG controller configured to determine the voltage of the battery. The ISG controller is configured to monitor the engine temperature and the battery voltage, based on which the assist function is enabled. The ISG Controller is further configured to interact with the ISG Machine and the battery. The battery is directly connected to the ISG controller and other electrical load, and the ISG controller is configured to determine the battery voltage and the engine temperature. During the running condition of the vehicle, when the user activates the hybrid assist function, the ISG controller is configured to check for the battery voltage and the engine temperature. Based on the battery voltage and the engine temperature, the ISG controller is configured to execute the hybrid assist function. If the battery voltage and the engine temperature are equal or greater than the threshold battery voltage and the threshold engine temperature, then the hybrid assist function is performed for a predetermined time period, thereby improving the overall hybrid assist function. However, if the battery voltage and the engine temperature values are less than the threshold values, then the ISG controller is configured to disable the hybrid assist function, thereby preventing the battery drain, improving the fuel efficiency and improving the overall battery life.
[076] The claimed invention as disclosed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect of the system and the method for providing the power assist to the vehicle enables the rider to conveniently manoeuvre the vehicle with ease.
[077] Advantageously, the present invention provides a system and a method for enabling and disabling the assist function in the vehicle, thereby improving the overall efficiency of the battery pack. The present invention further provides the assist function to be enabled at all throttle positions, thereby enhancing the reliability of the system and the method as claimed in the present invention. The present invention takes into consideration the factors such as the engine temperature and the voltage of the battery to enable or disable the assist function. The incorporation of parameters such as the engine temperature and the voltage of the battery ensures a more judicious use of the battery pack, thereby preventing an unnecessary drain of the battery pack of the vehicle. The present invention further leads to an extended battery life, reducing the frequency of replacements and associated costs. The present invention further promotes the efficient fuel consumption by enabling the assist feature based on real-time engine temperature and the voltage of the battery. The present invention further aligns with environmental considerations and provides economic benefits to the user.
[078] The present invention is configured to enable the assist function based on the various factors such as the vehicle speed, engine speed, engine temperature, throttle position and the voltage of the battery, thereby reducing the complexity of the entire system and method. The power assist function mainly focuses on optimizing the acceleration effects, thereby positively impacting on the overall performance of the vehicle. The present invention further provides an enhanced user experience based on an improved initial acceleration and pass-by acceleration, contributing to a smoother and satisfying driving experience. The present invention actively considers the factors such as the engine temperature and the voltage of the battery to prevent the instances of the battery drain. The present invention, therefore, preserves the life of the battery and also reduces the likelihood of unexpected breakdowns, thereby enhancing the overall reliability of the electrical system of the vehicle. Hence, the present invention is efficient and reliable as compared to the existing systems.
[079] Therefore, the present invention improves the overall performance of the vehicle, thereby enhancing the user experience. The overall performance of the vehicle is further improved by performing the power assist based on the battery voltage and the engine temperature, thereby enhancing the durability of the present systems and methods. Further, the present invention is cost efficient and leads to increased mileage improved vehicle pickup, speed improvement, market attractiveness, and the like. The present invention further prevents the battery from deep discharging, thereby improving the fuel efficiency and the battery life as well.
[080] In light of the abovementioned advantages and the technical advancements provided by the disclosed system and method, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps provide solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself as the claimed steps provide a technical solution to a technical problem.
[081] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and 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”.
[082] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
10 – Vehicle
100 – System for providing a power assist
102 – One or more sensors
102a – Vehicle speed sensor
102b – Engine speed sensor
102c – Engine Temperature sensor
102d – Throttle position sensor
102e – Battery monitoring sensor
104 – Integrated Starter Generator (ISG)
106 – Engine
108 – Control unit
110 – Battery pack
200 – Method for providing a power assist
, Claims:1. A system (100) for providing a power assist in a vehicle (10), the system (100) comprising:
one or more sensors (102) disposed in the vehicle (10), each of the one or more sensors (102) being adapted to procure information pertaining to one or more operating parameters of the vehicle (10);
an integrated starter generator (ISG) (104) coupled to an engine (106) of the vehicle (10), the ISG (104) being adapted to provide the power assist to the engine (106) for riding of the vehicle (10); and
a control unit (108) communicatively coupled to each of the one or more sensors (102) and the ISG (104), the control unit (108) being configured to:
receive the one or more operating parameters of the vehicle (10) based on the information procured by the one or more sensors (102);
compare the one or more operating parameters of the vehicle (10) with one or more predetermined operating conditions of the vehicle (10);
operate the ISG (104) to provide the power assist to the engine (106) for the riding of the vehicle (10), when the one or more operating parameters of the vehicle (10) correspond to the one or more predetermined operating conditions of the vehicle (10); and
disable the ISG (104) when the power assist to the engine (106) exceeds a predefined period of time for the riding of the vehicle (10).

2. The system (100) as claimed in claim 1, wherein the one or more sensors (102) comprises:
a vehicle speed sensor (102a) adapted to procure an information pertaining to a speed of the vehicle (10);
an engine speed sensor (102b) adapted to procure the information pertaining to an engine speed of the vehicle (10);
an engine temperature sensor (102c) adapted to procure the information pertaining to a temperature of the engine (106) of the vehicle (10);
a throttle position sensor (TPS) (102d) adapted to procure the information pertaining to a throttle position of a throttle body in the vehicle (10); and
a battery monitoring sensor (102e) adapted to procure the information pertaining to battery operating parameters of a battery pack (110) in the vehicle (10).

3. The system (100) as claimed in claim 1, wherein the one or more predetermined operating conditions of the vehicle (10) comprises:
an engine temperature of the vehicle (10) being greater than a predetermined engine temperature;
a voltage of a battery pack (110) disposed in the vehicle (10) being lesser than a threshold level; and
a throttle position of a throttle body in the vehicle (10) being greater than a threshold level.

4. The system (100) as claimed in claim 1, wherein the control unit (108) is configured to:
determine a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state;
determine a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state; and
determine a state of a Controller Area Network (CAN) associated with the vehicle (10), wherein the power assist is disabled when the determined state corresponds to the erroneous state.

5. The system (100) as claimed in claim 1, wherein the control unit (108) is configured to:
charge a battery pack (110) of the vehicle (10) when the power assist to the engine (106) is disabled after the predefined period of time.

6. The system (100) as claimed in claim 1, wherein the control unit (108) is communicably coupled to an infotainment system of the vehicle (10), the infotainment system being adapted to:
receive an input from the rider of the vehicle (10) for enabling the power assist to the engine (106); and
display the status to the rider when the power assist to the engine (106) is enabled.

7. The system (100) as claimed in claim 1, wherein the control unit (108) is configured to:
operate the ISG (104) to provide a subsequent power assist to the engine (106) after a predetermined time has elapsed.

8. The system (100) as claimed in claim 1, wherein the ISG (104) is coupled to a crankshaft of the engine (106), the ISG (104) being adapted to provide the power assist to the crankshaft for the riding of the vehicle (10).

9. A method (200) for providing a power assist in a vehicle (10), the method comprising:
receiving (202), by a control unit (108), one or more operating parameters of the vehicle (10) based on the information procured by one or more sensors (102);
comparing (204), by the control unit (108), the one or more operating parameters of the vehicle (10) with one or more predetermined operating conditions of the vehicle (10);
operating (206), by the control unit (108), an integrated starter generator (ISG) (104) to provide the power assist to an engine (106) for the riding of the vehicle (10), when the one or more operating parameters of the vehicle (10) correspond to the one or more predetermined operating conditions of the vehicle (10); and
disabling (208), by the control unit (206), the ISG when the power assist to the engine (106) exceeds a predefined period of time for the riding of the vehicle (10).

10. The method (200) as claimed in claim 9, the method (200) comprising the steps of:
procuring, by a vehicle speed sensor (102a), an information pertaining to a speed of the vehicle (10);
procuring, by an engine speed sensor (102b), the information pertaining to an engine speed of the vehicle (10);
procuring, by an engine temperature sensor (102c), the information pertaining to a temperature of the engine (106) of the vehicle (10);
procuring, by a throttle position sensor (TPS) (102d), the information pertaining to a throttle position of a throttle body in the vehicle (10); and
procuring, by a battery monitoring sensor (102e), the information pertaining to battery operating parameters of a battery pack (110) in the vehicle (10).

11. The method (200) as claimed in claim 9, wherein the one or more predetermined operating conditions of the vehicle (10) comprises:
an engine temperature of the vehicle (10) being greater than a predetermined engine temperature;
a voltage of a battery pack (110) disposed in the vehicle (10) being lesser than a threshold level; and
a throttle position of a throttle body in the vehicle (10) being greater than a threshold level.

12. The method (200) as claimed in claim 9, the method comprising the step of:
determining, by the control unit (108), a state of an ISG Malfunction Indicator Lamp (MIL), wherein the power assist is enabled based on the determined state;
determining, by the control unit (108), a state of the TPS, wherein the power assist is disabled when the determined state corresponds to an erroneous state; and
determining, by the control unit (108), a state of a Controller Area Network (CAN) associated with the vehicle (10), wherein the power assist is disabled when the determined state corresponds to the erroneous state.

13. The method (200) as claimed in claim 9, the method comprising the step of:
charging, by the control unit (108), a battery pack (110) of the vehicle (10) when the power assist to the engine (106) is disabled after the predefined period of time.

14. The method (200) as claimed in claim 9, the method comprising the step of:
receiving, by the control unit (108), an input from the rider of the vehicle (10) for enabling the power assist to the engine (106) through an infotainment system communicably coupled to the control unit (108); and
displaying, by the control unit (108), the status to the rider when the power assist to the engine (106) is enabled.

15. The method (200) as claimed in claim 9, the method comprising the step of:
operating, by the control unit (108), the ISG (104) to provide a subsequent power assist to the engine (106) after a predetermined time has elapsed.

16. The method (200) as claimed in claim 9, the method comprising the step of:
providing, by the control unit (108), the power assist to the crankshaft for the riding of the vehicle (10) through the ISG (104) coupled to the control unit (108).