DESC:TECHNICAL FIELD
[001] The present subject matter relates to a control system for a vehicle, more particularly, a control system to control starting and stopping of an engine of the vehicle during idling condition.
BACKGROUND
[002] The impending problem of pollution has led manufacturers to manufacture pollution reduction mechanisms in vehicles. On the other hand, the manufacturers also need to cater to a rider’s needs of optimum fuel economy while reducing emission of pollutants in the atmosphere as well as providing safety to the rider during running condition of the vehicle. Hence, a system to control the vehicle during running condition and also to improve fuel economy of the vehicle is required.
BRIEF DESCRIPT ION OF THE DRAWINGS
[003] The present invention is described with reference to figures, block diagrams and flowchart. This invention is implementable in a saddle type, three-wheeled and four-wheeled vehicles. The same numbers are used throughout the drawings to reference like features and components. Further, the inventive features of the invention are outlined in the appended claims.
[004] Figure 1 illustrates a left-side view of a saddle type vehicle, in accordance with an embodiment of the present subject matter.
[005] Figure 2 illustrates a right-perspective view of a frame assembly of the saddle type vehicle, in accordance with an embodiment of the present subject matter.
[006] Figure 3 illustrates a perspective view of an Integrated Starter Generator Electronic Control Unit (ISG-ECU), in accordance with an embodiment of the present subject matter.
[007] Figure 4a illustrates a block diagram of a control system of a vehicle under normal operating conditions, in accordance with an embodiment of the present subject matter.
[008] Figure 4b illustrates a block diagram of the control system at ISS stop mode during vehicle idling condition, in accordance with an embodiment of the present subject matter.
[009] Figure 5 illustrates a flowchart displaying stopping of an engine of the vehicle during ISS stop mode being achieved by the control system, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION
[010] The main objective during running condition of a vehicle is to run at an optimum fuel economy and at maximum engine efficiency. During running condition of the vehicle, the vehicle is running at a certain speed which is commanded and controller by the rider. Further, the rider manually stops the vehicle at a traffic stop or to receive a call and enter into an idling condition.
[011] During the idling condition of the vehicle, the rider may sometime accidently apply plurality of inputs like accidental actuation of a throttle, brakes etc. which not only starts the vehicle abruptly but also leads to accidents in crowded places or at traffic stops.
[012] In order to avoid such accidents and also to relieve the rider from manually controlling the vehicle always during idling condition, an idle stop start (ISS) system controlling an engine of the vehicle is used. The ISS system through a control unit controls the signals to be generated to stop and start the engine during idling condition of the vehicle.
[013] The control unit of the ISS system conventionally communicates with an ECU of the vehicle. The control unit of the ISS system sends a signal to the ECU to stop the vehicle during idling conditions. However, the interaction of the control unit of the ISS system and the ECU is often interrupted due to various overlapping signals communicating with each other and controlling various functions of the vehicle. Hence, a system which can eliminate the overlapping of communication signals to perform desired vehicle functions is required.
[014] Additionally, in some conventional vehicle, the ECU is inbuilt with a logic to perform ISS and to stop the engine of the vehicle during idling conditions. This configuration although eliminates the need to use multiple control units, but the ECU in such a configuration have complex logic inbuilt into it to perform multiple functions. This configuration not only increases the cost of the ECU to be designed using complex logic but in turn increases the cost of the vehicle. Furthermore, the ECU also drains a lot more power from a battery in the vehicle which decreases the life of the battery and also hampers functioning of other vehicle electrical components.
[015] Furthermore, in a vehicle having both the control unit of an ISS system and the ECU, it is difficult to determine a master controller and a slave controller. Due to the absence of determination of a master and a slave controller, both the control unit and the ECU gives signals at the same time which either interfere with the vehicle functioning or they cancel out each other and the vehicle does not perform at all.
[016] For example, if the control unit provides an engine stop signal during an ISS mode at an idling condition, and at the same time, the ECU also gives a signal to start the engine, the vehicle functioning is impeded. Both the signals from the control unit and the ECU is either cancelled out and the vehicle remains in a stationary state or the ECU may start the engine considering itself as a master controller during a heavy traffic condition which can lead to accidents. Hence, a system to determine the master and the slave controller during specific engine operating conditions is desired.
[017] Additionally, if logics are added inside the control unit of the ISS system to stop its own operation upon reception of a command signal from another control unit such as the ECU, it results in increasing the complexity of the system by having added logic to choose and compile between multiple logics. This configuration further increases the concept proving and software validation time of the ECU and the control unit which increases the cost of the vehicle. Furthermore, an extremely complex system can also cause problem to the rider during running conditions and idling condition due to the rider’s inability to process complex signals from the control unit and the ECU.
[018] In a related art, the engine stopping time due to ISS system is reduced by cutting off the power supply to an unnecessary electric load such as oxygen sensor, fuel pump sensor etc. that consumes battery power even during the automatic stop of the engine. However, determination of unnecessary electric load like the oxygen sensor, fuel pump sensor requires additional logic of the control unit. Further, if the control unit malfunctions, the electric loads which were supposedly unnecessary during the idling condition of the vehicle, is unable to be restarted or disabled permanently during running condition of the vehicle afterwards. Hence, this configuration affects the overall functioning of the vehicle and also requires additional maintenance to ensure that the control unit never malfunctions. Hence a better design of a control system which can stop the engine during ISS without affecting the battery life and the fuel efficiency of the vehicle is required.
[019] In another related art, the engine is stopped automatically by cutting off ignition supply. Further, when the throttle open value is below a threshold value, the engine is kept in idle state for a predetermined time period. Furthermore, the vehicle speed is below the threshold value and the vehicle is in neutral if manual clutch is engaged, or else the vehicle is in gear and the manual clutch is not engaged. This arrangement determines stopping condition of the vehicle during idling state through the command provided by the rider to the clutch and the gear. Thus, the rider has to constantly be aware of which inputs he has to give in order to start the engine after the idle stopping of the engine. Thus, it provides extra burden of the rider and therefore reduces ease of drivability of the vehicle.
[020] In another related art, a system includes one or more microcomputers including a stop determiner that determines the operation of the first microcomputer which transmits information as a stop determination signal. A second microcomputer having received the stop determination signal from the first microcomputer stops operation of the first microcomputer. In this configuration, the second microcomputer is a designated slave controller and the first microcomputer is the master controller. Thus, in this configuration any possibility of interchange of functions of the slave controller and the master controller is not there. Thus, it provides an unnecessary restriction on the operation of the microcomputers of the vehicle.
[021] In another related art, a microcontroller is connected with a relay switch. The relay switch is connected to a negative terminal of a power supply and during and during an idling condition, the microcontroller gives an input to the relay switch turn off and disconnect the direct supply of power from the power supply to an engine and thereby stops a vehicle. However, in this configuration, any fault or short circuiting of the power supply will abruptly stop the vehicle in undesired conditions and thereby makes it difficult for the rider to drive the vehicle conveniently. Hence, a control system which does not connect a power supply with a vehicle driver source directly is desired.
[022] In another related art, the engine is started by a starter after an ISS stop mode during the idling condition of the vehicle. The starter is electrically connected to the battery and a relay circuit. The relay circuit and the starter are energized by the battery to start the engine after the engine has been stopped by ISS stop operation. This arrangement requires connection of an additional starter in order to activate the relay circuit and start the engine. This additional part not only increases the complexity of the design but also requires additional power from the battery to run it. Furthermore, this arrangement is costly and also requires additional effort for maintenance and serviceability.
[023] Hence, it is an object of the present invention to overcome all the above stated and other related problems existing in the prior arts, with respect to coherently operating one or more control unit in the vehicle to actuate ISS stop operation as well as other problems of known art.
[024] It is further an object of the present invention to reduce emission of polluting gases and also to reduce fuel consumption.
[025] It is further an object of the present invention to improve startability of the vehicle due to increased actuator initiation.
[026] It is further an object of the present invention to improve convenience, safety and better drivability of the vehicle for the rider.
[027] It is further an object of the present invention to decrease the complexity of design, development and validation of a control system controlling idle stop mode of the vehicle.
[028] It is further an object of the present invention to reduce emission of polluting gases during idling condition of the vehicle.
[029] The present subject matter provides a vehicle comprising two or more control units and a switching device. The switching device being electrically connected between the two or more control units for connecting and disconnecting said two or more control units with each other.
[030] As per an aspect of the present invention, a control system of a vehicle comprises a power energy module, a switching device and a two or more control units. The power energy module is capable of electrically energizing the two or more control units and the switching device. The two or more control units is electrically connected to the switching device. The switching device electrically connects and disconnects the two or more control units with each other upon receiving one or more vehicle control inputs, and the vehicle control inputs being provided by a user of the vehicle.
[031] As per one embodiment, the two or more control units is an ISG-ECU, an EMS-ECU and a VCU. The switching device is a relay or a transistor. In one embodiment, the switching device is electrically integrated with at least one of the two or more control units. In another embodiment, the switching device is situated externally in an electrical circuit connecting the two or more control units with each other. The switching device is further protected and covered by a rubber guard.
[032] As per another embodiment, the one or more vehicle control inputs is an ignition key output of the vehicle provided by the user. The switching device electrically connects at least one of the two or more control units with the power energy module during a non-idling condition of the vehicle.
[033] As per another embodiment, the switching device electrically disconnects at least one of said one or more control units upon receiving one or more vehicle control inputs during an idling condition of the vehicle to perform an ISS stop. The switching device is electrically grounded and allows a stop request signal to pass among at least one of the two or more control units. The at least one of the two or more control units stops an engine of the vehicle during ISS stop.
[034] As per another aspect of the present invention, a method for stopping an engine of the vehicle during idle stop condition through a control system comprising steps as checking when the ignition key is on by at least one of the two or more control units and being energized by a power energy module. Thereafter, checking for ISS enabling conditions and turning ON an ISS lamp to indicate the user that ISS mode is enabled. The at least one of the two or more control units further checks for satisfaction of ISS stop condition. The at least one of the two or more control units further closes the connection of the switching device in the electrical circuit and enables power supply to at least one of the two or more control units from the power energy module during a non-idling condition. During an idling condition, the switching device opens and gets grounded and the switching device connects the two or more control units with each other upon receiving an engine stop request. The two or more control units then stops the engine of the vehicle and indicates the stopping of the engine during ISS mode by turning ON the ISS lamp.
[035] As per one embodiment, the ISS enabling conditions are a throttle position sensor value, an engine speed value and an engine temperature value being greater than a threshold throttle position sensor value, a threshold engine speed value, and a threshold engine temperature value. Further, the ISS stop conditions are the throttle position sensor value, the engine speed value and the engine temperature value being less than a predetermined throttle position sensor value, a predetermined engine speed value and a predetermined engine temperature value.
[036] As per another embodiment, the at least one of the two or more control units is an ISG-ECU which sends the stop request signal to the switching device. Further, the stop request signal is received by at least one of the two or more control units which is an EMS-ECU. The EMS-ECU then stops the engine during ISS stop mode. The switching device further remains grounded and enables the EMS-ECU to stop the engine for a predetermined time.
[037] In accordance with the present configuration, the engine control system comprises of an electrical connection between the one or more control units to operate during the ISS stop mode to stop the engine and thereby reduces the complexity in designing in an inbuilt logic to control and communicate the one or more control units with each other.
[038] In accordance with the present configuration, the switching device provides a connection of positive and negative terminals to transfer electrical signals and thereby provides ample time interval for each of the one or more control units to function independently. Further, the switching device allows the ISG-ECU to act as a master controller only during the ISS mode and thereby prevents overlapping of signals between the ISG-ECU and the EMS-ECU which helps in providing better fuel efficiency for the vehicle.
[039] In accordance with the present configuration, the switching device of the engine control system provides faster and better actuation of the controllers due to simple mechanism of opening and closing of the switch. The engine control system thereby provides a better startability of the vehicle due to increased actuator initiation.
[040] In accordance with the present configuration, the engine control system is easily accessible and the maintenance of the engine control system is faster and cheaper due to reduced complexity in design of the engine control system.
[041] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate the 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, 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.
[042] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.
[043] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.
[044] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[045] Figure 1 illustrates a left-side view of a saddle type vehicle, in accordance with an embodiment of the present subject matter. A vehicle (100) comprising a front wheel (102) is configured to be supported by a pair of front forks (103) extending from a top to bottom portion of the vehicle (100). The front wheel (102) being configured to be covered by a front fender (104). The vehicle (100) being configured to be supported on a head tube (106), said head tube (106) being further configured to support a handle bar assembly (122) in a front portion of the vehicle (100).
[046] The vehicle (100) is further configured to support an engine (108) under a fuel tank (110). The engine (108) being disposed in a downward portion of the vehicle (100). The vehicle (100) is further configured to support a rear wheel (118) on the rearward portion of the vehicle (100). The rear wheel is configured to be connected to a transmission system (120) being disposed in the rear portion of the vehicle (100). The rear wheel (118) is further covered by a rear fender (116). A seat (112) is configured to be disposed in the rear portion of the vehicle (100) and includes a pillion handle (114) further being disposed under the seat (112) in the rear portion of the vehicle (100). The vehicle (100) may be a vehicle with manual transmission.
[047] Figure 2 illustrates a right-perspective view of a frame assembly of the saddle type vehicle, in accordance with an embodiment of the present subject matter. The vehicle (100) comprises a frame assembly (100a). The pair of front forks (103) supporting the front wheel (102) and the handle bar assembly (122) is disposed in the front portion of the vehicle (100). A middle portion of the vehicle (100) comprising the engine (108) being disposed in the downward region of the vehicle (100). A two or more control units (202, 204) are disposed in the upper region of the middle portion of the vehicle (100). The two or more control units (202, 204) being an integrated starter generator electronic control unit (ISG-ECU) (202) and an engine management system electronic control unit (EMS-ECU) (204), and a Vehicle control unit (VCU) in one embodiment.
[048] In a preferred embodiment, the ISG-ECU (202) and the EMS-ECU (204) are configured to be mounted using plurality of mounting provisions such as screws, bolts etc. The ISG-ECU (202) and the EMS-ECU (204) are further protected from any external collision or entry of dirt and dust by covering the ISG-ECU (202) and the EMS-ECU (204) with body panels. The seat (112) (as shown in figure 1) is supported on a pair of seat rails (200) on the frame assembly of the vehicle (100). In one embodiment, a switching device (404) (as shown in figure-4a) is configured to electrically connect and disconnect the two or more control units (202, 204) with each other during idle starting and stopping of the vehicle (100).
[049] Figure 3 illustrates a perspective view of an Integrated Starter Generator Electronic Control Unit (ISG-ECU), in accordance with an embodiment of the present subject matter. The ISG-ECU (202) integrates the Starter and Generator functionality together and said ISG-ECU (202) is covered inside a cover unit (302). The ISG-ECU (202) is designed to control Starter and Generator functionality for vehicles. The ISG-ECU (202) comprising of plurality of input and output ports (300) which enables the ISG-ECU (202) to receive and send plurality of signals to the EMS-ECU (204) (as shown in figure-2) to control the functioning of the engine (108) (as shown in figure-2). The ISG-ECU (202) is mounted to the frame assembly (100a) of the vehicle (100) through a plurality of mounting provisions (304).
[050] In one embodiment, during cranking of engine (108), the ISG-ECU (202) rotates an ISG machine in reverse direction for particular time interval. Thereafter, the ISG machine is rotated in forward direction for starting of the engine (108). An electronic fuel injection electronic control unit (EFI-ECU) transfers an electric start switch pressed signal and an electric start enable signal to the ISG-ECU (202). The electric start enable signal is transferred from the EFI-ECU based on various vehicle parameters such as gear, battery voltage, etc. There is a time gap between the electric start switch pressed signal and the electric start enable signal by the EMS-ECU (204). The time gap between the electric start switch pressed signal and the electric start enable signal is utilized by the ISG-ECU (202) to rotate the ISG Machine in reverse direction. This leads to effective utilization of time and improved cranking of the ISG machine.
[051] In another embodiment, a customization of various ISS parameter based on plurality of user inputs through a mobile app is achieved. The ISS mode in the vehicle (100) depends on multiple ISS parameters such as wait time before engine stop, prolonged idling engine stop time, etc. These ISS parameters are calibrated based on the test cycles performed and based on sample of plurality of user inputs. By standardizing the ISS parameters, it is possible that some of the users may not benefit from the system. For example, user waiting for same or nearby wait time before engine stop will get annoyed as the vehicle (100) may switch off just before user intents to move the vehicle (100). Therefore, each user is capable of customizing the ISS parameters as per their locality, traffic condition, and preferences.
[052] In another embodiment, the ISG-ECU (202) is connected with the EFI-ECU through a CAN line and various sensor data is transferred by the EFI-ECU through CAN messages. An engine temperature signal is also sent from the EFI-ECU which is used by the ISG-ECU (202) for cranking signal duty cycle improvement. Based on the engine temperature data, the ISG-ECU (202) modifies the operating speed of the ISG Machine. Cranking cycle of the ISG machine is optimized based on the engine temperature value obtained. This helps the engine (108) at the time of a cold start. If the engine temperature is less, cranking cycle will be longer thus providing extra time for the engine (108) to start.
[053] Figure 4a illustrates a block diagram of a control system under normal operating conditions, in accordance with an embodiment of the present subject matter. Figure 4b illustrates a block diagram of the control system at ISS stop mode during vehicle idling condition, in accordance with an embodiment of the present subject matter. Figures 4a and 4b will be discussed together. A control system (400) of the vehicle (100) being configured to stop the engine (108) of the vehicle (100) during an idling condition of the vehicle (100). The vehicle (100) enters into an idle stop start (ISS) mode during the idling condition. The control system (400) is configured to control the stop condition of the ISS mode and thereby stop the engine (108) of the vehicle (100) temporarily when the vehicle (100) is in idling condition.
[054] The control system (400) comprising a power energy module (401). In one embodiment, the power energy module (401) is a battery. The control system (400) further comprising the two or more control units (202, 204) and the switching device (404). The two or more control units (202, 204) being the ISG-ECU (202) and the EMS-ECU (204), and a VCU. In one embodiment, the switching device (404) is a relay coil. In another embodiment, the switching device (404) is a transistor. In one embodiment, the switching device (404) is configured to be internally situated and electrically integrated with at least one of the two or more control units (202, 204). In another embodiment, the switching device (404) being situated externally in an electrical circuit connecting at least one of the two or more control units (202, 204). The switching device (404) is situated in between the ISG-ECU (202) and the EMS-ECU (204) and forms an electric circuit in a preferred embodiment. The switching device (404) is further covered by a rubber guard to provide electrical insulation and also to protect the switching device (404) from dust, dirt and water droplets.
[055] During a normal operating condition, that is during a non-idling condition of the vehicle (100), the switching device (404) remains closed. During non-idling condition, one or more vehicle control inputs (402) is provided to at least one of the two or more control units (202, 204). The one or more vehicle control inputs (402) being an ignition key output provided once the user enables or disables the functioning of the ignition of the vehicle (100) using a key. For example, when the switching device (404) is a relay switch, it has a relay coil and a relay contact. The relay coil and the relay contact are arranged in a parallel configuration. The relay coil ends are connected to the ignition key output and ISG- ECU (202) output pin. The input of the relay switch is connected to the ignition key output and the output of the relay switch is used as the input to EMS-ECU (202). During normal operation, the relay coil is energized by getting a ground signal from the ISG-ECU (202). Since the relay coil is energized, the relay switch is closed and the EMS-ECU (204) receives the ignition key output.
[056] Thus, the vehicle (100) continuously receive the one or more vehicle control inputs (402) to be ON and the EMS-ECU (204) controls the speed of the engine (108) and does not stop the engine (108) and therefore, the vehicle (100) remains in a running condition or the non-idling condition. In this normal operating condition, the EMS-ECU (204) acts as a master controller and performs all vehicle operations like running the vehicle, providing efficient fuel supply through an electronic fuel injection system and maintains smooth running condition for the vehicle (100). During the normal operating condition, the EMS-ECU (202) communicates through CAN communication with the ISG-ECU (202).
[057] During an idling condition of the vehicle (100), if the vehicle (100) is stuck in traffic, the CAN communication between the EMS-ECU (204) and the ISG-ECU (202) is disabled due to overlapping of signals and ineffective communication lag between the EMS-ECU (204) and the ISG-ECU (202). Thus, in an idling condition, the ISG-ECU (202) is enabled to operate the ISS mode function and stop the engine (108) for a predefined time. When an ISS enabling conditions are satisfied, then the ISG-ECU waits for an ISS stop conditions to get satisfied.
[058] If the ISS stop conditions are met then the ISG-ECU (202) sends a stop request signal because of the which the relay coil gets de-energized and the relay switch contacts are open which grounds the relay coil with the ISG-ECU (202). Thus, this leads to cutting off the power supply from the power energy module (401) to the EMS ECU (204) and the EMS-ECU (204) turns OFF the engine (108). In one embodiment, the grounding of the relay coil happens inside the ISG-ECU (202) when the relay switch is inside the ISG-ECU (202).
[059] Figure 5 illustrates a flowchart displaying stopping of an engine of the vehicle during ISS stop mode being achieved by the control system, in accordance with an embodiment of the present subject matter. A method (500) for stopping an engine (108) of the vehicle (100) through the control system (400) during the ISS stop condition has numerous steps. The first step includes checking by the ISG-ECU (202) whether the ignition key is turned ON in step (502) after the power supply has been provided by the power energy module (401). Once the ignition key is ON, the ISG-ECU (202) checks whether the ISS enabling conditions are satisfied in step (504). If the ISS enabling conditions are not satisfied, the vehicle (100) remains in running condition. The ISS enabling conditions being a throttle position sensor value being greater than a threshold throttle position sensor value, an engine speed value being greater than a threshold engine speed value and an engine temperature value being greater than a threshold engine temperature value. Once the ISS enabling conditions are satisfied, the ISG-ECU (202) turns ON an ISS lamp on an instrument cluster of the vehicle (100) to indicate the user that the ISS system is enabled as shown in step (506).
[060] Once the ISS system is enabled, the ISG-ECU (202) checks whether ISS stop conditions are satisfied as shown in step (508). The ISS stop conditions being a throttle position sensor value being less than a predetermined throttle position sensor value, an engine speed value being less than a predetermined engine speed value and an engine temperature value being less than a predetermined engine temperature value. If the ISS stop conditions are not satisfied, the switching device (404) remains in a closed state and power supply from the power energy module (401) is continuously supplied to the EMS-ECU (204) and thereby the engine (108) of the vehicle (100) is not stopped as shown in step (510).
[061] If the ISS stop conditions are satisfied in step (508), the ISG-ECU (202) sends the stop request signal to the switching device (404) as shown in step (512). After receiving the stop request signal from the ISG-ECU (202), the switching device (404) opens the circuit and a negative terminal of the switching device (404) gets grounded and the stop request signal is sent by the switching device (404) to the EMS-ECU (204) as shown in step (514). Once the EMS-ECU (204) receives the stop request signal, the EMS-ECU (204) turns off the engine (108) for a predetermined time as shown in step (516). The predetermined time being not more than 5 milliseconds in one embodiment. After turning off the engine (108), the ISG-ECU (202) continues to indicate the user that the engine (108) has been stopped due to ISS stop condition by keeping the ISS lamp in an ON state. Once the ISS conditions are met and the engine (108) is restarted by the ISG_ECU (202), the vehicle functions are controlled by the EMS-ECU (204) after the switching device (404) disconnects the ISG-ECU (202) from the power supply unit (401).
[062] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.
Reference Numerals:

100 Vehicle
102 Front Wheel
103 Pair of front forks
104 Front Fender
106 Head tube
108 Engine
110 Fuel tank
112 Seat
114 Pillion Handle
116 Rear Fender
118 Rear Wheel
120 Transmission System
122 Handle bar assembly
200 Seat Rails
202 ISG-ECU
204 EMS-ECU
300 Plurality of input and output ports
302 Cover unit
304 Mounting provisions
400 Engine Control System
401 Power energy Module
402 one or more engine control inputs
404 Switching Device
,CLAIMS:We Claim:
1. A vehicle (100) comprising:
two or more control units (202, 204);
a switching device (404);
wherein said switching device (404) being electrically connected between said two or more control units (202, 204) for connecting and disconnecting said two or more control units (202, 204) with each other.
2. The vehicle (100) as claimed in claim 1, wherein said two or more control units (202, 204) being and ISG-ECU, an EMS-ECU, and a VCU, and said switching device being a relay or a transistor.
3. The vehicle (100) as claimed in claim 1, wherein said switching device (404) being electrically integrated with at least one of said two or more control units (202, 204).
4. The vehicle (100) as claimed in claim 1, wherein said switching device (404) being externally connected through an electrical circuit to said at least one of said two or more control units (202, 204).
5. A control system (400) of a vehicle (100), said control system (400) comprising:
two or more control units (202, 204);
a power energy module (401); and
a switching device (404),
wherein
said power energy module (401) being capable of electrically energizing said two or more control units (202, 204) and said switching device (404);
said two or more control units (202, 204) being electrically connected to said switching device (404);
said switching device (404) being configured to electrically connect and disconnect said two or more control units (202, 204) from each other upon receiving one or more vehicle control inputs (402), wherein said vehicle control inputs (402) being configured to be received from a user of said vehicle (100).
6. The control system (400) as claimed in claim 5, wherein said two or more control units being an ISG-ECU (202), an EMS-ECU (204), and a VCU.
7. The control system (400) as claimed in claim 5, wherein said switching device (404) being a relay or a transistor.
8. The control system (400) as claimed in claim 5, wherein said one or more vehicle control inputs (402) being an ignition key output provided by said user during starting of said vehicle (100).
9. The control system (400) as claimed in claim 5, wherein said switching device (404) electrically connects at least one of said two or more control units (202, 204) with said power energy module (401) during a non-idling condition of said vehicle (100).
10. The control system (400) as claimed in claim 5, wherein
said switching device (404) electrically disconnects said at least one of said two or more control units (202, 204) upon receiving said one or more vehicle control inputs (402) during an idling condition of said vehicle (100) to perform an ISS stop;
said switching device (404) being electrically grounded and configured to allow a stop request signal to pass through at least one of said two or more control units (202, 204);
said at least one of said two or more control units (202, 204) being configured to stop an engine (108) of said vehicle (100) during ISS stop.
11. A method (500) for stopping a vehicle (100) through a control system (400), said method (500) comprising steps of:
checking ignition key is ON;
checking ISS enabling conditions and turning ON ISS lamp to indicate ISS mode is enabled;
checking for satisfaction of ISS stop condition;
closing connection of a switching device (404) and enabling supply of power to at least one of two or more control units (202,204) from a power energy module (401) during non-idling condition;
opening and grounding of said switching device (404), and said switching device (404) connecting said two or more control units (202, 204) with each other upon receiving a stop request signal during an idling condition;
stopping of said vehicle (100) by said at least one of said or more control units (202, 204);
indicating ISS mode enabled by turning ON ISS lamp after stopping said vehicle (100) by said at least one of said one or more control units (202, 204).
12. The method (500) as claimed in claim 11, wherein said ISS enabling conditions being a throttle position sensor value, an engine speed value and an engine temperature value being greater than a threshold throttle position sensor value, threshold engine speed value and a threshold engine temperature value.
13. The method (500) as claimed in claim 11, wherein said ISS stop conditions being said throttle position sensor value, said engine speed value and said engine temperature value being less than a predetermined throttle position sensor value, predetermined engine speed value and a predetermined engine temperature value.
14. The method (500) as claimed in claim 11, wherein said at least of said two or more control units (202, 204) being an ISG-ECU (202), an EMS-ECU (204), and a VCU, wherein said ISG-ECU (202) being configured to send said stop request signal to said switching device (404).
15. The method (500) as claimed in claim 14, wherein said stop request signal being received by at least one of said two or more control units (202, 204) through said switching device (404), wherein said at least one of said two or more control units (202, 204) being configured to stop said vehicle (100) during ISS stop mode.
16. The method (500) as claimed in claim 15, wherein said switching device (404) remains grounded and enables said at least one of said two or more control units (202, 204) to stop said vehicle (100) for a predetermined time.