Claims:We Claim:

1. A method for controlling a drive cycle of a vehicle, the method comprising:
receiving, by an Electronic Control Unit (ECU) of the vehicle, signals corresponding to speed of a vehicle and a distance of the vehicle with surrounding objects through sensing module;
predicting, by the ECU, operating state of the vehicle including acceleration state (A), deceleration state (D), coasting state (B), cruising state (E), creep state (C) and stationary state (S), based on the signals received from the one or more sensors;
operating, by the ECU, ancillaries associated with an internal combustion engine of the vehicle, in one of full operating mode (F), partial operating mode (P), normal operating mode (N) and non-operational mode (NO) based on the predicted operating state of the vehicle to control drive cycle of the vehicle.

2. The method as claimed in claim 1, wherein operating the ancillaries, by the ECU, in the fully operational mode (F) when the predicted operational state of the vehicle is the deceleration state (D).

3. The method as claimed in claim 1, wherein operating the ancillaries of the vehicle, by the ECU, in at least one of normal operational mode (N) and partial operational mode (P) when the predicted operational state of the vehicle is at least one of the acceleration state (A), cruising state (E), creep state (C) and coasting state (B).

4. The method as claimed in claim 1, wherein operating the ancillaries of the vehicle, by the ECU, in the non-operational mode (NO) when the predicted operational state of the vehicle is the stationary state (S).

5. The method as claimed in claim 1, wherein determining the driving environment of the vehicle, by the ECU, based on the speed of the vehicle.

6. The method as claimed in claim 5, wherein the driving environment of the vehicle is determined to be urban environment (U) when the speed of the vehicle is lesser than 60 kmph and the driving environment of the vehicle is determined to be highway environment (H) when the speed of the vehicle is greater than 60 kmph.

7. The method as claimed in claim 1, wherein the acceleration state (A) of the vehicle is predicted by the ECU, when the distance of the vehicle with surrounding objects is greater than a pre-determined value.

8. The method as claimed in claim 1, wherein the creep state (C) of the vehicle is predicted by the ECU, when the distance of the vehicle with the surrounding objects is greater than a pre-determined value and when the previous state of the vehicle is stationary (S).

9. The method as claimed in claim 1, wherein the deceleration state (D) of the vehicle is predicted by the ECU, when the distance of the vehicle with the surrounding objects is less than a pre-determined value.

10. The method as claimed in claim 1, wherein at least one of the coasting (B) and cruising states (E) of the vehicle is predicted by the ECU, when the distance of the vehicle with surrounding objects is equal to a pre-determined value.

11. A system for controlling a drive cycle of a vehicle, the system comprising:
an Electronic Control Unit (ECU) associated with an engine of the vehicle and commutatively coupled to one or more sensors, wherein the ECU is configured to:
receive, signals corresponding to speed of a vehicle and a distance of the vehicle with surrounding objects through the one or more sensors;
predict, operating state of the vehicle including acceleration state (A), deceleration state (D), coasting state (B), cruising state (E), creep state (C) and stationary state (S), based on the signals received from the one or more sensors; and
operate, by the ECU, ancillaries associated with an internal combustion engine of the vehicle, in one of full operating mode (F), partial operating mode (P), normal operating mode (N) and non-operational mode (NO) based on the predicted operating state of the vehicle to control drive cycle of the vehicle.

12. The system as claimed in claim 11, wherein the one or more sensors associated with the vehicle include an active cruise control system and a forward collision control system.
Dated 26th day of March 2020

GOPINATH A S
IN/PA 1852
OF K&S PARTNERS
AGENT FOR THE APPLICANT
, Description:FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
[See section 10 and rule 13]

TITLE: “A METHOD AND A SYSTEM FOR CONTROLLING A DRIVE CYCLE OF A VEHICLE”

Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.

Nationality: INDIAN

And
TATA MOTORS EUROPEAN TECHNICAL CENTRE PLC, of 18 Grosvenor Place, London, SWIX 7HS, London, United Kingdom;

Nationality: United Kingdom

The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD

Present disclosure generally relates to the field of automobiles. Particularly but not exclusively, the present disclosure relates to a controlling drive pattern of a vehicle. Further embodiments of the present disclosure disclose a method and system for controlling the drive cycle of the vehicle based on the predicted operation state of the vehicle to enhance the fuel efficiency of the vehicle.

BACKGROUND OF THE INVENTION

Traffic crowding is a condition in vehicular transport that often leads to vehicular movement with constant starts and stops at slower speeds. Traffic congestion or traffic jams are mostly prevalent in urban environments. Severe conditions of traffic congestion may be majorly observed in developing countries, where a majority of the population is concentrated in urban environments.

The user driving the vehicle in traffic congested regions often tend to follow a pattern where the user may have to wait before the traffic lights provide suitable indication for the movement of the vehicles. As seen from Fig. 1, which illustrates a typical driving behavior of the user of the vehicle in the traffic conditions. As evident, vehicle is initially in a stationary state (S) while waiting at a traffic light. Further, when the vehicle start moving after receiving a suitable indication from the traffic lights, the user accelerates (A) hard briefly and cruises (B) or coasts (E) for a very short period of time before braking hard and decelerating (D) to a stationary state (S). The user may have to wait again and repeat the whole process several times while they navigate through the traffic congested regions. In such driving conditions the user intermittently accelerates, cruises and brakes, and such actions may be environmentally harmful and may not particularly suitable for operating life of the vehicle. Such irregular acceleration and stopping of vehicles (especially at traffic lights) leads to increased fuel consumption. Consequently, increased fuel consumption or wasted fuel owing to increased idling, acceleration and braking further contributes to an ever-increasing carbon dioxide emissions and air pollution. Air pollution is a serious problem, as it increases not only environmental, but also economic and health risks.

A user may aggressively accelerate and decelerate to minimize trip time while navigating through traffic congested regions. Such driving behavior reduces fuel economy of the vehicle.
Further, as a result of idling in traffic and frequent acceleration and braking, wear and tear of the vehicle parts increases leading to more frequent repairs and replacements. Operating a vehicle in traffic congested regions increases the usage of oil and lubricants in the vehicle, since leaving the engine running in idle state for longer period of time causes more motor oil to be circulated and burnt up. Consequently, the frequency at which the oil in the vehicle has to be changed also increases drastically. Such, intermittent driving conditions not only reduce the fuel economy of the vehicle and increase the oil consumption in the vehicle, but also decrease the performance of the vehicle. Over time, idling can cause the head gasket, spark plugs, or cylinder rings and other critical components and parts of the vehicle to deteriorate and stop working. Further, idling does not allow the battery to be charged and drains the battery severely. Consequently, the overall maintenance costs of the vehicle increase over time.

Further, vehicles are employed with secondary components that are driven by the engine of the vehicle. These secondary components mainly assist in driving the vehicle smoothly and contribute towards improving the occupant comfort of the vehicle. The secondary components are known as ancillaries and may comprises of components such as alternator, HVAC systems, condenser fan, compressor fan etc. Conventionally, the power that was distributed to the ancillaries of the vehicle from the engine often remains fixed. The power supplied to the ancillaries may be constant at all times, though the vehicle is operated in conditions where the ancillaries may not require maximum operational power from the engine. Consequently, driving the ancillaries in a maximum operational state often leads to energy wastage and contribute towards a decrease in the fuel economy of the vehicle.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a method for controlling a drive cycle of a vehicle is disclosed. The method includes receiving signals corresponding to speed of a vehicle and a distance of the vehicle with surrounding objects through sensing module by an Electronic Control Unit (ECU) of the vehicle. The ECU predicts an operating state of the vehicle, where the operating states are acceleration state, deceleration state, coasting state, cruising state, creep state and stationary state. The ECU predicts the operating state of the vehicle based on the signals received from one or more sensors. The ECU further operates ancillaries associated with an internal combustion engine of the vehicle, in one of full operating mode, partial operating mode, normal operating mode and non-operational mode based on the predicted operating state of the vehicle, to control drive cycle of the vehicle.

In an embodiment of the disclosure, the ECU operates the ancillaries in the fully operational mode when the predicted operational state of the vehicle is the deceleration state.

In an embodiment of the disclosure, the ECU operates the ancillaries in at least one of normal operational mode and partial operational state when the predicted operational mode of the vehicle is at least one of the acceleration state, cruising state, creep state and coasting state.

In an embodiment of the disclosure, the ECU operates the ancillaries in a non-operational state when the predicted operational mode of the vehicle is the stationary state.

In an embodiment of the disclosure, the ECU determines the driving environment of the vehicle, based on the speed of the vehicle.

In an embodiment of the disclosure, the driving environment of the vehicle is determined to be urban environment when the speed of the vehicle is lesser than 60 kmph and the driving environment of the vehicle is determined to be highway environment when the speed of the vehicle is greater than 60 kmph.

In an embodiment of the disclosure, the acceleration state of the vehicle is predicted by the ECU, when distance of the vehicle with surrounding objects is greater than a pre-determined value.

In an embodiment of the disclosure, the creep state of the vehicle is predicted by the ECU, when the distance of the vehicle with surrounding objects is greater than a pre-determined value and when the previous state of the vehicle is stationary.

In an embodiment of the disclosure, the deceleration state of the vehicle is predicted by the ECU, when the distance of the vehicle with surrounding objects is lesser than a pre-determined value.

In an embodiment of the disclosure, at least one of the coasting and cruising states of the vehicle is predicted by the ECU, when the distance of the vehicle with surrounding objects is equal to a pre-determined value.

In one non-limiting embodiment of the disclosure, a system for controlling a drive cycle of a vehicle is disclosed. The system comprises of an Electronic Control Unit (ECU) associated with an engine of the vehicle and commutatively coupled to one or more sensors, wherein the ECU is configured to receive signals corresponding to speed of a vehicle and a distance of the vehicle with surrounding objects through one or more sensors. Further, an operating state of the vehicle is predicted, where the operating states are acceleration state, deceleration state, coasting state, cruising state, creep state and stationary state. The ECU predicts the operating state of the vehicle based on the signals received from one or more sensors. The ECU further operates ancillaries associated with an internal combustion engine of the vehicle, in one of full operating mode, partial operating mode, normal operating mode and non-operational mode based on the predicted operating state of the vehicle to control drive cycle of the vehicle.

In an embodiment of the disclosure, the one or more sensors associated with the vehicle include an active cruise control system and a forward collision control system.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 illustrates a graphical representation of the drive cycle in conventional vehicles.

Fig. 2 illustrates a comparative graph of the drive cycle in conventional vehicles and the vehicle employed with a method of the present disclosure.

Fig. 3a is a flowchart of the method for controlling the drive cycle, in accordance with an embodiment of the present disclosure.

Fig. 3b is a block diagram of the system for controlling the drive cycle, in accordance with an embodiment of the present disclosure.

Fig. 4 is a flowchart of the method of predicting the drive state of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 5 is a flowchart of the method of operating the ancillaries in a vehicle, when the vehicle is in a stationary state, in accordance with an embodiment of the present disclosure.

Fig. 6 is a flowchart of the method of operating the ancillaries and the engine in the creep state of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 7 is a flowchart of the method of operating the ancillaries and the engine in the acceleration state of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 8 is a flowchart of the method of operating the ancillaries and the engine in the cruising state of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 9 is a flowchart of the method of operating the ancillaries and the engine in the coasting state of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 10 is a flowchart of the method of operating the ancillaries and the engine in a decelerating state of the vehicle, in accordance with an embodiment of the present disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the method that is disclosed for controlling a drive cycle of a vehicle without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

Embodiments of the present disclosure discloses a method for controlling a drive cycle of a vehicle. Conventionally, user may aggressively accelerate and decelerate to minimize trip time while navigating through traffic congested regions and driving behavior reduces fuel economy of the vehicle.

Intermittent acceleration and braking also increases wear and tear of the vehicle parts, leading to more frequent repairs and replacements and other critical components of the vehicle deteriorate and may eventually stop working. Further, in conventional vehicles, the power supplied to the ancillaries was maintained constant throughout the vehicle operation, including the conditions where the ancillaries may not require maximum operational power from the engine. Consequently, driving the ancillaries in a maximum operational state often leads to energy wastage and contribute towards a decrease in the fuel economy of the vehicle.

Accordingly, the present disclosure discloses a method for controlling a drive cycle of a vehicle. The method may be employed in the vehicle without any requirement of new hardware elements, and the method may work based on the existing hardware including Engine management system, collision detection system, vehicle to vehicle, vehicle to infrastructure etc. similar systems. The method of the present disclosure includes receiving signals corresponding to speed of a vehicle and a distance of the vehicle with surrounding objects through one or more sensors by an ECU of the vehicle. The ECU predicts an operating state of the vehicle, where the operating states include acceleration state, deceleration state, coasting state, cruising state, creep state and stationary state. The ECU predicts the operating state of the vehicle based on the signals received from one or more sensors. The ECU further operates ancillaries associated with an internal combustion engine of the vehicle, in one of full operating mode, partial operating mode, normal operating mode and non-operational mode based on the predicted operating state of the vehicle. Such operation of the ancillaries based on the predicted state of operation of the vehicle reduces load on the engine, and thereby enhances the fuel economy.

The following paragraphs describe the present disclosure with reference to Figs. 2 to 10.

Fig. 2 illustrates a graphical representation of the drive cycle (Z) in conventional vehicles and the drive cycle (Z1) of the present disclosure. As evident from the figure. 2 in the conventional drive cycle there is a sudden increase or change in the peak with respect to acceleration (A), declaration (D), cruse (E) etc., whereas in the vehicle which is employed with the method of the present disclosure, the drive cycle may follow a smooth curve without any sudden acceleration, declaration, braking etc.. The method for improving the drive cycle (Z1) is further explained with greater detail in the following paragraphs.

Fig. 3a and 3b are a flowchart of the method and the system for controlling the drive cycle of the vehicle. Ancillaries (9) in the vehicle are typically components such as alternator, HVAC systems, condenser fan, compressor fan and other secondary components which assist in the smooth running of the vehicle and operation of peripheral components. A vehicle may comprise of an Advanced driver assistance system (ADAS) and/or vehicle-to-everything (V2X) communication system (1). A V2X system may further include a vehicle-to-vehicle communication (V2V), vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), and vehicle-to-network (V2N) communication systems. The ADAS system (1) may comprise of hardware components such as a sensing module (1). The sensing module (1) includes a plurality of sensors and a plurality of cameras that may be mounted at suitable locations on the vehicle. The sensing module (1) in the vehicle may also be configured to be used as an active cruise control, a forward collision control systems etc. These sensing module (1) may also provide signals regarding data such as the distance from the neighboring vehicles or the distance from the vehicle or other objects ahead. The sensors and the cameras may also procure signals regarding data such as the speed of the vehicle, pedestrian signs, distance from the divider, traffic light information and other information of all the objects surrounding a vehicle. This information such as the signals obtained from the plurality of sensors regarding the distance of the vehicle from the surrounding objects and other vehicles along with the speed of the vehicle is further received by an electronic control unit (ECU) (2). Further, based on the received data from the hardware components mounted onboard the vehicle, the ECU (2) may predict an operating state of the vehicle (3). Further based on the predicted operating state of the vehicle, the ECU may further operate the ancillaries (3) at a suitable mode. With reference to Fig. 3a, when the predicted state of operation is a deceleration state (D), the ECU (2) operates the ancillaries in a fully operational mode (F). Also, when the predicted state of operation is either of the acceleration (A), coasting (B), and cruising (E) states, the ECU (2) operates the ancillaries in partial mode (P). Further, when the predicted state of operation is creep (C) or stationary state (S), the ECU (2) operates the ancillaries in a partial (P) and a non-operational (NO) state respectively. With further reference to the Fig. 3(b), the ECU (2) initially receives signals from the sensing module (1) regarding aspects such as distance of the vehicle from the surrounding objects and other vehicles, the speed of the vehicle etc. Further, based on the received signal, the ECU (3) predicts the operating state of the vehicle and accordingly operates the ancillaries (9) and engine (10) of the vehicle. The aspects of predicting the operating state of the vehicle and the aspects of operating the ancillaries (3) based on the predicted operating state are explained with greater detail in the following paragraphs.

Fig. 4 is a flowchart of the method of predicting the operating state of the vehicle. The ECU, [not shown in the Fig. 4] initially receives the signal from the senor detecting the speed of the vehicle. The ECU further estimates if the detected speed of the vehicle is above a pre-determined value. In an exemplary embodiment, the pre-determined value of speed may be in the range of 50kmph to 70 kmph preferably 60 kmph. However, the value of the pre-determined speed must not be limited to 60kmph and may be varied to different suitable values. Further, after the ECU compares the detected speed of the vehicle with a pre-determined speed of the vehicle (herein 60 kmph), the ECU predicts if the vehicle is running in an urban environment (U) or in a highway environment (H). If the condition that the detected speed of the vehicle is greater than 60 kmph is identified to be true by the ECU, the ECU predicts the vehicle to be operating in a highway environment (H). Further, if the condition that the detected speed of the vehicle is greater than 60 kmph is identified to be false by the ECU, then the ECU predicts the vehicle to be operating in the urban environment (U).

When the vehicle is predicted to be running on a highway environment (H), the ECU further receives signals from the hardware components of the V2X system. The plurality of sensors and the cameras provide signals to the ECU, where the ECU accurately estimates the distance of the vehicle ahead and the vehicle or objects in the surrounding. The ECU may also estimate the speeds at which the neighboring vehicles are travelling. Based on the estimated distance of the neighboring vehicles, the ECU compares the estimated distance with a pre-determined distance to predict the operating state of the vehicle. The operating states of the vehicle may be classified into acceleration state (A), deceleration state (D), coasting state (B), cruising state (E), creep state (C) and stationary (S) state.

Further, when the gap or the distance of the vehicle ahead is estimated, the ECU compares the estimated distance with a pre-determined distance (X). When the gap is detected to be greater than the pre-determined distance (X), the ECU predicts the vehicle to be in either of the acceleration (A) or the creep state (C). The ECU further takes into consideration the previous operating state of the vehicle. If the previous operating state of the vehicle is detected to be the stationary state (S), and when the estimated distance of the vehicle ahead is greater than the pre-determined distance, the ECU predicts the vehicle to go into the creep state (C). Further, if the previous operating state of the vehicle is not the stationary state (S), and if the estimated distance of the vehicle ahead is greater than the pre-determined distance (X), the ECU predicts the vehicle to go into the acceleration state (A).

The ECU compares the estimated distance of the vehicle ahead with the pre-determined distance (X) and when the distance of the vehicle ahead is equal to the pre-determined distance (X), the ECU predicts the vehicle to be in a coasting state (B). Coasting (C) is an operational state of the vehicle, where the wheels of the vehicle are not being driven or propelled by the engine and usually occurs when either the clutch pedal is held down, or the gear lever is in the neutral position. When the estimated distance from the vehicle ahead remains equal to the pre-determined distance (X), the ECU may predict the vehicle to further go into a cruising state (C).

Further, when the ECU compares the distance of the vehicle ahead and when the estimated distance or the gap is found to be lesser than the pre-determined distance, the ECU predicts the operational state of the vehicle to the decelerating state (D).

With further reference to the aspect of the ECU comparing the current speed of the vehicle with a pre-determined speed i.e. 60 kmph. If the condition that the detected speed of the vehicle is greater than 60 kmph is identified to be false by the ECU, then the ECU predicts the vehicle to be operating in the urban environment (U). When the vehicle is detected to be operating in an urban environment (U), the ECU may further compare the current speed of the vehicle with another pre-determined value of speed. The pre-determined value of speed may herein be fixed to 2 kmph, however, the pre-determined value of speed may be varied suitably. When the ECU assesses the condition that the current speed of the vehicle is lesser than 2 kmph to be true, the ECU predicts the operational state of the vehicle to be a stationary state (S). Further, if the current speed of the vehicle is found to be greater than 2 kmph, the ECU re-checks the distance or the gap of the vehicle ahead. As mentioned in the above paragraphs, the ECU may further compare the distance of the vehicle ahead with the pre-determined distance (X) to predict either of the acceleration (A), stationary (S), deceleration (D), creep (C), coasting (B) and cruising (E) operational states of the vehicle.

In an embodiment of the disclosure, the pre-determined distance and the pre-determined speed with which the distance of the of the vehicle ahead and the current speed of the vehicle are compared respectively by the ECU, may be varied by suitable changes in operational logic stored in the ECU of the system.

In an embodiment of the disclosure, the pre-determined distance and the pre-determined speed with which the distance of the of the vehicle ahead and the current speed of the vehicle are compared respectively by the ECU, may be varied by the user. The vehicle may be provided with suitable commutative interface for varying the pre-determined distance and the pre-determined speed.

In an embodiment of the disclosure, the pre-determined distance with which the distance of the of the vehicle ahead is compared by the ECU may be different in urban (U) and highway (H) environment.

In an embodiment of the disclosure, the pre-determined speed with which the current speed of the vehicle ahead is compared by the ECU may be different in urban (U) and highway (H) conditions environment.

Fig. 5 is a flowchart of the method of operating the ancillaries at different modes in the vehicle, when the vehicle is in a stationary state (S). The operating modes for the ancillaries in the vehicles may be classified as a full operating mode (F), partial operating mode (P), normal operating mode (N) and non-operational mode (NO). Operating the ancillaries in any of the above modes based on the predicted operating state of the vehicle is further explained in detail in the following paragraphs.

Any vehicle may comprise of several components or ancillaries that draw current from the vehicle battery, while the engine or ignition switch is off. These components may be active on or may even draw power when not active or switched off. This consumption of power from these components while the engine or the ignition remains off is known as parasitic loads. With further reference to Fig. 2 and 5, when the vehicle is in a stationary state (S), the power supply to all the ancillaries in the vehicle is cut-off for improving the fuel economy of the vehicle. Thus, all the ancillaries remain in a non-operational mode (NO) when the vehicle is in a stationary operating state (S) as seen from Fig. 2. However, the vehicle may comprise few critical components which maintain the fuel pressure, the exhaust temperature, the condenser temperature in an HVAC system, the battery voltage etc. The reduction in the fuel pressure directly affects the restart time of the vehicle and a variation in the exhaust temperature affect the emissions from the vehicle. Further, prolonged non-operational mode (NO) of the condenser fan during the stationary state (S) of the vehicle, increases the condenser temperature and thereby the HVAC unit in the car may not be able to cool the cabin sufficiently. Hence, power supply to these critical components in the vehicle is vital. The critical components which maintain the fuel pressure, the battery voltage and the exhaust temperature may be suitably monitored by a fuel (5), battery (6) and an emission state monitor (7) respectively. Further, a HVAC monitor (8) may suitably check the condenser temperature, the fan state, the HVAC demand inside the vehicle and the pressure in the HVAC unit. The above-mentioned fuel, battery, emission state and HVAC monitors (8) may constantly monitor the operating states of the respective components and these monitors may be further commutatively be associated with the ECU in the vehicle. The ECU may receive the inputs of the current operational state of the fuel pressure, battery voltage, exhaust temperature and other HVAC variables (condenser temperature, the fan state, the HVAC demand inside the vehicle and the pressure in the HVAC unit) from the fuel (5), battery (6), emission state (7) and HVAC monitors (8) respectively. The received inputs or signals may further be compared with a set pre-determined operational values of fuel pressure, battery voltage, exhaust temperature and other HVAC variables. Further, based on the comparison, when any deviation from the pre-determined value in the current operational state of the fuel pressure, battery voltage, exhaust temperature and other HVAC variables is observed, the ECU may restart the engine and thereby enable the parasitic load. Thus, when an irregular operational condition is observed in any of the above critical components, the ECU intervenes to restart the engine and supply power to the critical components, thereby stabilizing the fuel pressure, the battery voltage, the exhaust temperature and the other HVAC variables.

In another embodiment, the above mentioned components which maintain the fuel pressure, the battery voltage, the exhaust temperature etc. must not be the only components which may be defined as the ancillaries. Any secondary components which assist in the functioning of the vehicle may be considered as ancillaries and all of these secondary components may be operated by the ECU in either of the full operating mode (F), partial operating mode (P), normal operating mode (N) and non-operational mode (NO) based on the predicted operating state of the vehicle.

Fig. 6 is a flowchart of the method of operating the ancillaries and the engine in creeping state (C) of the vehicle. When the gap or the distance of the vehicle ahead is estimated, the ECU compares the estimated distance with a pre-determined distance (X). When the gap is detected to be greater than the pre-determined distance (X), the ECU predicts the vehicle to be in the acceleration state (A). Further, when the estimated distance of the vehicle ahead is lesser than the pre-determined distance, the ECU checks the road conditions. Based on the input signals from the hardware components of the V2X system, the ECU detects if any impediments exist along the path of the vehicle. Further, if there are no impediments in the path of the vehicle, then the vehicle is predicted to accelerate (A), whereas if there exists any impediments along the path of the vehicle, then the ECU predicts the vehicle to operate in a creeping state (C). With further reference to Fig. 2, when the vehicle operates in the creeping state (C), the ECU operates the ancillaries of the vehicle in a partial mode (P). The partial mode (P) of ancillary operation may involve supplying power to few critical components such as the power steering and the brakes. The ECU may operate only a select few components during a partial (P) operational mode, whereas the majority of the power generated by the engine is used for driving the vehicle.

Fig. 7 is a flowchart of the method of operating the ancillaries and the engine in the accelerating state (A) of the vehicle. The ECU compares the estimated distance of the vehicle ahead with the pre-determined distance (X) and when the distance of the vehicle ahead is equal to the pre-determined distance (X), the ECU predicts an acceleration state (A) of the vehicle. Further, the ECU compares the estimated distance of the vehicle ahead with the pre-determined distance (X) and when the distance of the vehicle ahead is equal to the pre-determined distance (X), the ECU predicts the vehicle to be in a coasting state (B). When the distance of the vehicle ahead is equal to the pre-determined distance (X), the ECU selects a suitable value of fuel to be injected from a matrix of values in a throttle map. Further, when the ECU compares the distance of the vehicle ahead and when the estimated distance or the gap is found to be lesser than the pre-determined distance, the ECU checks the road conditions for any impediments along the path. If the signals from the hardware components of the V2X communication system are indicative of any obstructions or any impediments along the path, the ECU predicts the vehicle to decelerate and if no impediments are detected, the ECU predicts the vehicle to accelerate.

With reference to Fig. 2, when the vehicle is operational in acceleration state (A), the ECU operates the ancillaries in the normal mode (N). Further, only a few of the required ancillaries are operated during the normal mode (N). The ancillaries in the normal mode (N) are under operated or are not operated to their maximum power, instead the ancillaries may be operated based on the requirement. Further, the user may at times tend to accelerate too hard when there exists sufficient distance from the vehicle ahead. However, such sudden acceleration of the vehicle may not be necessary, and the fuel economy of the vehicle also reduces when the user accelerates hard. Accordingly, when the user tends to over accelerate the ECU intervenes and keeps the vehicle at steady pace of acceleration. The ECU may enable the steady acceleration of the vehicle by controlling parameters such as the fuel injection.

Now referring to Fig. 8 which is a flowchart of the method of operating the ancillaries and the engine in the cruising (E) state of the vehicle. During the cruising state (E), the vehicle maintains a constant speed and only few of the ancillaries in the vehicle may be operated by the ECU. Ancillaries such as the HVAC unit may be operated by the ECU during a cruising state (E). The ancillaries in the cruising state (E) of the vehicle may also operate in the normal mode (N) as seen from Fig. 2. The ECU may further constantly check the distance or the gap of the vehicle ahead and when the gap of the vehicle ahead is lesser than a pre-determined distance (X), the ECU predicts the vehicle to decelerate, whereas when the condition of the gap being lesser than the pre-determined distance is false, the ECU predicts the vehicle to cruise (E).

The user may sometimes tend to un-necessarily accelerate when the vehicle is cruising at a constant speed. The un-necessary acceleration or braking only leads to the wastage of fuel and it is desirable to maintain the vehicle in the cruising state (E) for a prolonged periods of time. Thus, when the user un-necessarily accelerates or wishes to go faster when the vehicle is cruising, the ECU intervenes and prevents the user from accelerating by maintaining the vehicle at the constant cruising speed. A pre-determined speed may be fixed, in accordance with which the cruising speed in maintained irrespective of the increased acceleration by the user. The vehicle may remain within this pre-determined cruising speed even when the user tends to go faster.

Fig. 9 is a flowchart of the method of operating the ancillaries and the engine in the coasting state (B) of the vehicle. The ECU compares the estimated gap of the vehicle ahead with a pre-determined distance (X). When the condition that the gap of the vehicle ahead is found to be greater than or equal to the pre-determined distance, the vehicle is predicted to be in the previous state of operation and the ECU re-checks the gap of the vehicle ahead. Further, when the condition that the gap of the vehicle ahead is greater than or equal to the pre-determined distance is found to be false or when the gap is lesser than the pre-determined distance, the ECU predicts the vehicle to coast (B). Similar to the cruising state (E), the ancillaries in the coasting state (B) are also operational in the normal mode (N) as seen from Fig. 2.

Fig. 10 is a flowchart of the method of operating the ancillaries and the engine in a decelerating state (D) of the vehicle. When the ECU predicts the vehicle to operate in a decelerating state (D), the ECU operates the ancillaries in a fully operational mode (F) as seen from the Fig. 2. Since, brakes are applied during the deceleration state (D), any power that is supplied to the wheels will be useless. Accordingly, the ECU operates all the ancillaries in a maximum operational mode or a fully operational mode (F) and a majority of the energy generated by the engine is used to operate the ancillaries while a very modest amount of energy from the engine may be used to drive the vehicle. When a deceleration state (D) of the vehicle is predicted, the alternator of the vehicle is operated in a fully operational mode (F), the HVAC unit of the vehicle is run to an overcool mode where the condenser fan is operated at maximum speed for cooling the condenser and the compressor fan may also be operated at maximum speed. Since, no energy is required to drive the vehicle during a deceleration state (D), the ECU operates all the ancillaries of the vehicle in the fully operational mode (F) so that the majority of the power generated by the engine is used for driving the ancillaries. Further, scenarios such as sudden braking by the user is avoided since the vehicle would have been travelling at a constant cruising speed and since the ECU prevents the user from over accelerating and un-necessarily accelerating during the acceleration state (A) and the cruising state (E) respectively, the need for braking hard or applying sudden brakes is also inherently avoided. Thus, the ECU not only operates the ancillaries in various operating modes based on the predicted operating states of the vehicle, but also moderates the behaviour of the user. Further, when the vehicle decelerates, the ECU may check the speed of the vehicle. If the speed of the vehicle is found to be lesser than 2 kmph, the ECU predicts a stationary state (S) of the vehicle and if the speed of the vehicle is not found to be lesser than 2 kmph, the ECU may continue to operate the ancillaries in the fully operational mode (F) unit the vehicle reaches the stationary state (S).

In an embodiment of the disclosure, the user interface of the vehicle may be provided with an operational mode for activating the above method of operating the ancillaries at different modes based on the predicted operating state of the vehicle. (E.g.: selection of a fuel economy mode on an interface by the user may enable the vehicle to operate in the above-mentioned method).

In an embodiment of the disclosure, operating the ancillaries at different modes based on the predicted operating state of the vehicle, enables the drive cycle (Z1) to be smoothened out as seen from the Fig. 2. The smooth curve of the drive cycle is indicative of the slick operation of the engine in traffic congested regions where the user has to stop and start the vehicle multiple times. Consequently, the smooth running of the engine also provides an improved fuel economy.

In an embodiment of the disclosure, the durability of various components in the vehicle may be increased since the sudden acceleration, sudden braking and increased idle time of the vehicle is effectively avoided.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numerals Description
A Acceleration state
B Coasting state
C Creep state
D Deceleration state
E Cruising state
S Stationary state
NO Non-operating mode of the ancillaries
P Partially operating mode of the ancillaries
N Normal operating mode of the ancillaries
F Fully operating mode of the ancillaries
1 Sensing module in the vehicle
2 ECU receiving signals from the sensing module
3 ECU predicting the operating state of the vehicle and operating the ancillaries
4 ECU operating the ancillaries
H Vehicle running on the highway
U Vehicle operating in urban conditions
5 Fuel monitoring unit
6 Battery monitoring unit
7 Emission monitoring unit
8 HVAC monitoring unit
9 Ancillaries
10 IC engine