DESC:TECHNICAL FIELD
[001] The present invention generally relates to a field of automotive safety and more
particularly, the present invention relates to a system and method for controlling speed
limiting mode of a vehicle in order to ensure safety of a driver driving the vehicle.
5
BACKGROUND OF INVENTION
[002] The following description includes information that may be useful in
understanding the present invention. It is not an admission that any of the information
provided herein is prior art or relevant to the presently claimed invention, or that any
10 publication specifically or implicitly referenced is prior art.
[003] Speed limiting mode of vehicle (also known as “limp mode” or “limp home
mode”) is a security feature provided in vehicle which automatically activates when
control unit of the vehicle determines a fault with one or more components of the
15 vehicle. Conventionally, upon its activation, the speed of the vehicle is reduced to a
preset value in order to avoid any possible safety concerns that may arise due to the
fault determined by the control unit. There exist many scenarios in which the speed
limiting mode gets activated. Some of these include failure of one or more sensors
associated with the components of vehicle and failure of the tell-tale indicators used
20 for indicating the failure of the one or more sensors etc. For instance, an issue with the
engine temperature will be determined by the temperature sensor and notified to a
driver of the vehicle via a tell-tale indicator provided on the display panel. Generally,
if such a situation occurs, the vehicle automatically goes into the speed limiting mode,
and also the driver will be aware of the speed reduction. However, there may be a
25 situation where along with the temperature sensor, the corresponding tell-tale indicator
also fails, and therefore, the driver has no means of knowing of the fault. In such a
scenario also, the vehicle will automatically go into the speed limiting mode.
[004] With respect to two-wheeler vehicles, a very common issue arises due to the
30 side-stand of the vehicle. Many times, it is observed that the side-stand is in an extended
position even when a rider is riding the two-wheeler vehicle which can prove to be
3
detrimental to rider’s safety. Hence, a side-stand sensor along with a corresponding
side-stand tell tale indicator (SS-TTI) is provided on the display panel of the twowheeler
vehicle in order to detect such a situation and notify the rider of the side stand
extended position. However, it may so happen that the side-stand sensor and/or the telltale
indicator fails. In such a situation, 5 there is no way for the rider to know that the
side-stand is in the extended position. To avoid any risks to the rider’s safety,
conventionally when such situation happens, the two-wheeler vehicle is automatically
brought into the above-described speed limiting mode and the speed of the vehicle is
reduced to a preset value.
10
[005] However, there are certain drawbacks to this automatic activation of the speed
limiting mode. For instance, in scenarios where the rider is riding on a highway where
generally vehicles move at greater speed, for example 70km/h or 80km/h, a sudden
reduction in the two-wheeler vehicle’s speed, especially when the rider is in the middle
15 of the road can cause serious harm than being useful. Similarly, when the rider intends
to overtake another vehicle, automatic activation of the speed limiting mode can again
prove to be detrimental rather than advantageous. There may exist many other scenarios
where the automatic activation of speed limiting mode upon detection of a fault can
prove to be disastrous rather than advantageous.
20
[006] Hence, there exists a need for a technique to strategically decide on controlling
the speed limiting mode in order to ensure rider’s safety.
SUMMARY OF INVENTION
25 [007] The present disclosure overcomes one or more shortcomings of the prior art and
provides additional advantages discussed throughout 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.
30
[008] In one non-limiting embodiment of the present disclosure, a method of
controlling a speed limiting mode of a vehicle is disclosed. The method comprises
4
determining an operation failure of any one of at least one sensor among a plurality of
sensors and an indicator associated with the at least one sensor. Upon determining the
operation failure, the method further comprises determining a vehicle speed of the
vehicle. The method further comprises preventing an activation of the speed limiting
mode when the vehicle speed is above a preset 5 speed value corresponding to the speed
limiting mode, and the vehicle determined to be in an accelerated state of motion.
[009] In one non-limiting embodiment of the present disclosure, the method further
comprises configuring the vehicle in the speed limiting mode when the vehicle is
10 determined by an electronic control unit in a decelerated state of motion.
[0010] In one non-limiting embodiment of the present disclosure, the method of
configuring the vehicle in the speed limiting mode further comprises controlling the
vehicle speed to attain the preset speed value corresponding to the speed limiting mode
15 based on a calibration map.
[0011] In one non-limiting embodiment of the present disclosure, wherein the
calibration map comprises a three-dimensional map between a plurality of enginerelated
parameters.
20
[0012] In one non-limiting embodiment of the present disclosure, wherein the plurality
of engine-related parameters comprises at least one of an engine RPM (revolutions per
minute), a throttle position and a gear position.
25 [0013] In one non-limiting embodiment of the present disclosure, wherein controlling
the vehicle speed further comprises gradually limiting speed of the vehicle, after the
vehicle goes into the speed limiting mode, up to the preset speed value even if the
vehicle again goes into the accelerated state of motion.
30 [0014] In one non-limiting embodiment of the present disclosure, wherein the at least
one sensor and the indicator associated with the at least one sensor, for which the
5
operation failure is determined, is a side stand sensor and a side stand indicator
respectively.
[0015] In one non-limiting embodiment of the present disclosure, wherein the
accelerated state of motion and the decelerated 5 state of motion of the vehicle is
determined based on input received from any one of a speed sensor, a throttle position
sensor, or an engine rotation sensor.
[0016] In one non-limiting embodiment of the present disclosure, a system of
10 controlling a speed limiting mode of a vehicle is disclosed. The system comprises a
vehicle speed sensor configured to determine a vehicle speed of the vehicle. The system
further comprises an engine control unit (ECU) in communicatively coupled with the
vehicle speed sensor, configured to, determine an operation failure of any one of at
least one sensor among a plurality of sensors and an indicator associated with the at
15 least one sensor. Upon determining the operation failure, the ECU is further configured
to prevent an activation of the speed limiting mode when the vehicle speed is above a
preset speed value corresponding to the speed limiting mode, and the vehicle
determined to be in an accelerated state of motion.
20 [0017] In one non-limiting embodiment of the present disclosure, wherein the ECU,
after determining the vehicle in a decelerated state of motion, further configures the
vehicle in the speed limiting mode.
[0018] In one non-limiting embodiment of the present disclosure, wherein the ECU
25 automatically configures the vehicle speed to attain a preset speed value corresponding
to the speed limiting mode based on a calibration map.
[0019] In one non-limiting embodiment of the present disclosure, wherein the
calibration map comprises a three-dimensional map between a plurality of engine30
related parameters.
6
[0020] In one non-limiting embodiment of the present disclosure, wherein the plurality
of engine-related parameters comprises at least one of an engine RPM (revolutions per
minute), a throttle position and a gear position.
[0021] In one non-limiting embodiment 5 of the present disclosure, wherein the ECU
controls the vehicle speed by gradually limiting speed of the vehicle, after the vehicle
goes into the speed limiting mode, up to the preset speed value even if the vehicle again
goes into the accelerated state of motion.
10 [0022] In one non-limiting embodiment of the present disclosure, wherein the at least
one sensor and the indicator associated with the at least one sensor, for which the
operation failure is determined, is a side stand sensor and a side stand indicator
respectively.
15 [0023] In one non-limiting embodiment of the present disclosure, wherein the
accelerated state of motion and the decelerated state of motion of the vehicle is
determined based on input information received from any one of a speed sensor, a
throttle position sensor, or an engine rotation sensor.
20 [0024] 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.
25 BRIEF DESCRIPTION OF DRAWINGS
[0025] The embodiments of the disclosure itself, 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 drawings. One or more embodiments are now described, by
30 way of example only, with reference to the accompanying drawings in which:
7
[0026] Figure 1 depicts an exemplary environment 100 depicting a scenario to
implement controlling a speed limiting mode of a vehicle, in accordance with an
embodiment of the present disclosure;
[0027] Figure 2 depicts a block diagram 200 5 of a system for controlling a speed
limiting mode of a vehicle, in accordance with an embodiment of the present
disclosure;
[0028] Figure 3 illustrates a method 300 for controlling a speed limiting mode of a
10 vehicle, in accordance with an embodiment of the present disclosure; and
[0029] Figure 4 illustrates a method 400 for activating a speed limiting mode of a
vehicle, in accordance with an embodiment of the present disclosure.
15 [0030] The figures depict 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 structures and methods illustrated herein may be
employed without departing from the principles of the disclosure described herein.
20 DETAILED DESCRIPTION
[0031] The foregoing has broadly outlined the features and technical advantages of the
present disclosure in order that the detailed description of the disclosure that follows
may be better understood. 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
25 modifying or designing other structures for carrying out the same purposes of the
present disclosure.
[0032] The novel features which are believed to be characteristic of the disclosure, both
as to its organization and method of operation, together with further objects and
30 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
8
description only and is not intended as a definition of the limits of the present
disclosure.
[0033] Disclosed herein is a method and system for controlling a speed limiting mode
of a vehicle. As described above, the speed limiting mode 5 of a vehicle (also referred as
“limp mode” or “limp home mode”) is a security feature provided in vehicle which
automatically activates when the control unit of the vehicle determines a fault with one
or more components of the vehicle. Upon activation of the speed limiting mode (may
also referred to as “SL mode” in the disclosure), the speed of the vehicle is reduced to
10 a preset speed value in order to avoid any possible safety concerns that may arise due
to the fault determined by the control unit. Particularly, with respect to two-wheeler
vehicles, a very common issue arises due to the side-stand of the vehicle. Many times,
it is observed that the side-stand is in an extended position even when a rider is riding
the two-wheeler vehicle which can prove to be detrimental to rider’s safety. Hence, a
15 side-stand sensor along with a corresponding side-stand tell-tale indicator (SS-TTI) is
provided on the display panel of the two-wheeler vehicle in order to detect such a
situation and notify the rider of it. Though this specification, for simplicity, will refer
the side-stand sensor and its corresponding side-stand tell-tale indicator (SS-TTI) as an
example, those of ordinary skill in the art will appreciate that the techniques of the
20 present disclosure may be implemented for various sensors and their corresponding
indicators. It may so happen that the side-stand sensor and/or the tell-tale indicator fails.
In such a situation, there is no way for the rider to know that the side-stand is in the
extended position. To avoid any risks to the rider’s safety, conventionally when such a
situation happens, the two-wheeler vehicle is automatically brought into a speed
25 limiting mode and the speed of the vehicle is reduced to a preset speed value.
[0034] However, there are certain drawbacks to this automatic activation of the speed
limiting mode. For instance, in scenarios where the rider is riding on a highway where
generally vehicles move at a greater speed – for example 70km/hr or 80km/hr, a sudden
30 reduction in the two-wheeler vehicle’s speed, especially when the rider is in the middle
of the road can cause serious harm than being useful. Similarly, when the rider intends
9
to overtake another vehicle, automatic activation of the speed limiting mode can again
prove to be detrimental rather than advantageous. There may exist many other scenarios
where the automatic activation of speed limiting mode upon detection of a fault can
prove to be disastrous rather than advantageous.
5
[0035] The present disclosure understands this problem and provides a solution to
judiciously control the automatic activation of the speed limiting mode. To do so, the
present disclosure before activating the speed limiting mode, determines whether the
vehicle is accelerating or deaccelerating and prevent activation of the speed limiting
10 mode if the vehicle is accelerating in order to avoid any possible safety concerns that
may arise due to automatic activation of speed limiting mode without consideration of
the situation in which the rider is riding the vehicle.
[0036] It may further be noted that the present disclosure is described for two-wheeler
15 vehicles and therefore, the term “vehicle” used hereafter for two-wheeler vehicle.
Further, the term “rider” may be interchangeably used in place of “driver”. However,
it may be noted that the techniques of the present disclosure may be implemented in
different types of vehicle such as three-wheeler and four-wheeler vehicles.
20 [0037] Figure 1 shows an exemplary environment 100 depicting a scenario to
implement controlling a speed limiting mode of a vehicle, in accordance with an
embodiment of the present disclosure.
[0038] The detailed explanation of the exemplary environment 100 is explained in
25 conjunction with Figure 2 that shows a block diagram a system 201 for controlling a
speed limiting mode of a vehicle, in accordance with an embodiment of the present
disclosure.
[0039] In one implementation, the system 201 comprises an Electronic Control Unit
30 (ECU) 202 coupled with a plurality of sensors 208. However, it may be worth noted
that in some embodiments, the plurality of sensors 208 (as shown with dotted lines)
may also be a part of the system 201. Further, the plurality of sensors 208 are coupled
10
to a corresponding plurality of tell-tale indicators (TTIs) 218 provided on a display
panel 102 of the vehicle. In one embodiment, the system 201 also comprises a processor
204 communicatively coupled to the ECU 202 and a memory 206. Further, the memory
206 may store preset speed value and a calibration map. The significance and use of
each of the stored quantities 5 is explained in the upcoming paragraphs of the
specification. The processor 204 may be implemented as one or more microprocessors,
microcomputers, microcontrollers, digital signal processors, central processing units,
state machines, logic circuitries, and/or any devices that manipulate signals based on
operational instructions. Among other capabilities, the processor 204 is configured to
10 fetch and execute computer-readable instructions stored in the memory 206. In other
embodiment, the processor 204 may be capable of performing various operations of the
ECU 202. Further, in one embodiment, the plurality of sensors 208 comprises a sidestand
sensor 210, a vehicle speed sensor 212, a throttle position sensor 214, a gear
position sensor 216, and an engine rotation sensor 220. It may however be noted that
15 the plurality of sensors 208 mentioned herein are merely exemplary and may include
additional sensors. Further, in one embodiment, the plurality of TTIs 218 comprises an
audio indicator, a visual indicator, or a combination thereof.
[0040] Now referring to Figure 1, the environment 100 depicts a possible scenario to
20 implement controlling of speed limiting mode of the vehicle. It may however be noted
by a skilled person that the scenario described herein is merely exemplary and the
system 200 may be implemented in various other scenarios. The depicted scenario
illustrates a vehicle 106 moving on a road. The side stand of the vehicle is in an
extended position as shown in Fig. 1. Further, the environment 100 depicts that the side
25 stand sensor 210 and/or the corresponding side stand tell-tale indicator (SS-TTI) 104
of the plurality of TTIs 218 are operatively failing. The operation failure of the side
stand sensor 210 and/or the corresponding side stand tell-tale indicator (SS-TTI) 104
is detected by the ECU 202. Now, in a conventional situation when the ECU 202 detects
said operation failure, it automatically activates the speed limiting mode in order to
30 reduce the speed of the vehicle to a preset speed value already stored in the memory
206.
11
[0041] However, in accordance with the present disclosure, the ECU 202 simply does
not activate the speed limiting mode on detection of said failure. Instead, upon detecting
said operation failure, the ECU 202 may be configured to determine speed of the
vehicle and further determines whether a current vehicle speed value of the vehicle 106
exceeds the preset speed value corresponding 5 to the speed limiting mode and whether
the vehicle is also in an accelerated state of motion. If the current vehicle speed value
does not exceed the preset speed value, the ECU 202 goes ahead and simply activates
the speed limiting mode. However, if the current vehicle speed value of the vehicle 106
exceeds the preset speed value and the vehicle is also found in the accelerated state of
10 motion, the ECU 202 does not activate the speed limiting mode immediately but instead
makes further determinations. For instance, as shown in the exemplary environment
100, the vehicle 106 is attempting to overtake another vehicle. It may be noted that
another vehicle may be a two-wheeler, a three-wheeler, or a four-wheeler vehicle, or
an eight-wheeler, or similar. Conventionally, it is well-known that whenever a vehicle
15 tries to overtake another vehicle, the vehicle tends to increase its speed. Therefore,
when the vehicle 106 is attempting to overtake the another vehicle, the rider of the
vehicle 106 would be increasing the speed of the vehicle 106 to do so or the vehicle
106 would be in an accelerated state of motion. Hence, the ECU 202 before activating
the speed limiting mode determines whether the vehicle is an accelerated state of
20 motion or a deaccelerated state of motion. Since, according to exemplary environment
100, the vehicle 106 is in an accelerated state of motion as it is trying to overtake
another vehicle, the ECU 202 may be configured to “prevent” activation of the speed
limiting mode in order to avoid any possible safety concern that may arise due to speed
limiting while overtaking. It may be understood to a person skilled in the art that the
25 safety concern is broadly related to an accident which might occur due to the activation
of SL mode considering a scenario when the driver wants to overtake the vehicle and
suddenly SL mode is activated to limit the speed, thereby not allowing the vehicle to
have sufficient acceleration required for overtaking. Those of ordinary skill in the art
will appreciate that the above described safety concern or scenario is merely an
30 example to show the importance of strategically controlling the SL mode (when to
12
activate and when not to activate), and there may be different scenarios in which the
technique disclosed in the present disclosed will be implemented.
[0042] Now, once the vehicle 106 has overtaken the another vehicle, the rider of the
vehicle 106 would most likely reduce the speed 5 of the vehicle 106 and therefore, the
vehicle 106 will be in a deaccelerated state of motion. In such a scenario, the ECU 202
may be configured to activate the speed limiting mode in order to reduce the speed of
the vehicle 106 till it attains the preset speed value. In other words, the ECU 202 may
be configured to enable the speed limit mode when the vehicle starts approaching
10 towards the decelerated state of motion and after being in the accelerated state (when
the overtaking is done and now the driver don’t require the vehicle to go into the
accelerated state), the SL mode can be “safely activated”.
[0043] Now even if the vehicle again goes into the accelerated state of motion after
15 activating the SL mode, the ECU 202 may be configured to gradually reduce vehicle
speed up to the preset speed value. In some embodiments, the accelerated state of
motion and the decelerated state of motion of the vehicle may be determined based on
input information received from any one of a speed sensor, a throttle position sensor,
or an engine rotation sensor. However, other related sensors apart from these sensors
20 may be present to perform the desired functionality.
[0044] Now, in accordance with the exemplary embodiment, the preset speed value
may be calculated based on a calibration map prestored in the memory 206. The
calibration map may illustrate a three-dimensional map between a plurality of engine25
related parameters including but not limited to engine RPM (revolutions per minute),
throttle position and gear position. The calibration map helps to decide the preset speed
value and a damp rate required to attain the preset speed value. In one embodiment, the
damp rate describes a rate at which the current vehicle speed value of the vehicle 106
should be reduced in order to safely attain the preset speed value.
13
[0045] Further, in order to understand how the preset speed value is calculated based
on the calibration map an exemplary scenario is described with a help of a table shown
below:
Calibration Map
Actions Engine-related parameters
X (Gear Position) Y (RPM) Z (Throttle
position )
Safely activate
SL mode
1 1-1.5 * 1000 20
Safely activate
SL mode
3 1.5-2* 1000 Below or equal to
20
Prevent
activation of
SL mode
5 2-3*1000 Above 60
5
In the above table, “X” denotes gear position value of the vehicle, “Y” denotes
revolution per minute (RPM) values, and “Z” denotes throttle position values (or
speed). Considering a scenario where the vehicle is in fifth gear, RPM showing 2-
3*1000, and accelerating above 60KM/hr, it may be a case where the vehicle is
10 overtaking another vehicle in parallel direction or doing any activity which requires
more speed to complete it. Now, the ECU 202 upon determining the operation failure
of any one of a tell-tale indicator and at least one sensor of plurality of sensor will
prevent or disable activation of the speed limiting mode such that the vehicle may
safely overtake another vehicle. Once the overtaking is completed now the vehicle
15 comes in a deaccelerated state of motion (i.e., now the driver don’t require high speed
for performing any such activity), where the vehicle is in third gear position, RPM
showing 1.5-2*1000 and accelerating equal to or less than 20KM/hr, the ECU 202 will
activate the SL mode. It may be worth noted to a person skilled in the art this is merely
an exemplary scenario taken to understand the invention with an ease in accordance
20 with the present disclosure and should not be taken into limiting sense.
14
[0046] This way, the technique disclosed in the present disclosure provides two-fold
technical advantages – first, by preventing the activation of SL mode when the driver
required more speed while performing any driving activity (e.g., overtaking), and
second, by safely activating the SL mode when the conditions are favourable, and
driver don’t require more speed 5 while driving or when driver is not performing such
emergency driving activity like overtaking.
[0047] Figure 3 depicts a method 300 for controlling a speed limiting mode of a
vehicle, in accordance with an embodiment of the present disclosure. The method 300
10 may be described in the general context of computer executable instructions. Generally,
computer executable instructions may include routines, programs, objects,
components, data structures, procedures, modules, and functions, which perform
specific functions or implement specific abstract data types.
15 [0048] The order in which the method 300 is described is not intended to be construed
as a limitation, and any number of the described method blocks may be combined in
any order to implement the method. Additionally, individual blocks may be deleted
from the methods without departing from the spirit and scope of the subject matter
described.
20
[0049] Further, the method 300 is implemented in a scenario where while the vehicle
106 is in motion, the side-stand sensor 210 and the SS-TTI 104 operatively fail.
[0050] At block 302, the method 300 may include determining an operation failure of
25 any one of: at least one sensor among a plurality of sensors and an indicator associated
with the at least one sensor. Further, the method at block 304 may include determining
speed of the vehicle. The method at block 306 may determine that a current vehicle
speed value exceeds a preset speed value corresponding to the speed limiting mode and
the vehicle is determined to be in an accelerated state of motion. If the result of the
30 determination is YES, the method 300 proceeds to block 308, else it proceeds to block
310.
15
[0051] At block 308, the method 300 may include preventing an activation of the speed
limiting mode when the vehicle speed is above a preset speed value corresponding to
the speed limiting mode, and the vehicle determined to be in an accelerated state of
motion.
5
[0052] At block 310, the method 300 may include activating the speed limiting mode
when the current vehicle speed value is determined not to exceed the preset speed value.
In an exemplary scenario, the preset speed value may be referred to as 20Km/hr (as
discussed above) which may be a deciding factor based on which the ECU 202
10 determines whether to activate the SL mode or prevent the activation of SL mode.
[0053] At block 310, the method 300 may include activating/configuring the vehicle
in the speed limiting mode when it is determined that the vehicle is in a deaccelerated
state of motion.
15
[0054] Figure 4 depicts a method 400 for method 300 for activating a speed limiting
mode of a vehicle, in accordance with an embodiment of the present disclosure. The
method 400 may be described in the general context of computer executable
instructions. Generally, computer executable instructions may include routines,
20 programs, objects, components, data structures, procedures, modules, and functions,
which perform specific functions or implement specific abstract data types.
[0055] At block 402, the method 400 may include automatically activating/configuring
the speed of the vehicle 106 to attain the preset speed value corresponding to the speed
25 limiting mode based on a calibration map. The calibration map may comprise a threedimensional
map between a plurality of engine related parameters as described above.
Further, the engine related parameters may comprise, but limited to, at least one of
engine RPM (revolutions per minute), a throttle position and a gear position.
30 [0056] A description of an embodiment with several components in communication
with each other does not imply that all such components are required. On the contrary,
16
a variety of optional components are described to illustrate the wide variety of possible
embodiments of the invention.
[0057] When a single device or article is described herein, it will be clear that more
than one device/article (whether they cooperate) 5 may be used in place of a single
device/article. Similarly, where more than one device or article is described herein
(whether they cooperate), it will be clear that a single device/article may be used in
place of the more than one device or article or a different number of
devices/articles may be used instead of the shown number of devices or programs. The
10 functionality and/or the features of a device may be alternatively embodied by one or
more other devices which are not explicitly described as having such
functionality/features. Thus, other embodiments of the invention need not include the
device itself.
15 [0058] Finally, the language used in the specification has been principally selected for
readability and instructional purposes, and it may not have been selected to delineate
or circumscribe the inventive subject matter. It is therefore intended that the scope of
the invention be limited not by this detailed description, but rather by any claims that
issue on an application based here on. Accordingly, the embodiments of the present
20 invention are intended to be illustrative, but not limiting, of the scope of the invention,
which is set forth in the following claims.
[0059] 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
25 and embodiments disclosed herein are for purposes of illustration and are not intended
to be limiting, with the true scope and spirit being indicated by the following claims.
Reference Numerals
Reference
Numeral
Description
17
100
Exemplary environment depicting a scenario to implement
controlling an activation of speed limiting mode of a vehicle
102 Display Panel
104 Side-Stand Tell-Tale Indicator (SS-TTI)
106 Vehicle
200
Block diagram of a system for controlling activation of a speed
limiting mode of a vehicle
201 System
202 Electronic Control Unit (ECU)
204 Processor
204 Memory
208 Plurality of sensors
210 Side stand Sensor
212 Vehicle Speed Sensor
214 Throttle Position Sensor
216 Gear Position Sensor
218 Plurality of Tell-Tale Indicators (TTIs)
220 Engine rotation sensor
300
Method for controlling activation of a speed limiting mode of
a vehicle
400 Method for activating a speed limiting mode of a vehicle ,CLAIMS:We Claim:
1. A method of controlling a speed limiting mode of a vehicle, the method
comprising:
determining an operation failure, by an electronic control unit (ECU) (202), of any one
of at least one sensor among a plurality of sensors (208) and an indicator associated
with the at least one sensor;
determining a vehicle speed; and
preventing an activation of the speed limiting mode, by the ECU (202), when the
vehicle speed above a preset speed value corresponding to the speed limiting mode,
and the vehicle determined to be in an accelerated state of motion.
2. The method as claimed in claim 1, wherein when the vehicle determined in a
decelerated state of motion, configuring, by the ECU (202), the vehicle in the speed
limiting mode.
3. The method as claimed in claim 2, wherein configuring the vehicle in the speed
limiting mode further comprises controlling the vehicle speed to attain the preset speed
value corresponding to the speed limiting mode based on a calibration map.
4. The method as claimed in claim 3, wherein the calibration map comprises a
three-dimensional map between a plurality of engine-related parameters.
5. The method as claimed in claim 4, wherein the plurality of engine-related
parameters comprises at least one of an engine RPM (revolutions per minute), a throttle
position and a gear position.
6. The method as claimed in claim 3, wherein controlling the vehicle speed further
comprises gradually limiting speed of the vehicle, after the vehicle goes into the speed
limiting mode, up to the preset speed value even if the vehicle again goes into the
accelerated state of motion.
19
7. The method as claimed in claim 1, wherein the at least one sensor and the
indicator associated with the at least one sensor comprises a side stand sensor (210)
and a side stand indicator respectively.
8. The method as claim in claims 1 and 2, wherein the accelerated state of motion
and the decelerated state of motion of the vehicle determined based on input received
from any one of a speed sensor, a throttle position sensor, or an engine rotation sensor.
9. A system (201) of controlling a speed limiting mode of a vehicle, the system
comprising:
a vehicle speed sensor (212) configured to determine a vehicle speed;
an engine control unit (ECU) (202) in communicatively coupled with the vehicle speed
sensor (212),
the ECU (202) configured to:
determine an operation failure of any one of at least one sensor among a plurality of
sensors (208) and an indicator associated with the at least one sensor, and
prevent an activation of the speed limiting mode when the vehicle speed above a preset
speed value corresponding to the speed limiting mode, and the vehicle determined to
be in an accelerated state of motion.
10. The system (201) as claimed in claim 9, wherein the ECU, after determining
the vehicle in a decelerated state of motion, further configures the vehicle in the speed
limiting mode.
11. The system (201) as claimed in claim 10, wherein the ECU (202) automatically
configures the vehicle speed to attain a preset speed value corresponding to the speed
limiting mode based on a calibration map.
12. The system (201) as claimed in claim 11, wherein the calibration map comprises
a three-dimensional map between a plurality of engine-related parameters.
20
13. The system (201) as claimed in claim 12, wherein the plurality of engine-related
parameters comprises at least one of an engine RPM (revolutions per minute), a throttle
position and a gear position.
14. The system (201) as claimed in claim 11, wherein the ECU (202) controls the
vehicle speed by gradually limiting speed of the vehicle, after the vehicle goes into the
speed limiting mode, up to the preset speed value even if the vehicle again goes into
the accelerated state of motion.
15. The system (201) as claimed in claim 9, wherein the at least one sensor and the
indicator associated with the at least one sensor comprises a side stand sensor (210)
and a side stand indicator respectively.
16. The system (201) as claimed in claims 9 and 14, wherein the accelerated state
of motion and the decelerated state of motion of the vehicle determined based on input
information received from any one of a speed sensor, a throttle position sensor, or an
engine rotation sensor.