DESC:FIELD OF THE INVENTION
[0001] The present subject matter is related, in general to engines, and more particularly, but not exclusively to a method and a system for disabling ambient pressure adaptation based on a direction of rotation of the engine during starting of the vehicle.
BACKGROUND OF THE INVENTION
[0002] Integrated Starter Generator (ISG) is a technology that eliminates the need for conventional starter-motor based engine start systems. ISG integrates engine starting and battery charging to a single unit thereby eliminating starter motor, one-way clutch, starter relay and rectifier regulator (RR) unit. The ISG system consists of an ISG Electronic Control Unit (ECU) and an ISG machine. In an embodiment, after the start input signal is received by the ISG controller, the controller directs the ISG machine to rotate in a reverse direction and then in a forward direction. The ISG machine rotates in the reverse direction to provide sufficient torque to overcome compression pressure of the engine.
[0003] During the reverse rotation of the engine, the crank position sensor mounted on the engine generates pulses and the engine control unit (engine ECU) processes these signals. As the engine rotates in the forward direction, the engine control unit again process the signal generated by crank position sensor. Both injection and ignition event will be initiated by engine ECU during the forward rotation and the reverse rotation of engine. Such an event leads to higher cold start emissions. Hence, whenever, the engine rotates in the reverse direction, processing of crank sensor signal and synchronization by engine ECU is delayed.
[0004] However, during the reverse rotation of the engine, as the crank sensor signal is not processed, the engine ECU considers that the vehicle has not started and ambient pressure adaptation/learning is enabled. However, due to reverse rotation of engine, the air flows from exhaust port, gets compressed inside the combustion chamber and escapes through intake port. There is a possibility that this higher air pressure could be detected by manifold pressure sensor during start. In view of the above, incorrect ambient pressure adaptation/learning is performed during starting of the vehicle. The incorrect ambient pressure adaptation leads to vehicle startability and emission issues as richer air-fuel mixture gets supplied to engine.
[0005] Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.
SUMMARY
[0006] 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.
[0007] According to embodiments illustrated herein, there is provided a method for starting a vehicle. The method comprises receiving, by an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU), an electric start signal (ESS) from a user after ignition is in ON position. The method further comprises cranking, by the ISG ECU, an engine of the vehicle, based on the received ESS, using an ISG machine. The method further comprises transmitting, by the ISG ECU, information comprising a direction of rotation of the engine, during the cranking, to an engine ECU based on inputs received from a crank position sensor. The method further comprises disabling, by the ISG ECU, ambient pressure adaptation based on the direction of rotation of the engine during starting of the vehicle.
[0008] According to embodiments illustrated herein, there is provided a system to start a vehicle. The system comprises a plurality of sensors comprising a crank position sensor, manifold pressure sensor, atmospheric pressure sensor. The system comprises an engine ECU communicatively coupled to an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) using wired communication protocols or wireless communication protocols. In an embodiment, the ISG ECU is configured to receive an electric start signal (ESS) from a user after ignition is in ON position. The ISG ECU is configured to crank an engine of the vehicle based on the received ESS using an ISG machine. The ISG ECU is configured to transmit information comprising a direction of rotation of the engine, during the cranking, to an engine ECU based on inputs received from a crank position sensor. The ISG ECU is configured to disable ambient pressure adaptation based on the direction of rotation of the engine during starting of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The present invention will become more fully understood from the detailed description given herein below and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and wherein
[00010] Figure 1 shows a side elevational view of a vehicle, such as a motorcycle incorporating the invention.
[00011] Figure 2 illustrates a block diagram of a plurality of components in the vehicle, in accordance with some embodiments of the present disclosure.
[00012] Figure 3 illustrates a block diagram of an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU), in accordance with some embodiments of the present disclosure.
[00013] Figure 4 depicts a flowchart illustrating a method performed by an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) for starting the vehicle, in accordance with some embodiments of the present disclosure.
[00014] Figure 5 depicts another flowchart illustrating a method performed by the Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) for starting the vehicle, in accordance with some embodiments of the present disclosure.
[00015] Figure 6 depicts one or more graphical representations generated based on outputs received from a plurality of sensors and an incorrect ambient pressure adaption being performed by prior art systems.
[00016] Figure 7 depicts one or more graphical representations generated based on outputs received from the plurality of sensors and an accurate ambient pressure adaption being performed by the ISG ECU, in accordance with some embodiments of the present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS
[00017] The present disclosure may be best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the methods and systems may extend beyond the described embodiments. For example, the teachings presented and the needs of a particular application may yield multiple alternative and suitable approaches to implement the functionality of any detail described herein. Therefore, any approach may extend beyond the particular implementation choices in the following embodiments described and shown.
[00018] References to “one embodiment,” “at least one embodiment,” “an embodiment,” “one example,” “an example,” “for example,” and so on indicate that the embodiment(s) or example(s) may include a particular feature, structure, characteristic, property, element, or limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment.
[00019] The present invention now will be described more fully hereinafter with different embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather those embodiments are provided so that this disclosure will be thorough and complete, and fully convey the scope of the invention to those skilled in the art.
[00020] The present invention is illustrated with a motorcycle type vehicle. However, a person skilled in the art would appreciate that the present invention is not limited to a motorcycle type vehicle and certain features, aspects and advantages of embodiments of the present invention can be used with other types of two wheelers such as scooter type vehicle, step thru, and the like. In an embodiment, the scooter type vehicle comprises a low floorboard type vehicle and the term scooter as used herein should not be inferred to restrict the maximum speed, the displacement amount or the like of the vehicle.
[00021] The object of the present subject matter is to provide an ISG ECU for a vehicle, which is functionally capable of starting an engine of the vehicle, such as the motorcycle type vehicle and whose design aims at overcoming the technical problems mentioned above and the disadvantages in the existing art. Another aspect of the present subject matter provides the ISG ECU for the vehicle that is configured to control an ISG machine to perform cranking of the engine by performing a forward rotation and a reverse rotation of the engine for starting the engine.
[00022] Another aspect of the present subject matter provides the ISG ECU for a vehicle that is configured to switch the ISG machine operation from the motoring mode to the generating mode upon sensing successful start of the engine. Yet another aspect of the present subject matter provides a plurality of sensors disposed at one or more locations in the vehicle. The plurality of sensors is either active sensors or passive sensors which are configured to sense a plurality of vehicle related parameters.
[00023] Another aspect of the present subject matter provides the ISG ECU for a vehicle that is configured to transmit information comprising a direction of rotation of the engine, during the cranking, to an engine ECU based on inputs received from a crank position sensor. Still another aspect of the present subject matter provides the ISG ECU for a vehicle that is configured to disable ambient pressure adaptation based on the direction of rotation of the engine during starting of the vehicle.
[00024] Figure 1 shows a side elevational view of a vehicle 100, such as a motorcycle incorporating the invention.
[00025] With reference to Figure 1, 100 denotes a vehicle 100, such as a motorcycle, 102 denotes a front wheel, 103 denotes a rear wheel, 104 denotes a front fork, 105 denotes a seat, 106 denotes a rear fork, 107 denotes a leg shield made of resin or metal, 108 denotes a headlight, 109 denotes a tail light, 110 denotes an aesthetic covering, 111 denotes a battery fitted inside the aesthetic covering, 112 denotes a fuel tank, and 113 denotes a handle bar. In an embodiment, a main frame extends along a center of a body of the vehicle from a front portion of the vehicle 100 and extending in a rearwardly direction. The main frame is made up of a metallic pipe.
[00026] In an embodiment, the vehicle 100 may be a scooter type vehicle and may have main frame that extends along a center of the body of the vehicle from a front portion of the vehicle and extending in a rearwardly direction. The main frame is made up of a metallic pipe and the main frame is provided under the floor board for a scooter type vehicle. A swing type power unit is coupled to the rear end of the main frame for a scooter type vehicle. A rear wheel is supported on one side of the rear end of the swing type power unit. In an embodiment, the swing type power unit is suspended in the rear of a body frame for a scooter type vehicle.
[00027] The center of the body for a scooter type vehicle forms a low floor board for functioning as a part for putting feet and a under cowl which is located below a rider's seat and covers at least a part of the engine. In an embodiment, the under cowl is made up of metal or resin. The under cowl is hinged to the seat. Further, a utility box opens from the rear end to hinged portion. In an embodiment, the utility box is provided under the seat extending longitudinally of a vehicle body and the inside of the utility box has a large capacity so that a large article, such as a helmet can be housed. Additionally, in a scooter type vehicle, side covers both on left and right sides, cover the utility box 12 and other parts of the vehicle, thereby providing a good appearance to the vehicle.
[00028] Figure 2 illustrates a block diagram of a plurality of components in the vehicle 100, in accordance with some embodiments of the present disclosure.
[00029] The vehicle 100 comprises an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) 202, an ISG machine 204, an engine ECU 206, an ESS switch 208, an exhaust system 210, an intake system 212, an engine 214, and a plurality of sensors 216. The engine ECU 206 is communicatively coupled to the ISG ECU 202 using wired communication protocols or wireless communication protocols. Further, the ISG machine 204 is communicatively coupled to the ISG ECU 202, ESS switch 208, the engine 214, and the plurality of sensors 216. Further, the engine 214 is connected to the intake system 212 and the exhaust system 210.
[00030] The ISG ECU 202 comprises suitable logic, circuitry, interfaces, and/or code that is configured to receive an electric start signal (ESS) from a user after ignition is in ON position. The ISG ECU 202 is further configured to crank the engine 214 of the vehicle 100, based on the received ESS, using the ISG machine 204. The ISG ECU 202 is further configured to transmit information comprising a direction of rotation of the engine 214, during the cranking, to the engine ECU 206 based on inputs received from a crank position sensor 216e. The ISG ECU 202 is further configured to disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100.
[00031] The ISG machine 204 is installed between the engine 214 and a gearbox, linked directly to a crankshaft. The ISG machine 204 replaces both the starter motor and the alternator. In addition, the ISG machine 204 supplies power in certain operating conditions, thereby saving fuel, as not all the power is supplied by the engine 214 alone. In the vehicle 100 with the ISG machine 204, the engine 214 switches off completely when the vehicle 100 comes to a standstill, instead of continuing to use fuel at idling speed – for instance, when waiting at a traffic light. In an embodiment, when a traffic light turns green and a driver releases the brake pedal to get the vehicle 100 moving, the ISG machine 204 starts up the engine 214 instantly and almost noiselessly. The ISG machine 204 supplies the engine 214 with additional power at the moment the vehicle takes off and also during acceleration – when the vehicle would otherwise require an extra portion of fuel to be injected into the engine 214.
[00032] The engine ECU 206 comprises suitable logic, circuitry, interfaces, and/or code that is configured to receive information captured by each of the plurality of sensors 216 and control operation of one or more actuators based on the received information. In an embodiment, the engine ECU 206 is configured to control the one or more actuators comprising an injector, an idle air control valve, a canister purge valve, an ignition coil, an electronic secondary air injection valve, lambda sensor heater, and the like. In an embodiment, the engine ECU 206 in conjunction with the ISG ECU is configured to disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100.
[00033] The ESS switch 208 is a hardware switch configured to provide an electric start signal (ESS) to the ISG machine for starting/cranking the engine. In an embodiment, an ESS status bit is configured to store the ESS information. For example, of the ESS switch is pressed then a value of the ESS status bit is one, and when the ESS switch is released then a value of the ESS status bit is zero.
[00034] The exhaust system 210 comprise one or more exhaust passages connecting to an exhaust port which further connects to an exhaust assembly to emit gases from the combustion chamber. The one or more exhaust passages is configured to receive exhaust emission from the combustion chamber. The exhaust system 210 further comprises one or more exhaust valves configured to open and close openings of the one or more exhaust passages.
[00035] The intake system 212 comprises an intake manifold. The intake manifold provides one or more inlet passages to each cylinder of the engine via which the air-fuel mixture is inserted into the combustion chamber after operation of one or more inlet valves.
[00036] The engine 214 corresponds to an internal combustion engine assembly comprising of a cylinder head. The cylinder head comprises one or more exhaust passages configured to receive exhaust emission from a combustion chamber. Further, one or more exhaust valves is positioned in the exhaust passage configured to open and close openings of the exhaust passage. Further, the engine 214 comprises at least one ignition source that is positioned in the cylinder head such that it is communicating with the exhaust passage. In an embodiment, the engine 114 may comprise a drive train for a vehicle, in particular for a motorcycle, with an automated sequential manual transmission which can be shifted manually via a shift shaft and which can be connected to an internal combustion engine via a clutch.
[00037] The plurality of sensors 216 are either active sensors or passive sensors which are configured to sense at a plurality of vehicle related parameters. In an embodiment, the plurality of sensors 216 comprises a throttle position sensor 216a, a Manifold Pressure (MAP) sensor 216b, an intake air temperature sensor 216c, an engine temperature sensor 216d, a crank position sensor 216e, a lambda sensor 216f, an atmospheric pressure sensor 216g, and the like.
[00038] In an embodiment, the passive sensors comprise the crank position sensor 216e, a crank speed signal sensor, a knock signal sensor, and the like. The active sensors comprise the MAP sensor 216b, the atmospheric air pressure sensor 216g, the intake air temperature sensor 216c, the engine temperature sensor 216d, an engine coolant temperature sensor, the throttle position sensor 216a, a vehicle speed sensor, a clutch position sensor, a gear position sensor, a current sensor for clutch actuator, a current sensor, the lambda sensor 216f, an exhaust temperature sensor, and the like. The active and the passive sensors generate engine control inputs, one or more safety critical inputs, and one or more start stop inputs.
[00039] The throttle position sensor is configured to measure a throttle opening percentage. The engine ECU processes the information and detects the engine load and optimizes the fuel quantity and ignition timing. The manifold pressure sensor is configured to measure the manifold absolute pressure. The engine ECU process the information and detects the engine load. MAP sensor can also be used to detect the changes in altitude. The engine ECU optimizes the fuel quantity and ignition timing based on output from MAP sensor. An intake air temperature sensor is configured to measure the intake air temperature based on which the engine ECU optimizes the fuel quantity and ignition timing. The engine temperature sensor is configured to measures the engine block temperature based on which the engine ECU optimizes the fuel quantity and ignition timing. A knock sensor is configured to measure the engine vibration levels. The engine ECU retards the ignition timing whenever the engine knocks. The crank position sensor is configured to measure the position of crankshaft and rotational speed of crankshaft. The engine ECU optimizes injection and ignition timing based on output from crank position sensor. The lambda sensor is configured to measure the residual oxygen content in the exhaust and sends the feedback to engine ECU thereby operating the engine closer to stoichiometric air fuel ratio (lambda = 1).
[00040] Further, each of the plurality of sensors 216 transmits signals to the engine ECU 206 and further such signals are transmitted to the ISG ECU 202. The engine ECU 206 and the ISG ECU 202 are communicatively coupled with each other via wired or wireless communication. In an embodiment, the communication between the engine ECU 206 and the ISG ECU 202 is performed using CAN lines. Further, the ISG ECU 202 communicates with the ISG machine 204 using CAN lines.
[00041] A person skilled in the art may appreciate that the functionalities of the ISG ECU and the engine ECU have been separately explained. However, the person skilled in the art may appreciate that the functionalities of both the ISG ECU and the engine ECU may be performed integrally by singular unit as well within the scope of the claimed invention.
[00042] Figure 3 illustrates a block diagram of the Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) 202, in accordance with some embodiments of the present disclosure. The ISG ECU 202 comprises a processor 302, a memory 304, a transceiver 306, and an ambient pressure adaptation unit 308.
[00043] The processor 302 comprises suitable logic, circuitry, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory 304. The processor 302 may be implemented based on a number of processor technologies known in the art. The processor 302 may work in coordination with the transceiver 206, and the ambient pressure adaptation unit 308 to start the vehicle 100. Examples of the processor 302 include, but not limited to, an X86-based processor, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CIBC) processor, and/or other processor.
[00044] The memory 304 comprises suitable logic, circuitry, interfaces, and/or code that may be configured to store the set of instructions, which are executed by the processor 302. In an embodiment, the memory 304 may be configured to store one or more programs, routines, or scripts that may be executed in coordination with the processor 302. The memory 304 may be implemented based on a Random Access Memory (RAM), a Read-Only Memory (ROM), a Hard Disk Drive (HDD), a storage server, and/or a Secure Digital (SD) card.
[00045] The transceiver 306 comprises suitable logic, circuitry, interfaces, and/or code that may be configured to receive and transmit values sensed by the plurality of sensors 216. Further, the transceiver 306 is configured to transmit information comprising a direction of rotation of the engine 214, during the cranking, to the engine ECU 206 based on inputs received from the crank position sensor 216e.
[00046] The transceiver 306 may implement one or more known technologies to support wired or wireless communication within the one or more components installed on the vehicle 100. In an embodiment, the transceiver 206 may include, but is not limited to, an antenna, a radio frequency (RF) transceiver, one or more amplifiers, a tuner, one or more oscillators, a digital signal processor, a Universal Serial Bus (USB) device, a coder-decoder (CODEC) chipset, a subscriber identity module (SIM) card, and/or a local buffer. The transceiver 206 may communicate via wireless communication with networks, such as the Internet, an Intranet and/or a wireless network, such as a cellular telephone network, a controller area network (CAN bus), a wireless local area network (LAN) and/or a metropolitan area network (MAN). The wireless communication may use any of a plurality of communication standards, protocols and technologies, such as: 6G, 5G, 4G, Global System for Mobile Communications (GSM), Enhanced Data GSM Environment (EDGE), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth, Wireless Fidelity (Wi-Fi) (e,g., IEEE 802.11a, IEEE 802.11b, IEEE 802.11g and/or IEEE 802.11n), voice over Internet Protocol (VoIP), Wi-MAX, a protocol for email, instant messaging, and/or Short Message Service (SMS).
[00047] The ambient pressure adaptation unit 308 comprises suitable logic, circuitry, interfaces, and/or code that may be configured to receive information comprising a direction of rotation of the engine 214, during the cranking, from an engine ECU 206 based on inputs received from a crank position sensor 216e. Further, the ambient pressure adaptation unit 308 is configured to disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100. Further, the ambient pressure adaptation unit 308 is configured to enable the ambient pressure adaptation if engine speed is less than a pre-defined threshold and the direction of rotation of the engine 214 corresponds to the forward rotation. In an embodiment, the ambient pressure adaptation unit 308 is configured to enable the engine ECU 206 to identify a current ambient pressure using an atmospheric pressure sensor 216g. In an embodiment, the ambient pressure adaptation unit 308 is configured to adjust a quantity of air-fuel mixture to be ingested in an intake manifold connected to the engine 214.
[00048] In operation, the ISG ECU 202 may be configured to receive an electric start signal (ESS) from a user after ignition is in ON position. In an embodiment, the electric start signal is provided by the user by pressing an ESS switch 208. In an embodiment, the ESS signal may be stored in an ESS bit within the memory 304 of the ISG ECU 202. The ESS bit has two values. In an embodiment, a value one indicates that the ESS switch 208 is in a pressed state and a value zero indicates that the ESS switch 208 is in a released state.
[00049] Thus, when the value of the ESS bit is one, then the ISG ECU 202 is configured to crank the engine 214 of the vehicle 100, based on the received ESS, using an ISG machine 204. The ISG machine 204 is configured to start the engine 214 by first performing a reverse rotation of the crankshaft thereby performing a reverse rotation of the engine 214 and then subsequently performing a forward rotation of the crankshaft thereby performing a forward rotation of the engine 214. In an embodiment, the ISG machine 204 acts a starter during starting of the vehicle 100 and acts a generator during running of the vehicle 100.
[00050] Once the cranking is initiated, the crank position sensor 216e is configured to monitor a direction of rotation of the engine 214. In an embodiment, the direction of rotation of the engine 214 comprises one of a forward rotation or a reverse rotation. In an embodiment, the crank position sensor 216e stores a current direction of rotation of the engine 214 in a crank rotation status bit. In an embodiment, the crank rotation status bit is stored in within the memory 304 of the ISG ECU 202. The crank rotation status bit has two values. In an embodiment, a value one indicates that the engine is rotating in the reverse direction. In an embodiment, a value zero indicates that the engine is rotating in the forward direction.
[00051] After the cranking, the transceiver 306 is configured to transmit information (i.e., value of the crank rotation status bit) comprising the direction of rotation of the engine 214, during the cranking, to an engine ECU 206 based on inputs received from a crank position sensor 216e. In an embodiment, the transmission of information is performed using wired communication protocols or wireless communication protocols.
[00052] After the engine ECU 206 receives the information (i.e., value of the crank rotation status bit), the engine ECU 206 in conjunction with the ambient pressure adaptation unit 308 is configured to disable ambient pressure adaptation (i.e., change value of ambient pressure adaptation bit to zero) based on the direction of rotation of the engine 214 during starting of the vehicle 100. In an embodiment, the ambient pressure adaptation comprises determining an air pressure within an intake system of the engine 214 using a manifold pressure sensor. Further, the ambient pressure adaptation unit 308 is configured to enable the engine ECU 206 to identify a current ambient pressure using an atmospheric pressure sensor 216g. Further, the ambient pressure adaptation unit 308 is configured to adjust a quantity of air-fuel mixture to be ingested in an intake manifold connected to the engine 214. The ambient pressure adaptation enables engine ECU to identify the current ambient pressure based on which fueling to engine 214 is adjusted as the target lambda is fixed.
[00053] In an embodiment, the ambient pressure adaptation is disabled when the direction of rotation of the of the engine 214 corresponds to the reverse rotation and the ESS status bit is equal to one. Further, in an embodiment, during the reverse rotation of the engine 214, the inputs received from the crank position sensor 216e are disregarded and the engine speed is zero.
[00054] Further, the ambient pressure adaptation unit 308 is configured to enable ambient pressure adaptation if engine speed is less than a pre-defined threshold and the direction of rotation of the engine 214 corresponds to the forward rotation i.e., the crank rotation status bit value is zero. In an embodiment, during the forward rotation of the engine 214, the inputs received from the crank position sensor 216e are processed and an engine speed is increased from zero onwards.
[00055] In an embodiment, the ambient pressure adaptation status is stored in an ambient pressure adaptation bit within the memory 304 of the ISG ECU 202. The ambient pressure adaptation bit has two values. In an embodiment, a value one indicates that the ambient pressure adaptation is enabled and a value zero indicates that the ambient pressure adaptation is disabled.
[00056] The below table A summarizes a logic for controlling the ambient pressure adaptation for the vehicle when the ESS signal is provided by the user using an ESS switch 208 and inputs received from the crank position sensor 216e. In an embodiment, when the ESS status bit is zero and vehicle 100 is in running condition then by default ambient pressure adaptation is enabled. In a vehicle running condition, the engine 214 does not rotate in the reverse direction and thus there is no need to control the ambient pressure adaptation for the engine 214.
ESS status bit Crank rotation status bit Ambient pressure adaptation
1 = Pressed 1 = Reverse Direction 0 = Disabled
0 = Forward Direction 1 = Enabled
0 = Released 0 = Forward Direction 1 = Enabled
Table A
[00057] In an embodiment, the quantity of air-fuel mixture to be ingested in the intake manifold is increased when the vehicle 100 is operated in a region with high air density surrounding the vehicle. In an embodiment, the quantity of air-fuel mixture to be ingested in the intake manifold is decreased when the vehicle 100 is operated in a region with low air density surrounding the vehicle. For example, the fueling quantity is increased when the vehicle 100 is operated at sea level as the air density will be higher and fueling quantity will be reduced when the vehicle 100 is operated at high altitude conditions as the air density will be lower compared to sea level.
[00058] A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[00059] Figure 4 depicts a flowchart illustrating a method 400 performed by an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) for starting the vehicle, in accordance with some embodiments of the present disclosure. The method starts at step 402 and proceeds to step 404.
[00060] At step 404, the ISG ECU 202 is configured to receive an electric start signal (ESS) from a user after ignition is in ON position. At step 406, the ISG ECU 202 is configured to crank an engine 214 of the vehicle 100, based on the received ESS, using an ISG machine. At step 408, the ISG ECU 202 is configured to transmit information comprising a direction of rotation of the engine 214, during the cranking, to an engine ECU 206 based on inputs received from a crank position sensor 216e. At step 410, the ISG ECU 202 is configured to disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100. Control passes to end step 412.
[00061] Figure 5 depicts another flowchart illustrating a method 500 performed by the Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) for starting the vehicle, in accordance with some embodiments of the present disclosure.
[00062] The method starts at step 502 and proceeds to step 504. At step 504, the ISG ECU 202 is configured to check an ignition key status. If the ignition is in ON position then method proceeds to step 506 else proceeds to end step 512. At step 506, the ISG ECU 202 is configured to check electric start signal status. In an embodiment, the ISG ECU 202 checks the bit state of the ESS. For example, value of ESS bit is one then it indicates that the ESS switch is in pressed state, and if value of ESS bit is zero then it indicates that the ESS switch is in released state. Thus, if the ESS = 1 then method proceeds to step 508, else method proceeds to step 510.
[00063] At step 508, the ISG ECU 202 is configured to disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100. After execution of step 508 method proceeds to end step 512. At step 510, the ISG ECU 202 is configured to enable ambient pressure adaptation if engine speed is less than a pre-defined threshold and the direction of rotation of the of the ISG machine corresponds to forward rotation. After execution of step 510 method proceeds to end step 512 and control passes to end step 512.
[00064] Figure 6 depicts one or more graphical representations generated based on outputs received from a plurality of sensors and an incorrect ambient pressure adaption being performed by prior art systems.
[00065] The line graph C1 represents engine speed data captured by an engine speed sensor. The line graph C2 represents ambient pressure data captured by atmospheric pressure sensor 216g. The line graph C3 represents data captured by the MAP sensor. The line graph C4 represents data captured by the crank position sensor 216e. The line graph C5 represents a status bit indicating the direction of rotation of the crankshaft. The line graph C6 represents ESS status bit. The line graph C7 represents a crank rotation status bit. As illustrated in the one or more graphical representations, in prior art systems, when ESS = 1, and when direction of rotation of the crankshaft is reverse then immediately the ambient pressure adaptation is enabled. Thus, inaccurate ambient pressure adaption is performed. As illustrated in the one or more graphical representations, in prior art systems, whenever starter switch is pressed and engine rotates in reverse direction, the manifold pressure is observed to be high. Due to this higher manifold pressure, ambient pressure adaptation occurs and results in supplying richer air-fuel mixture.
[00066] During the reverse rotation of the engine 214, as the crank position sensor signal is not processed, the engine ECU considers that the vehicle has not started and ambient pressure adaptation is wrongly enabled. However, due to reverse rotation of engine, the air flows from exhaust port, gets compressed inside the combustion chamber and escapes through intake port. There is a possibility that such a high air pressure could be detected by manifold pressure sensor during start leading to incorrect ambient pressure adaptation during start. Such incorrect ambient pressure adaptation leads to vehicle startability and emission issues as richer air-fuel mixture gets supplied to engine.
[00067] Figure 7 depicts one or more graphical representations generated based on outputs received from the plurality of sensors and an accurate ambient pressure adaption being performed by the ISG ECU, in accordance with some embodiments of the present disclosure.
[00068] The line graph D1 represents engine speed data captured by an engine speed sensor. The line graph D2 represents ambient pressure data captured by atmospheric pressure sensor 216g. The line graph D3 represents data captured by the MAP sensor. The line graph D4 represents data captured by the crank position sensor 216e. The line graph D5 represents a status bit indicating the direction of rotation of the crankshaft. The line graph D6 represents ESS status bit. The line graph D7 represents a crank rotation status bit. As illustrated in the one or more graphical representations, in the implementation of the claimed invention, when ESS = 1, and when direction of rotation of the crankshaft is reverse during starting of the vehicle then immediately the ambient pressure adaptation is disabled. Thus, accurate ambient pressure adaption is performed using the claimed invention.
[00069] The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless expressly specified otherwise. The terms “including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.
Advantages
[00070] The disclosed claimed limitations and the disclosure provided herein provides a method and system for starting a vehicle. The claimed limitations herein dynamically control enabling/disabling of the ambient pressure adaption based on the ESS signal and a direction of rotation of the engine. Specifically, by disabling the ambient pressure adaption during a reverse rotation of the engine after receiving the ESS, startability of the engine is improved. Further, implementation of the claimed limitations ensure reduced emissions from the engine thereby improving engine running conditions. The claimed invention also reduces the technical problem of higher hydrocarbon emissions during starting of the vehicle. The claimed invention avoids delay in engine start.
[00071] Additionally, performance and mileage of the vehicle is improved by dynamically enabling/disabling of the ambient pressure adaption while starting of the vehicle. Further, dynamically enabling/disabling of the ambient pressure adaption while starting of the vehicle solves the technical issues faced during starting of the vehicle, thereby improving startability. The technical advancement achieved by the claimed invention is improved startability, higher engine performance, mileage improvement, and lesser hydrocarbon emission during starting of the vehicle.
[00072] Conventional starting systems do not dynamically control enabling/disabling of the ambient pressure adaption based on the ESS and the crank position sensor information and thus lead to incorrect ambient pressure adaptation. Such incorrect ambient pressure adaptation leads to vehicle startability and emission issues as richer air-fuel mixture gets supplied to engine. With the claimed invention, the aforementioned technical problems are addressed.
[00073] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[00074] A description of an embodiment with several components in communication with a other does not imply that all such components are required, On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention,
[00075] 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, and is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[00076] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
[00077] The present disclosure may be realized in hardware, or a combination of hardware and software. The present disclosure may be realized in a centralized fashion, in at least one computer system, or in a distributed fashion, where different elements may be spread across several interconnected computer systems, a computer system or other apparatus adapted for carrying out the methods described herein may be suited. A combination of hardware and software may be a general-purpose computer system with a computer program that, when loaded and executed, may control the computer system such that it carries out the methods described herein. The present disclosure may be realized in hardware that comprises a portion of an integrated circuit that also performs other functions.
[00078] A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[00079] Those skilled in the art will appreciate that any of the aforementioned steps and/or system modules may be suitably replaced, reordered, or removed, and additional steps and/or system modules may be inserted, depending on the needs of a particular application. In addition, the systems of the aforementioned embodiments may be implemented using a wide variety of suitable processes and system modules, and are not limited to any particular computer hardware, software, middleware, firmware, microcode, and the like. The claims can encompass embodiments for hardware and software, or a combination thereof.
[00080] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims.
,CLAIMS:I/We claim:
1. A method for starting a vehicle 100, the method comprising steps of:
receiving, by an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) 202, an electric start signal (ESS) from a user after ignition being in ON position;
cranking, by the ISG ECU 202, an engine 214 of the vehicle 100, based on the received ESS, using an ISG machine;
transmitting, by the ISG ECU 202, information comprising a direction of rotation of the engine 214, during the cranking, to an engine ECU 206 based on inputs received from a crank position sensor 216e; and
disabling, by the ISG ECU 202, ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100.

2. The method as claimed in claim 1, wherein the electric start signal being provided by the user by pressing an ESS switch 208.

3. The method as claimed in claim 1, wherein the direction of rotation of the engine 214 comprises one of a forward rotation or a reverse rotation.

4. The method as claimed in claim 3, wherein the ambient pressure adaptation being disabled when the direction of rotation of the engine 214 corresponds to the reverse rotation and the ESS being received from the user.

5. The method as claimed in claim 3, comprising enabling ambient pressure adaptation when engine speed being less than a pre-defined threshold and the direction of rotation of the engine 214 corresponding to the forward rotation.

6. The method as claimed in claim 3, wherein during the forward rotation of the engine 214, the inputs received from the crank position sensor 216e being processed and an engine speed is increased, and wherein during the reverse rotation of the engine 214, the inputs received from the crank position sensor 216e being disregarded and the engine speed being retarted to zero.

7. The method as claimed in claim 1, wherein the transmission of information being performed using one of a wired communication protocols and a wireless communication protocols.

8. The method as claimed in claim 1, wherein the ambient pressure adaptation comprises
enabling, by the ISG ECU 202, the engine ECU 206, to identify a current ambient pressure using an atmospheric pressure sensor 216g ; and
adjusting a quantity of air-fuel mixture to be ingested in an intake manifold connected to the engine 214.

9. The method as claimed in claim 8, wherein the quantity of air-fuel mixture to be ingested in the intake manifold being increased when the vehicle 100 being operated in a region with high air density surrounding the vehicle.

10. The method as claimed in claim 8, wherein the quantity of air-fuel mixture to be ingested in the intake manifold being decreased when the vehicle 100 being operated in a region with low air density surrounding the vehicle.

11. A system to start a vehicle 100, the system comprising:
a plurality of sensors 216 comprising a crank position sensor 216e, manifold pressure sensor 216b, atmospheric pressure sensor 216g;
an engine ECU 206 communicatively coupled to an Integrated Starter-Generator (ISG) Electronic Control Unit (ECU) 202 using wired communication protocols or wireless communication protocols, wherein the ISG ECU 202 being configured to:
receive an electric start signal (ESS) from a user after ignition being in ON position;
crank an engine 214 of the vehicle 100, based on the received ESS using an ISG machine 204;
transmit information comprising a direction of rotation of the engine 214, during the cranking, to an engine ECU 206, based on inputs received from a crank position sensor 216g; and
disable ambient pressure adaptation based on the direction of rotation of the engine 214 during starting of the vehicle 100.

12. The system as claimed in claim 11, wherein the plurality of sensors 216 comprises lambda sensor 216f, intake air temperature sensor 216c, throttle position sensor 216a, and engine temperature sensor 216d.

13. The system as claimed in claim 11, wherein the ESS being provided by the user by pressing an ESS switch 208.

14. The system as claimed in claim 11, wherein the direction of rotation of the engine comprises one of a forward rotation and a reverse rotation.

15. The system as claimed in claim 14, wherein the ambient pressure adaptation being disabled when the direction of rotation of the engine 214 corresponds to the reverse rotation and the ESS being received from the user.

16. The system as claimed in claim 14, comprising enabling ambient pressure adaptation when engine speed being less than a pre-defined threshold and the direction of rotation of the engine 214 corresponding to the forward rotation.

17. The system as claimed in claim 14, wherein during the forward rotation of the engine 214, the inputs received from the crank position sensor 216e being processed and an engine speed being increased, and wherein during the reverse rotation of the engine 214, the inputs received from the crank position sensor 216e are disregarded and the engine speed being zero.

18. The system as claimed in claim 11, wherein the transmission of information being performed using wired communication protocols or wireless communication protocols.

19. The system as claimed in claim 11, wherein the ambient pressure adaptation comprises
enabling, by the ISG ECU 202, the engine ECU 206 to identify a current ambient pressure using an atmospheric pressure sensor 216g; and
adjusting a quantity of air-fuel mixture to be ingested in an intake manifold connected to the engine 214.

20. The system as claimed in claim 19, wherein the quantity of air-fuel mixture to be ingested in the intake manifold being increased when the vehicle 100 being operated in a region with high air density surrounding the vehicle 100.

21. The system as claimed in claim 19, wherein the quantity of air-fuel mixture to be ingested in the intake manifold being decreased when the vehicle 100 being operated in a region with low air density surrounding the vehicle 100.