Claims:1. A method for maneuvering a vehicle out from a stuck condition, the method comprising:
determining, by a control unit (10), the stuck condition of the vehicle and a stuck wheel based on input signals received from one or more-wheel speed sensors (4) in the vehicle, when speed of the vehicle is zero;
indicating, by the control unit (10), the stuck condition to a driver, through an indication unit (5), wherein the control unit (10) is configured to indicate an alerting signal to the driver instructing simultaneous actuation of a brake pedal (6) and an accelerator pedal (7) upon indicating the stuck condition;
operating, by the control unit (10), an anti-lock braking system (ABS) associated with the stuck wheel, upon actuation of the brake pedal (6) by the driver to selectively apply brake to the stuck wheel;
wherein, braking of the stuck wheel enables torque generated by a prime mover (1) in response to actuation of the accelerator pedal (7) to be selectively supplied to remaining driving wheels of the vehicle, to maneuver the vehicle out from the stuck condition.

2. The method as claimed in claim 1 comprises comparing by the control unit (10) speed of each of the driving wheel to determine the stuck condition of the vehicle and the stuck wheel, based on input signals received from the one or more-wheel speed sensor (4).

3. The method as claimed in claim 2, wherein the control unit (10) determines the stuck condition of the vehicle when the difference between the speed of each of the driving wheel (3) is more than a predetermined limit.

4. The method as claimed in claim 3, wherein the control unit (10) determines the stuck wheel based on difference in speed of each of the driving wheel, wherein speed of the stuck wheel is more than the predetermined limit.

5. The method as claimed in claim 1, wherein the control unit (10) indicates the alerting signal through the indication unit (5) in an instrument cluster or infotainment system of the vehicle, and the alert signal is at least one of a visual signal, an audio signal and an audio-visual signal.

6. The method as claimed in claim 1, comprises determining, by the control unit (10), torque supplied to the remaining driving wheels of the vehicle based on the input signal from the one or more-wheel speed sensors (4), upon simultaneous actuation of the brake pedal (6) and the accelerator pedal (7) by the driver, in the stuck condition of the vehicle.

7. The method as claimed in claim 6, comprises, comparing, by the control unit (10), torque supplied to the remaining driving wheels of the vehicle with a predefined value of torque.

8. The method as claimed in claim 6, comprises, regulating, by the control unit (10), operation of the prime mover (1), to control torque being supplied to the remaining driving wheels of the vehicle, upon on simultaneous operation of the brake pedal (6) and the accelerator pedal (7) by the driver.

9. The method as claimed in claim 1, wherein the control unit (10) is configured to open an inlet valve of the anti-lock braking system (ABS) associated with the stuck wheel, and maintain the inlet valves of the anti-lock braking system (ABS) associated with remaining wheels of the vehicle in closed condition upon determining the stuck wheel to apply the brake only to the stuck wheel.

10. The method as claimed in claim 1, wherein the control unit (10) is configured to project parameters corresponding to driving wheels of the vehicle, and a plurality of values corresponding to torque output to be generated by the prime mover (1), upon, indicating the stuck condition, through the indication unit (5), so that the driver selects the stuck wheel in the driving wheels of the vehicle and the value of torque to be generated for maneuvering the vehicle out of the stuck condition.

11. The method as claimed in claim 1, wherein the control unit (10), in the stuck condition, is configured to simultaneously operate the inlet valve and the outlet valve of the anti-lock braking system (ABS) corresponding to the remaining driving wheels after a predetermined time limit, such that a pump motor of the anti-lock braking system (ABS) operates to channelize the brake fluids back into a reservoir.

12. A system (100) for maneuvering a vehicle out of a stuck condition, the system (100) comprising:
one or more-wheel speed sensors (4) associated with driving wheels (3) of the vehicle, wherein the one or more-wheel speed sensors (4) measures speed of the wheel;
an anti-lock braking system (ABS) associated with each wheel of the vehicle, wherein the anti-lock braking system (ABS) is configured to apply the brake to each wheel (3) individually;
a control unit (10), communicatively coupled to the one or more-wheel speed sensors (4) and the at anti-lock braking system (ABS), wherein the control unit (10) is configured to:
determine the stuck condition of the vehicle and a stuck wheel based on input signals received from one or more-wheel speed sensors (4), when the vehicle speed is zero;
indicate the stuck condition to a driver, through an indication unit (5), wherein the control unit (10) is configured to indicate an alerting signal to the driver instructing simultaneous actuation of a brake pedal (6) and an accelerator pedal (7) upon indicating the stuck condition;
operate the anti-lock braking system (ABS) associated with the stuck wheel, upon actuation of the brake pedal (6) by the driver to selectively apply brake to the stuck wheel;
wherein, braking of the stuck wheel enables torque generated by a prime mover (1) in response to actuation of the accelerator pedal (7) to be selectively supplied to remaining driving wheels of the vehicle, to maneuver the vehicle out from the stuck condition.

13. The system (100) as claimed in claim 12 comprises an indication unit (5) for indicating the alerting signal, wherein the indication unit is provided in an instrument cluster or an infotainment system of the vehicle, and the alert signal is at least one of a visual signal, an audio signal and an audio-visual signal.

14. The system (100) as claimed in claim 12, wherein the control unit (10) is configured to determines torque supplied to the remaining driving wheels of the vehicle based on the input signal from the one or more-wheel speed sensors (4), upon simultaneous actuation of the brake pedal (6) and the accelerator pedal (7) are simultaneously by the driver, in the stuck condition of the vehicle.

15. The system (100) as claimed in claim 12, wherein the control unit (10) regulates operation of the prime mover (1), to control torque being supplied to the remaining driving wheels of the vehicle, based on simultaneous operation of the brake pedal (6) and the accelerator pedal (7) by the driver.

16. The system (100) as claimed in claim 12, wherein the control unit (10) is configured to open an inlet valve of the anti-lock braking system (ABS) associated with the stuck wheel, and maintain the inlet valves of the anti-lock braking system (ABS) associated with remaining wheels of the vehicle in closed condition upon determining the stuck wheel to apply the brake only to the stuck wheel.

17. The system (100) as claimed in claim 12, wherein the control unit (10) is configured to project parameters corresponding to driving wheels of the vehicle, and a plurality of values corresponding to torque output to be generated by the prime mover (1), upon, indicating the stuck condition, through the indication unit (5), so that the driver selects the stuck wheel in the driving wheels of the vehicle and the value of torque to be generated for maneuvering the vehicle out of the stuck condition.

18. A vehicle comprising a system (100) for maneuvering out of a stuck condition as claimed in claim 12.
, Description:TECHNICAL FIELD
The present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a system and method for controlling and maneuvering a vehicle. Further, embodiments of the present disclosure relate to a method and system for maneuvering a vehicle out from a stuck condition.

BACKGROUND OF THE DISCLOSURE
Generally, vehicles such as passenger vehicle, light duty commercial vehicles, and like, employ two of its wheels to transmit torque generated by a prime mover such as an engine, for imparting vehicular movement. Such configuration in which vehicle is being driven is, in general, termed as two-wheel drive, as torque for movement of the vehicle is transmitted only two of plurality of wheels of the vehicle. Torque in the two-wheel drive may be transmitted to wheels on either a front axle or a rear axle of the vehicle having an differential, where such wheels being torqued are termed as drive wheels and the wheels that do not receive torque are termed as driven wheels.

Typically, the two-wheel drive vehicles are suitable for driving over terrain having flat and rigid surfaces, however, such vehicle may also be driven over terrain such as, but not limited to, broken roads, mud roads, or terrain with potholes, ditches, slushes of mud and other terrain having rubbles that may render slipping of wheels of the vehicles. Further, with such slipping of wheels of the vehicle, one of the driving wheels may get stuck whereby delivering no torque from such stuck wheel. As one of the driving wheels is stuck and deliver minimal or no torque on surface of the terrain, controlling and/or maneuvering of the vehicle may be negligible.

Conventionally, when one of the drive wheels is stuck and start to spin at a rate independent from remaining wheels of the vehicle, external force such as pull from a tow truck may be required to drive the vehicle out from such stuck condition. Further, even when there is availability of external force the driver of the stuck two-wheel drive vehicle must be skilled enough to drive the two-wheel drive vehicle out of the stuck condition.

With advent of technology, traction control systems have been developed which may aid in constantly monitoring traction delivered to the driving wheels of the vehicle. The traction control systems may be configured to detect loss of traction to the driving wheels and regulates torque being supplied to the driving wheels. The traction control system may also generate and distribute brake pressure, whereby preventing spinning of the driving wheels to propel the vehicle out from the stuck condition. However, such traction control systems do not aid the driver in driving the two-wheel drive vehicle out of the stuck condition. Further, as the traction control systems require additional valves and electronic components, incorporating the traction control systems into any vehicle increases the cost of such vehicle.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional methods or systems.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a method and a system as claimed and additional advantages are provided through the method and the system 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 present disclosure a method for maneuvering a vehicle out from a stuck condition is disclosed. The method includes steps of determining, by a control unit, the stuck condition of the vehicle and a stuck wheel based on input signals received from one or more-wheel speed sensors in the vehicle, when the vehicle speed is zero. Further, the control unit indicates the stuck condition to a driver, through an indication unit, where the control unit is configured to indicate an alerting signal to the driver instructing the driver to simultaneous actuate a brake pedal and an accelerator pedal upon indicating the stuck condition. Furthermore, the control unit operates an anti-lock braking system associated with the stuck wheel, upon actuation of the brake pedal by the driver to selectively apply brake to the stuck wheel. The braking of the stuck wheel enables torque generated by a prime mover in response to actuation of the accelerator pedal to be selectively supplied to remaining driving wheels of the vehicle, to maneuver the vehicle out from the stuck condition.

In an embodiment, the control unit compares speed of each of the driving wheel to determine the stuck condition of the vehicle and the stuck wheel, based on input signals received from the one or more-wheel speed sensors.

In an embodiment, the control unit determines the stuck condition of the vehicle when the difference between the speed of each of the driving wheel is more than a predetermined limit.

In an embodiment, the control unit determines the stuck wheel based on difference in speed of each of the driving wheel, where the speed of the stuck wheel is more than the predetermined limit.

In an embodiment, the control unit indicates the alerting signal through an indication unit in an instrument cluster or infotainment system of the vehicle, and the alert signal is at least one of a visual signal, an audio signal and an audio-visual signal.

In an embodiment, the control unit determines torque supplied to the remaining driving wheels of the vehicle based on the input signal from the one or more-wheel speed sensors, upon simultaneous actuation of the brake pedal and the accelerator pedal by the driver, in the stuck condition of the vehicle.

In an embodiment, the control unit compares torque supplied to the remaining driving wheels of the vehicle with a predefined value of torque.

In an embodiment, the control unit regulates operation of the prime mover, to control torque being supplied to the remaining driving wheels of the vehicle, upon on simultaneous operation of the brake pedal and the accelerator pedal by the driver.

In an embodiment, the control unit is configured to open an inlet valve of the anti-lock braking system associated with the stuck wheel, and maintain the inlet valves of the anti-lock braking system associated with remaining wheels of the vehicle in closed condition upon determining the stuck wheel to apply the brake only to the stuck wheel.

In an embodiment, the control unit is configured to project parameters corresponding to driving wheels of the vehicle, and a plurality of values corresponding to torque output to be generated by the prime mover, upon, indicating the stuck condition, through the indication unit, so that the driver selects the stuck wheel in the driving wheels of the vehicle and the value of torque to be generated for maneuvering the vehicle out of the stuck condition.
In another non-limiting embodiment of the present disclosure, a system for maneuvering a vehicle out of a stuck condition is disclosed. The system includes one or more-wheel speed sensors associated with driving wheels of the vehicle, where the one or more-wheel speed sensors measures speed of the wheel. Further, an anti-lock braking system is associated with each wheel of the vehicle, where the anti-lock braking system is configured to apply the brake to each wheel individually. Furthermore, the system consists of a control unit which is communicatively coupled to the one or more-wheel speed sensors and the at anti-lock braking system where the control unit is configured to determine the stuck condition of the vehicle and a stuck wheel based on input signals received from one or more-wheel speed sensors, when the vehicle speed is zero. The control unit indicates the stuck condition to a driver, through an indication unit, where the control unit is configured to indicate an alerting signal to the driver instructing simultaneous actuation of a brake pedal and an accelerator pedal upon indicating the stuck condition. Additionally, the control unit is configured to operate the anti-lock braking system associated with the stuck wheel, upon actuation of the brake pedal by the driver to selectively apply brake to the stuck wheel. Thus, braking of the stuck wheel enables torque generated by a prime mover in response to actuation of the accelerator pedal to be selectively supplied to remaining driving wheels of the vehicle and maneuver the vehicle out from the stuck condition.

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 DRAWINGS

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 is a block diagram illustrating a system for maneuvering a vehicle out of a stuck condition, in accordance with an embodiment of the present disclosure.

Fig. 2 is a flow chart illustrating method for maneuvering a vehicle out from a stuck condition by the system of Figure 1.

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 system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figures 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 used in the disclosure, are intended to cover a non-exclusive inclusions, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.

Embodiments of the present disclosure disclose a system and method for maneuvering a vehicle out from a stuck condition. The system includes one or more-wheel speed sensors associated with each wheel of the vehicle, where the one or more-wheel speed sensors measures speed of the corresponding wheel. Further, an anti-lock braking system is associated with a braking unit of the vehicle, where the anti-lock braking system is configured to apply the brake to each wheel individually. Furthermore, the system consists of a control unit which is communicatively coupled to the one or more-wheel speed sensors and the at anti-lock braking system where the control unit is configured to determine the stuck condition of the vehicle and a stuck wheel based on input signals received from one or more-wheel speed sensors in the vehicle. The control unit indicates the stuck condition to a driver, through an indication unit, and simultaneously indicate an alerting signal to the driver instructing simultaneous actuation of a brake pedal and an accelerator pedal upon indicating the stuck condition. Additionally, the control unit is configured to operate the anti-lock braking system associated with the stuck wheel, upon actuation of the brake pedal by the driver to selectively apply brake to the stuck wheel. With such configuration, the system brakes the stuck wheel and enables the torque generated by a prime mover in response to actuation of the accelerator pedal to be selectively supplied to remaining driving wheels of the vehicle and maneuver the vehicle out from the stuck condition.

The disclosure is described in the following paragraphs with reference to Figures 1 and 2. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be used in any vehicle including but not liming to light and heavy vehicles.

Figure 1 is an exemplary embodiment of the present disclosure which illustrates a system (100) for maneuvering a vehicle [not shown in figures] out from a stuck condition. The vehicle may be a two-wheel drive vehicle, where torque from a prime mover (1) is supplied to at least two driving wheels (3) through a differential (2). In an embodiment the differential (2) may be an open differential, adapted to independently drive each of the at least two driving wheels (3). The stuck condition of the vehicle is when one or both the driving wheels is stuck in a terrain or overhung about surface of the terrain, on which the vehicle is intended to drive, and the speed of the vehicle is zero. Further, the one driving wheel of the at least two driving wheels (3) which gets stuck may be referred to as “a stuck wheel”, where the stuck wheel under the stuck condition of the vehicle is rendered to lose traction relative to surface of the terrain, whereby resulting in spinning of such driving wheel at an elevated rpm when compared to other driving wheel of the at least two driving wheels (3) and/or remaining wheels of the vehicle that are in contact with the surface of the terrain.

The system (100) includes the prime mover (1), the at least two driving wheels (3), one or more-wheel speed sensors (4), an anti-lock braking system (ABS) and an indication unit (5) which are interfaced with a control unit (10) for maneuvering the vehicle out from the stuck condition. The control unit (10) is communicatively coupled to the prime mover (1), for monitoring and controlling operating parameters of the prime mover (1). The working parameters of the prime mover (1) may include, but not limited to, running speed, torque output, fuel supply rate, air supply rate, power supply rate, and the like, which may affect operational conditions of the prime mover (1). In an embodiment, the prime mover (1) may be an engine, a traction motor or a combination of the engine and the traction motor, configured to generate and transmit torque for displacing the vehicle. Further, the control unit (10) is communicatively coupled to the one or more-wheel speed sensors (4), associated with at least one of the anti-lock braking system (ABS) in each wheel of the vehicle or the at least two driving wheels of the vehicle. The one or more-wheel speed sensors (4) are configured to detect speed at which each wheel (3) of the vehicle rotate. Upon detecting speed of each wheel of the vehicle, the one or more-wheel speed sensors (4) are configured to transmit input signals to the control unit (10) indicating speed of corresponding wheel of the vehicle. The control unit (10), upon receiving input signals from the one or more wheel-speed sensors (4), is configured to compare speed of each wheel with a predefined set of speed, where the predefined speed may be stored in a memory unit [not shown in Figures] associated with the control unit (10), for a defined working parameter of the prime mover (1).

In the illustrative embodiment, the control unit (10) is configured to determine and compare speed of each wheel of the vehicle with the predefined speed, when speed of the vehicle is zero and torque is being generated and transmitted from the prime mover (1) to the at least two driving wheels (3) of the vehicle. Based on comparison of speed of each wheel of the vehicle with the predefined speed, the control unit (10) is configured to determine location of corresponding wheel that may be stuck [or spinning], whereby rendering the vehicle in the stuck condition. In an embodiment, the control unit (10) may be configured to determine the stuck wheel when speed of such wheel may be greater than the predefined value, which indicate that the stuck wheel rotates at relatively higher speed when compared to remaining driving wheels of the at least two driving wheels (3). Furthermore, upon determining the stuck condition of the vehicle and corresponding stuck wheel for such stuck condition, the control unit (10) is configured to operate the anti-lock braking system (ABS) to selectively brake the individual wheels (3) of the vehicle. In an embodiment, the anti-lock braking system (ABS) may include an inlet valve and an outlet valve, where the inlet valve may be operated to an open position, based on an operational signal from the control unit, to enable the anti-lock braking system (ABS) to selectively apply brake onto the corresponding stuck wheel of the vehicle. Whereas, on receiving another operational signal, the outlet valve may be operated to an open position, for enabling the anti-lock braking system (ABS) to release brake engaged on the corresponding stuck wheel (3) of the vehicle, which is identical to the normal anti-lock braking system (ABS) operation when wheel lock is detected during panic braking.

Further, the system (100) includes the indication unit (5), that may be communicatively coupled to the control unit (10) and associated with the vehicle. The indication unit (5) may be provided in an instrument cluster or an infotainment system within a cabin of the vehicle, to indicate or alert a driver regarding the stuck condition of the vehicle, while also, may indicate location of the corresponding stuck wheel. In an embodiment, the indication unit (5) alerts the driver by producing an alerting signal which may be at least one of a visual signal, an audio signal and an audio-visual signal, which may enable the driver to react and/or respond to the stuck condition of the vehicle.

Further, the control unit (10) is connected to a brake pedal (6) and an accelerator pedal (7) of the vehicle to receive inputs regarding actuation of the brake pedal (6) and the accelerator pedal (7) by the driver to aid in applying braking force to individual wheels of the vehicle and to operate the prime mover for generating the required torque for maneuvering the vehicle out from the stuck condition. In an embodiment, the brake pedal may be hydraulically or pneumatically or electrically connected to the control unit (10).

Upon determining the stuck condition of the vehicle, the control unit (10) indicates the stuck condition to the driver through the indication unit (5) and initiates a stuck mode. Further, in the stuck mode the indication unit (5) is configured to transmit alerting signal instructing the driver to simultaneously actuate the brake pedal (6) and the accelerator pedal (7). Further, the control unit (10) is configured to operate the inlet valve of the anti-lock braking system (ABS) associated with the stuck wheel and open the inlet valve to brake the stuck wheel in response to the simultaneous actuation of the brake pedal (6) and the accelerator pedal (7) by the driver in the stuck mode, the anti-lock braking system (ABS) associated with the stuck wheel actuates the inlet valve associated with the stuck wheel. In an embodiment, the anti-lock braking system (ABS) associated with the remaining driving wheels or non-driving wheels do not actuate and the inlet valves remain closed to allow rotation of the remaining driving wheels. Further, torque is generated by the prime mover (1) due to the actuation of the accelerator pedal (7), which may be transmitted to the remaining driving wheels by the differential (2), due to application of braking force on the stuck wheel. The torque transmitted to the remaining driving wheels is applied onto the surface of the terrain, which would enable in generating necessary friction to induce rotational movement to other remaining driving wheels, whereby imparting movement of the vehicle. The rotational motion of the remaining driving wheels maneuvers the vehicle out from the stuck condition, however when the supply torque may not be adequate.

In an embodiment, the control unit (10) determines torque supplied to the remaining driving wheels of the vehicle based on the input signal from the one or more-wheel speed sensors (4) associated with the remaining driving wheels. However, even after torque from the prime mover (1) is transmitted onto the remaining driving wheels and the vehicle does not maneuver out of the stuck condition, the control unit (10) is configured to transmit a second alerting signal to the driver through the indication unit (5) to apply more actuation force on the accelerator pedal (7) to increase the torque generated by the prime mover (1) until the torque is sufficient to propel the vehicle out of the stuck condition (i.e. the torque supplied to the remaining driving wheels may not be sufficient upon actuation of the accelerator pedal (7) up to a predefined limit and the wheel requires more torque to maneuver the vehicle which may be supplied by actuating the accelerator pedal more than the predetermined limit). After the vehicle is maneuvered out of the stuck condition and attains a speed more than a predefined value, the control unit (10) disables the stuck mode, and the normal operations of the vehicle takes over, where the predefined value may be any speed above Zero KMPH.

In an embodiment, upon detection of the stuck condition the control unit (10) may transmit an activation signal through the indication unit (5), where the driver may select an input to activate the stuck mode. In another embodiment, the stuck mode may be automatically activated by the control unit (10) when the driver simultaneously actuates both the brake pedal (6) and the accelerator pedal (7) upon detection of the stuck condition to maneuver the vehicle out of the stuck condition.

In an embodiment, upon the driver simultaneously actuating the brake pedal (6) and the accelerator pedal (7), the remaining driving wheels may lose traction and start spinning. The control unit (10) detects a spinning condition of the corresponding remaining driving wheels and may operate and regulate the prime mover (1) to control the torque generated by the prime mover (1). The controlled torque generated by the prime mover (1) reduces the speed of the remaining driving wheels below the predetermined limit to regain traction and maneuver the vehicle out of the stuck condition. In another embodiment, when the remaining driving wheels start spinning, the control unit (10) may operate the anti-lock braking system (ABS) associated with the remaining driving wheels. The anti-lock braking system (ABS) applies brake to the remaining driving wheels until the speed of the remaining driving wheels reduces below a predetermined limit and the remaining driving wheels regains traction to propel the vehicle out of the stuck condition. In an embodiment, the control unit (10) may operate and regulate the prime mover (1) to control the torque generated by the prime mover (1) in combination with the braking force selectively applied by the anti-lock braking system (ABS) to the remaining driving wheels to restrict spinning and maneuver the vehicle out of the stuck condition. Further, the control unit (10) is configured to determine a predefined value of torque by comparing with the torque at which the remaining driving wheels start spinning and compares the torque supplied to the remaining driving wheels of the vehicle with a predefined value of torque to maintain the torque generated by the prime mover (1) below the predefined value of torque.

In an embodiment, the stuck condition may be defined with the at least two driving wheels being stuck and the at least two driving wheels are in a spinning condition. The control unit (10) under this condition is configured to operate the anti-lock braking system (ABS) associated with both the stuck wheels and reduces speed of both the stuck wheels below a predetermined limit and until the stuck wheels regain traction to propel the vehicle out of the stuck condition. Further, when the operation of the anti-lock braking system (ABS) associated with both the stuck wheels is not sufficient to reduce the speed of both the stuck wheels below a predetermined limit, the control unit (10) may operate and regulate the prime mover (1) to control the torque generated by the prime mover (1) such that the speed of the remaining driving wheels reduces below the predetermined limit and the remaining driving wheels regains traction to propel the vehicle out of the stuck condition.

In an embodiment, the control unit (10) is configured to project parameters corresponding to driving wheels of the vehicle, and a plurality of values corresponding to torque output to be generated by the prime mover (1) through the indicating unit. For example, after indication of the stuck mode, the control unit (10) may alert the driver of fixed torque inputs through the indication unit (5). The fixed torque options may consists of different speeds of the prime mover (1) which the driver may select so that upon actuation of the accelerator pedal (7) the speed of the prime mover (1) may remain constant and the torque transmitted onto the remaining driving wheels also remains constant. Further, when the selected speed of the prime mover (1) is not sufficient to propel the vehicle out of the stuck condition the driver may select a higher speed indicated in the indication unit (5), which increases the speed of the prime mover (1) and increases the torque transmitted onto the remaining driving wheels.

In an embodiment, the control unit (10) may indicate options of selecting the stuck wheel through the indication unit (5) which the driver may select to selectively brake during the stuck mode. Further, the control unit (10) may suggest the stuck wheel to the driver through the indication unit (5) for the driver to select.

In an embodiment, the control unit (10) may be a separate module which is configured to control operations in the vehicle during the stuck condition or the control unit (10) may be a centralized controller configured to control numerous parameters required which are required to operate the vehicle, for example the control unit (10) may be a electronic control unit or an electronic control module which are configured to control and operate the prime mover (1) and other electrical components such as but not limited to windows, HVAC system, seats, lights and entertainment systems. Further, the control unit (10) may also be associated with the anti-lock braking system (ABS) and the engine control module, where the control unit (10) may be configured to operate the anti-lock braking system (ABS) and the engine during stuck condition of the vehicle.

Referring now to Figure 2 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method for maneuvering a vehicle out from a stuck condition. In an embodiment, the method may be implemented in any vehicle including, but not limited to, light vehicles, heavy vehicles, two-wheel drive vehicles, four-wheel drive vehicles and the like.

The method may describe in the general context of processor executable instructions in the control unit. Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.

The order in which the method 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 scope of the subject matter described herein. Furthermore, the method may be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 201, the control unit (10) which is communicatively coupled to the one or more-wheel speed sensors (4) positioned in the wheels of the vehicle receives the input signals. The input signals indicate speed difference between the driving wheels (3) of the vehicle to be more than a predetermined limit. The control unit (10) determines the stuck condition of the vehicle and the stuck wheel based on the input signals received from the one or more-wheel speed sensors (4).

In an embodiment, the stuck condition is defined by comparing speed of each wheel of the vehicle with the predefined speed, when speed of the vehicle is zero and the difference between the at least two driving wheels is above the predetermined limit.

At block 202, the control unit (10) may be connected to the indication unit (5) which may be in within the instrument cluster or the infotainment system within the cabin of the vehicle to indicate or alert the driver and receive information from the driver. Upon determining the stuck condition (201) the control unit (10) indicates the stuck condition to the driver through the indication unit (5). Further, the control unit (10) is configured to indicate the alerting signal to the driver instructing simultaneous actuation of the brake pedal (6) and the accelerator pedal (7).

At block 203, the control unit (10) may be operate the anti-lock braking system (ABS) associated with each wheel (3) of the vehicle. Upon the driver actuating both the brake pedal (6) and the accelerator pedal (7) simultaneously the control unit (10) operates the anti-lock braking system (ABS) associated with the stuck wheel to selectively apply brake to the stuck wheel.

Further, braking of the stuck wheel enables the torque generated by the prime mover (1) in response to the actuation of the accelerator pedal (7) to be selectively supplied to the remaining driving wheels to maneuver the vehicle out of the stuck condition.

In an embodiment, upon selectively actuating the anti-lock braking system (ABS) over a period, the inlet valves and the outlet valves of the anti-lock braking system (ABS) experience high pressures exerted by the brake fluids. The high pressure exerted on the inlet and the outlet valves may lead to wear and damage of the inlet and the outlet valves. In an embodiment, the control unit automatically actuates the inlet and the outlet valve simultaneously after a predetermined time limit so that a pump motor may operate and supply the brake fluids back into a reservoir to regulate the brake fluid such that any damage to the inlet and the outlet valves of the anti-lock braking system is prevented.

In an embodiment, the use of system and method in a vehicle eliminates the need of external forces to maneuver the vehicle out of the stuck condition. Further, the system (100) ensures that skilled driving may not be necessary to maneuver the vehicle out of the stuck condition.

In an embodiment, the system (100) enables the vehicle having two-wheel drive configuration with the differential (2) to be maneuvered out of the stuck condition. Further, the vehicle having the system (100) does not require a traction control system or electronic stability program to maneuver the vehicle out of the stuck condition.

In an embodiment, the cost of the system (100) is minimum as the system (100) utilizes the existing components already present in the vehicle. Further, other vehicles without the system (100) installed from factory may be retrofitted as the system (100) utilizes the existing components already present in the vehicle.

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, and especially in the appended claims (e.g., bodies of the appended claims) 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 following appended claims 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 (100) 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 (100) 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, claims, 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.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

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.

Referral Numerals:

Reference Number Description
100 System
ABS Anti-lock braking system
10 Control unit
1 Prime mover
2 Differential
3 Wheels
4 Wheel speed sensor
5 Indication unit
6 Brake pedal
7 Accelerator pedal
201-203 Method steps