CLIAMS:
1. A method for determining improvement in fuel efficiency of a vehicle, comprising:
determining, by an engine control unit, first fuel consumption value, wherein the first fuel consumption value is associated to fuel consumption of a vehicle comprising an intelligent alternator controller (IAC) and an intelligent battery sensor (IBS);
determining, by the engine control unit, second fuel consumption value, wherein the second fuel consumption value is associated to fuel consumption of the vehicle without the IAC and the IBS; and
obtaining fuel efficiency of the vehicle based on the difference between the first fuel consumption value and the second fuel consumption value.

2. The method as claimed in claim 1, further comprises displaying of the improvement in fuel efficiency on display which is associated with the vehicle.

3. The method as claimed in claim 1, wherein the first fuel consumption value is determined from a first look up table, based on first engine torque and an engine speed.

4. The method as claimed in claim 3, wherein the first engine torque is equal to a vehicle torque.

5. The method as claimed in claim 1, wherein the second fuel consumption value is determined from the first look up table, based on second engine torque and the engine speed.

6. The method as claimed in claim 5, wherein the second engine torque is computed using the vehicle torque and an alternator torque.

7. The method as claimed in claim 6, wherein the alternator torque is determined from a second look up table, based on alternator rotor speed and a battery current, the battery current is a current accepted by a battery of the vehicle from the alternator.

8. The method as claimed in claim 7, wherein the alternator rotor speed is determined based on belt drive ratio of the engine and the engine speed.

9. The method as claimed in claim 7, wherein the battery current is sensed by the IBS.

10. A system for determining improvement in fuel efficiency of a vehicle, comprising:
an intelligent alternator controller (IAC) for converting kinetic energy of the vehicle into electrical energy, wherein the electrical energy, in form of current, is fed to loads and battery of the vehicle;
an intelligent battery sensor (IBS) for sensing the current fed to the battery; and
an engine control unit communicatively connected to the IAC and IBS, and is configured for:
determining first fuel consumption value, wherein the first fuel consumption value is associated to fuel consumption of a vehicle comprising IAC) and an IBS;
determining second fuel consumption value, wherein the second fuel consumption value is associated to fuel consumption of the vehicle without the IAC and the IBS; and
obtaining fuel efficiency of the vehicle based on the difference between the first fuel consumption value and the second fuel consumption value.

11. The system as claimed in claim 10, further comprises display, associated with the vehicle, to display the improvement in fuel efficiency.
,TagSPECI:TECHNICAL FIELD

The present disclosure generally relates to a vehicle. Particularly but not exclusively, disclosure relates to fuel efficiency of the vehicle. Further, embodiments of the present disclosure disclose a method for computing and displaying improvement in fuel efficiency of the vehicle.

BACKGROUND OF DISCLOSURE

Presently, a system for improving fuel efficiency mainly comprises of an internal combustion engine of a motor vehicle and an electric system. The electric system further comprises a series of electric vehicle loads, an electric battery and an alternator. The alternator generates a supply voltage for the electric vehicle loads and for the electric battery. The electric system further comprises an alternator electronic control system which is configured to determine a series of battery parameters, operative state of the internal combustion engine, an electric regulation voltage and also varies an electric control current circulating in the inductive electric circuit of the alternator according to the electric regulation voltage. By this, the system dynamically estimates contribution of the electric loads of the alternator on the internal combustion engine to control the mechanical torque which helps to increase average battery life.

In one conventional approach, a vehicle control system is disclosed to calculate driver-required wheel torque, correction wheel torque to stabilize vehicle motion, required output shaft torque, alternator base torque, target engine torque and alternator torque to realize the output shaft torque. The required output shaft torque is required to realize vehicle motion, and the alternator base torque is required to maintain amounts of electric power in batteries. In order to realize the torque including wide band frequency torque, a torque division unit divides the sum of the torque into each torque actuator response frequency torque. Therefore, the target alternator torque is calculated by the alternator base torque to maintain electric power in batteries.

In another conventional approach, a method and apparatus is disclosed for controlling an alternator by turning it ON or OFF depending upon the battery conditions and the operating conditions of the automobile monitored by various sensors. The load imposed by the alternator can be reduced by allowing the batteries of the automobile which is controlled by a battery control unit to charge and discharge based on state of charge (SOC) of the batteries. Thereby, fuel efficiency of the automobile is optimized. By setting SOC limits, the alternator can be turned ON or OFF, using an alternator control unit, depending on whether the SOC of the batteries is within the SOC limits. In addition, power loading limits can be preset so that the alternator can be turned ON or OFF depending on the power loading conditions. The alternator may be turned ON or OFF, using an alternator control unit, based on other conditions as well. Limits on idling speed, cruise speed, accelerating and decelerating conditions can also be preset. The alternator can be turned ON or OFF based on whether the preset limits are exceeded. Since the alternator is only turned ON when needed, unnecessary charging is eliminated and the batteries of the automobile operate at optimal efficiency. As a result, battery operation and fuel efficiency of the automobile are optimized.

Though the above mentioned systems and methods provide fuel efficiency in a vehicle by implementing different strategies, however they do not disclose an aspect of computing the amount of fuel saved and displaying the same.

In light of foregoing discussion, it is observed that there exists a need for a system and method for computing the fuel saved in the vehicle and displaying the same with a display associated with the vehicle. Thereby, intimates fuel efficiency of the vehicle to a driver.

SUMMARY

The shortcomings of the prior art are overcome and additional advantages are provided through the provision of structure 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 there is provided a method for determining improvement in fuel efficiency of a vehicle. The method includes determining first fuel consumption value, determining second fuel consumption value and obtaining improvement in fuel efficiency of the vehicle. The first fuel consumption value associated to fuel consumption of a vehicle comprising an intelligent alternator controller (IAC) and an intelligent battery sensor (IBS). The second fuel consumption value is associated to fuel consumption of the vehicle without the IAC. The improvement in the fuel efficiency of the vehicle is determined based on the difference between the first fuel consumption value and the second fuel consumption value.

Further, in one non-limiting embodiment of the present disclosure there is provided a system for determining improvement in fuel efficiency of a vehicle. The system comprises of an intelligent alternator controller (IAC), an intelligent battery sensor (IBS) and an engine control unit. The IAC is configured for converting kinetic energy of the vehicle into electrical energy and the electrical energy is in form of current and is fed to loads and battery of the vehicle. The intelligent battery sensor (IBS) is configured for sensing the current fed to the battery. The engine control unit communicatively connected to the IAC and IBS, and is configured for determining first fuel consumption value, determining second fuel consumption value and obtaining fuel efficiency of the vehicle.

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.

OBJECTIVE

Object of the present disclosure is to provide a method and system for computing and displaying improvement in fuel efficiency in a vehicle for a better understanding of fuel economy by a driver.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

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

FIG. 1 illustrates a block diagram of a system for computing and displaying improvement in fuel efficiency in a vehicle, in accordance with the present disclosure.

FIG. 2 illustrates a block diagram with first look up table for computing first fuel consumption and second fuel consumption in a vehicle, in accordance with the present disclosure.

FIG. 3 illustrates a block diagram with second look up table for computing alternator torque, in accordance with the present disclosure.

FIG.4 illustrates a flow diagram for computing and displaying improvement in fuel efficiency of a vehicle.

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

DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific aspect disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure.

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

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail 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 spirit and the scope of the disclosure.

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

Embodiments of the present disclosure provide a method for determining improvement in fuel efficiency of a vehicle. The method includes determining first fuel consumption value, determining second fuel consumption value and obtaining fuel efficiency of the vehicle. The first fuel consumption value associated to fuel consumption of a vehicle comprising an intelligent alternator controller (IAC) and an intelligent battery sensor (IBS). The second fuel consumption value is associated to fuel consumption of the vehicle without the IAC and the IBS. The fuel efficiency of the vehicle is based on the difference between the first fuel consumption value and the second fuel consumption value.

In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.

FIG. 1 illustrates a block diagram of a system for computing and displaying improvement in fuel efficiency in a vehicle, in accordance with the present disclosure.

The system for computing improvement in fuel efficiency comprises an intelligent alternator controller (IAC) which helps in improving the fuel efficiency of the vehicle. In one embodiment, the system is implemented in the vehicle. In another embodiment, the system may be realized in electronic control unit of the vehicle. In one embodiment, the IAC operates in two modes of operation, viz., alternator shut down mode and energy recuperation mode. The IAC is configured to convert kinetic energy into electrical energy which is in form of current which is fed to loads and battery of the vehicle. Consumption of the current in the vehicle is given in equation 1.

I_Alt=I_Load+I_Bat ………...…….. (1)
where I_Alt is alternator current,
I_Load is the load current and
I_Bat is the battery current.

The load current consumed by the loads in the vehicle may be dissipated and hence may not have influence on the fuel efficiency of the vehicle and is not considered for determining improvement in fuel efficiency of the vehicle. However, the current consumed by the battery of the vehicle contributes in the fuel efficiency. The battery current in form of energy is stored in the battery of the vehicle and is referred as the conserved energy.

The system for computing improvement in the fuel efficiency comprises of an engine control unit (101) and a display unit (116) for displaying improvement in the fuel efficiency. The battery current (106) fed to the battery is sensed by an intelligent battery sensor (105) connected to the battery of the vehicle. The improvement in fuel efficiency (115) of the vehicle is computed by performing delta operation on a first fuel consumption value (113) and a second fuel consumption value (114). In one embodiment, the delta operation may be the difference operation performed between the first fuel consumption (113) and the second fuel consumption (114) to obtain the improvement in fuel efficiency (115) of the vehicle. Here, the first fuel consumption (113) is fuel consumed by the vehicle with the IAC and the second fuel consumption (114) is fuel consumed by the vehicle without the IAC.

In one embodiment, fuel consumption of the vehicle depends upon the engine torque and the engine speed (103). The fuel consumed is determined from first look up table (112) which is based on the engine torque and vehicle speed (103). In one embodiment, the first look up table (112) is stored in a memory unit associated to the engine control unit (101). The first fuel consumption (113) depends upon first engine torque (110) and engine speed (103) whereas the second engine torque (111) depends upon second engine torque (111) and engine speed (103). The first engine torque (110) is equal to vehicle torque (109) only wherein the second engine toque (111) depends upon the vehicle torque (109) and alternator torque (108). The alternator torque (108) is determined from second look up table (107), from which the second engine torque (111) and thereby the second fuel consumption value (114) is determined. In one embodiment, the second look up table (107) is stored in a memory unit associated to the engine control unit (101). The second look up table (103) is based on alternator rotor speed (104) and the battery current (106). The battery current (106) is obtained from the IBS (105). In one embodiment, engine RPM is transferred to alternator rotor through a belt drive, therefore the alternator rotor speed (104) is obtained by multiplying the belt drive ratio (102) with the engine speed (103). In one embodiment, the engine speed (103) which is used to determine the alternator rotor speed (104) and the fuel consumption values is received from engine control unit (101) on controller area network (CAN) bus.

FIG. 2 illustrates a block diagram with first look up table for computing first fuel consumption and second fuel consumption in a vehicle, in accordance with the present disclosure.

The first look up table (104) as shown in FIG. 2 is mapping of engine torque vs engine speed vs fuel consumption. Table 1 illustrates the first look up table (112) in one embodiment. First column of the table indicates the engine speed and first row of the table indicates the engine torque. The fuel consumption value corresponding to a particular value of engine speed and the engine torque is determined from the first look up table. In one embodiment, a unit of the engine speed is revolution per minute (RPM), units of the engine torque is Newton-meter (N-m) and the units of fuel consumption is grams.

Engine torque in N-m
10 20 30 40 50 60 70
1000 0.414286 0.127753 0.068306 0.052802 0.044643 0.038838 0.03634
1250 0.341463 0.115242 0.059081 0.042715 0.035196 0.029559 0.025304
1500 0.209677 0.062353 0.046011 0.036145 0.027738 0.02176 0.018476
1750 0.271523 0.07513 0.044706 0.031266 0.023392 0.017886 0.0165
2000 0.139373 0.063158 0.042396 0.030817 0.025389 0.020472 0.016111
2200 0.142857 0.05 0.044684 0.027204 0.02256 0.019866 0.017424
2500 0.12 0.070565 0.031425 0.020449 0.016746 0.014423 0.011668
2750 0.26455 0.076846 0.03288 0.020997 0.0176 0.012322 0.011
3000 0.122024 0.061041 0.035801 0.018059 0.014177 0.011864 0.010207
3250 0.122616 0.063005 0.005 0.023638 0.01622 0.012293 0.010073
3500 0.11215 0.038462 0.025378 0.018133 0.013896 0.011057 0.009179
4000 0.093809 0.03122 0.022605 0.016949 0.012377 0.009785 0.008177

Engine
Speed in
RPM

Table 1

For example, when the engine speed is 2500 RPM for the engine torque of 50 N-m, then the fuel consumption will be 0.016746 grams.

The first fuel consumption (113) is based on the first engine torque (110) and the engine speed (103) and the second fuel consumption (114) is based on the second engine torque (111) and engine speed (103). The fuel consumption values that are the first fuel consumption value (113) and the second fuel consumption value (114), obtained from the first look up table (112) and second look up table (107) is instantaneous values and is in milli grams and these values are converted to milli liters by dividing by density of fuel in the vehicle. In one embodiment, the fuel is converted to milli liters by dividing by 0.7500 RhoGsl (Kg/L). Further, the fuel consumption values are integrated till engine of the vehicle is switched off and then the delta operation (202) is performed to obtain the fuel efficiency of the vehicle.

FIG. 3 illustrates a block diagram with second look up table for computing the alternator torque, in accordance with the present disclosure.

The first engine torque (110) and the second engine torque (111) used for determining the first fuel consumption value (113) and the second fuel consumption value (114) respectively depends upon the vehicle torque (109) as in equation 2 and 3. The second engine torque (111) along with the vehicle torque (109) also depends upon the alternator torque (108) as in equation 3.
T_Eng1=T_Veh ……..…….. (2)
T_Eng2=T_Veh+T_(Alt ) .…….…….. (3)
where, T_Eng1 is the first engine torque,
T_Eng2 is the second engine torque,
T_Veh is the vehicle torque and
T_Alt is the alternator torque.

Further the vehicle torque (109) of the vehicle depends upon torque demand on the engine for the vehicle propulsion, accessory torque demand and torque demanded by AC compressor. As given in equation 4.

T_Veh=T_Drag+T_Acc+T_AC …...……… (4)
where, T_Drag is the torque demanded on the engine for the vehicle propulsion,
T_Acc is the accessory torque and
T_AC is the torque demanded by AC compressor.

In one embodiment, the accessory torque demand includes torque associated with power steering pump and coolant pump. The torque demanded by the AC compressor occurs only when the AC is turned ON and is also assumed constant throughout the vehicle run.

The torque demand on the engine for vehicle propulsion is given in equation 5.
T_Drag=(T_Wheel*η_Trans)/(G_FDR*G_Gear ) …………. (5)

where, T_Drag is drag/propulsion torque on the engine,
T_Wheel is torque at the wheel,
G_FDR is gear ratio at the final drive/ differential,
G_Gear is current gear signal and
η_Trans is transmission efficiency which is a constant for a given vehicle and power train variant.

Further, the torque at the wheel of the vehicle is given by equation 6.

T_Wheel=F_Total*R_Dyn …………. (6)
where, F_Total is total resistance at the wheel, and
R_Dyn is dynamic rolling radius of a tire of the vehicle.

Here, the total resistance at the wheel is calculated by the equation 7.

F_Total=F_Roll+F_Aero+F_Acc ...……….. (7)
where, F_Roll is rolling resistance offered by the vehicle,
F_Aero is aerodynamic resistance and
F_Acc is inertia.

The rolling resistance offered by the vehicle is given by equation 8.

〖 F〗_Roll=C_rr*GVW*g ………… (8)
where, C_rr is coefficient of rolling resistance which is assumed to be 0.013.
GVW is gross vehicle weight and
g is acceleration due to gravity.

The aerodynamic resistance is calculated by equation 9.
F_Aero 1/2*ſ_Air*C_d*A*V …………… (9)
where, F_Aero is aerodynamic resistance on the vehicle,
ſ_Air is density of the air equal to 1.202 Kg/m^3,
C_d is coefficient of drag,
A is front projected area and
V is velocity/speed of the vehicle in m/sec.

The inertia is given by equation 10.
F_Acc=GVW*acceration of the vehicle ………... (10)
where the acceleration is derived by differentiating the vehicle speed continuously.

The vehicle torque (109) obtained from equation 4 is used for determining the first engine torque (110) and the second engine torque (111). In the vehicle with the IAC, the alternator torque (108) is equal to zero. Alternator current is equal to the battery current (106) fed to the battery of the vehicle. Therefore, the first engine torque (110) is equal to the vehicle torque (109) whereas in the vehicle without the IAC, the engine torque that is the second engine torque (111) is equal to the sum of the vehicle torque (109) and the alternator torque (108). The alternator torque (108) is obtained from the second look up table (107) which is mapping of alternator rotor speed vs battery current vs alternator torque. Table 1 illustrates the second look up table (107) in one embodiment. First column of the table indicates the alternator rotor speed and first row of the table indicates the battery current. The alternate torque value corresponding to a particular value of alternator rotor speed and the battery current is determined from the second look up table. In one embodiment, unit of the alternator rotor speed is RPM, unit of the battery current is amperes and unit of the alternator torque is Newton-meter (N-m).

Battery current in amperes
0 5 10 15 20 25 30
1500 0.60 1.14 1.69 2.34 3.02 3.86 4.45
1600 0.52 1.00 1.58 2.11 2.71 3.28 3.98
1800 0.42 0.88 1.34 1.83 2.33 2.85 3.38
2000 0.37 0.79 1.19 1.66 2.06 2.53 3.04
2200 0.36 0.72 1.10 1.53 1.88 2.37 2.75
2400 0.35 0.67 1.02 1.43 1.74 2.14 2.54
2600 0.33 0.62 0.95 1.29 1.62 1.99 2.35
2800 0.30 0.58 0.90 1.23 1.51 1.86 2.17
3000 0.27 0.55 0.86 1.16 1.43 1.74 2.04
3500 0.26 0.50 0.76 1.01 1.26 1.50 1.76
4000 0.25 0.45 0.68 0.90 1.13 1.36 1.57
4500 0.24 0.43 0.61 0.83 1.04 1.23 1.43
5000 0.24 0.41 0.58 0.78 0.96 1.10 1.31

Alternator
rotor
speed
in RPM
Table 2

For example, when the alternator rotor speed is 2400 RPM for the battery current of 30 Amperes, then the output alternator torque will be 2.57 N-m.

FIG.4 illustrates a flow diagram for computing and displaying improvement in fuel efficiency of a vehicle.

Initially the engine control unit (101) of the system for computing and displaying the fuel efficiency (115) of the vehicle determines the battery current (106) from the IBS (105), the belt drive ratio (102), the engine speed (103) and the engine torque at step 401. Further, the engine control unit (101) determines alternator rotor speed (104) at step 402 from the belt drive ratio (102) and the engine speed (103) and also determines the alternator torque (108) from the second look up table (107) at step 403. The engine control unit (101) determines the first engine torque (110) at step 404 and the second engine torque (111) at step 405. The second fuel consumption (114) and the first fuel consumption (113) are determined by the engine control unit (101) at steps 406 and 407 respectively. Further, the engine control unit (101) determines the improvement in fuel efficiency (115) at step 408 and the displays the improvement in fuel efficiency (115) through the display unit (116) when the engine of the vehicle is switched off at step 409.

Advantages:
The present disclosure is to provide a system and a method for computing improvement in a fuel efficiency of the vehicle and displaying the same to provide a better understanding to the driver regarding fuel economy.

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 having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, 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."

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 block diagram for computation of fuel efficiency
101 engine control unit
102 belt drive ratio
103 engine speed
104 alternator rotor speed
105 intelligent battery sensor
106 battery current
107 second look up table
108 alternator torque
109 vehicle torque
110 first engine torque
111 second engine torque
112 first look up table
113 first fuel consumption
114 second fuel consumption
115 fuel efficiency
116 display unit
201 integrator
202 delta operation
401 determine battery current, belt drive ratio, engine speed and vehicle torque
402 determine alternator rotor speed
403 determine alternator torque from second look up table
404 determine first engine torque
405 determine second engine torque
406 determine second fuel consumption
407 determine first fuel consumption
408 determine Fuel efficiency
409 display fuel efficiency when the engine is switched off