Description:A SYSTEM FOR CONTROLLING DUAL ACCELERATION MODE USING HAND CONTROL ARRANGEMENT IN A VEHICLE

TECHNICAL FIELD
[0001] The present disclosure relates to a system for controlling dual acceleration mode using hand control arrangement in a vehicle. In particular, the present disclosure relates to the dual control mode which enables the acceleration of the vehicle to be controlled by hand instead of a leg-controlled accelerator pedal.
BACKGROUND
[0002] In existing car, the three-pedal drive system is the most common technology used worldwide. As technology advances the three-pedal drive is shifting to a two-pedal drive by removing the clutch pedal. In the two-pedal drive, the user switches between an accelerator pedal and a brake pedal during traffic conditions. Also, in case the user wants to have a different acceleration profile that cannot be possible using Pedal. Therefore, there are different modes provided in a vehicle e.g. Sport/ ECO/ Normal mode but dynamic switching in these modes can be possible. However, their immediate effect will not be in real-time.
[0003] In a conventional vehicle, a foot pedal is the common means of operating the accelerator in a car. The vehicle is controlled by the driver via a foot pedal, namely the acceleration of the vehicle by actuation of the accelerator pedal and the deceleration of the vehicle by actuation of the brake pedal.
[0004] Many of the control device used in marketplace requires the use of the complete foot. The control device has been failed to ensure that the vehicle is driven in a controlled manner.
[0005] It is very common for vehicle drivers to accidentally depress the accelerator pedal instead of the brake pedal in a panic due to pedal misapplication. A reasonable number of vehicle accidents have been reported as a result of such unintended actions. This is because pressing the accelerator instead of the brake pedal in heavy traffic can cause the driver to collide with another vehicle, leading to a serious accident.
[0006] Further, frequent use of foot acceleration pedal also creates fatigue to the driver.
[0007] In view of the above, the driver of the traditional automobile needs to control the acceleration and deceleration of the automobile by means of the hand-controller lever (can be referred as pedal shifter) which is handy, easy to use and also avoids confusion between the brake and the accelerator.
[0008] Therefore, there is a system for controlling dual acceleration mode using hand control arrangement in a vehicle.
OBJECTS OF THE INVENTION
[0009] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed herein below.
[0010] It is an object of the present subject matter to overcome the aforementioned and other drawbacks existing in the prior art systems and methods.
[0011] It is a significant object of the present disclosure to facilitate better control of a vehicle during traffic and panic-driven conditions.
[0012] It is another principal object of the present disclosure to provide a system for controlling dual acceleration mode using hand control arrangement in a vehicle.
[0013] It is another principal object of the present disclosure to provide the dual acceleration mode using hand control arrangement where one lever provides normal acceleration and another lever provides fast acceleration as compared to the first lever.
[0014] It is another object of the present disclosure to provide an acceleration control system and provides dual vehicle acceleration control via hand-controlled levers instead of leg-controlled accelerator pedal.
[0015] It is another object of the present disclosure to provide the system that move along with the steering wheel to assist driver during turning.
[0016] It is another object of the present disclosure to provide the system through which acceleration of vehicle is controlled based on the pressing amount of the hand-controlled lever.
[0017] It is yet another object of the present disclosure to provide an improved system for controlling dual acceleration mode using hand control arrangement in a safe, reliable, comfortable and simple manner.
[0018] These and other objects and advantages of the present subject matter will be apparent to a person skilled in the art after consideration of the following detailed description taking into consideration with accompanied drawings in which preferred embodiments of the present subject matter are illustrated.

SUMMARY OF THE INVENTION
[0019] This summary is provided to introduce concepts related to a system for controlling dual acceleration mode using hand control arrangement in a vehicle. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0020] According to an embodiment of a present disclosure, there is provided a system for controlling dual acceleration mode using hand control arrangement in a vehicle. The system comprising a steering wheel. The steering comprises a circular rim, a hub, and spokes. A left-hand side lever and a right-hand side lever are coupled with a first spoke and a second spoke from the plurality of spokes, respectively. A hand controlled dual accelerator mode (HC-DAM) controller, coupled with a vehicle controller, configured to determine, by pressure sensor coupled with the left-hand side lever and a right-hand side lever, pressed condition of the left-hand side lever and/or the right-hand side lever and percentage of pressed condition of the left-hand side lever and/or the right-hand side lever, determine demanded acceleration profile based on the determined pressed condition of the left-hand side lever and/or the right-hand side lever, the determined percentage of pressed of the left-hand side lever and/or the right-hand side lever, and vehicle speed received from the vehicle controller. The vehicle controller is coupled with the HC-DAM Controller to determine demanded torque based on the determined demanded acceleration profile and brake pedal position, send determined demanded torque request to an engine or motor of the vehicle.
[0021] In an aspect, the left-hand side lever is configured to generate different acceleration demand when compared to the right-hand side lever.
[0022] In an aspect, the left-hand side lever is configured to generate greater acceleration demand when compared to the right-hand side lever.
[0023] In an aspect, the HC-DAM controller is configured to determine, based on interpolation of acceleration profiles of the left-hand side lever and the right-hand side lever, interpolate demanded acceleration profile when both the left-hand side lever and the right-hand side lever are pressed together.
[0024] In an aspect, the HC-DAM controller is configured to detect, by the pressure sensor, sudden release of the left-hand side lever and/or the right-hand side lever, determine deceleration demand when sudden release of the left-hand side lever and/or the right-hand side lever is/are detected. The detection of sudden release of hand-controlled levers is determined when the percentage of pressed condition of the left-hand side lever and/or the right-hand side lever become Zero in fraction of second, for example, 0-10 ms (i.e., the levers are released instantly) and the non-activation of any of the hand lever again within a specific duration. The specific duration is pre-calibrated and stored in the HC-DAM Controller.
[0025] In an aspect, the HC-DAM controller is configured to detect, by the pressure sensor, switching from the left-side hand lever to the right-side hand lever or vice versa, maintain the vehicle coast down (i.e., maintain the same velocity during the switching) upto a threshold time duration (T1), determine deceleration demand when either of the left-side hand lever or the right-side hand lever is un-pressed for time greater than the threshold time duration (T1).
[0026] In an aspect, the vehicle is liquid/gas fuel based vehicle or electric based vehicle.
[0027] In an aspect, the vehicle is Automatic Gear Shifting vehicle.
[0028] According to an embodiment of a present disclosure, there is provided a method for controlling dual acceleration mode using hand control arrangement in a vehicle. The method comprises activating, by HC-DAM activation input device, hand controlled dual acceleration mode (HC-DAM), determining, by pressure sensor coupled with the left-hand side lever and the right-hand side lever, pressed condition of the left-hand side lever and/or the right-hand side lever and percentage of pressed condition of the left-hand side lever and/or the right-hand side lever, determining, by the HC-DAM controller, demanded acceleration based on the determined percentage of pressed of the left-hand side lever and/or the right-hand side lever, and vehicle speed received from the vehicle controller, determining, by a vehicle controller, demanded torque based on the determined demanded acceleration and brake pedal position, generating, by engine or motor of the vehicle, demanded torque.
[0029] In an aspect, the method comprises determining, by the HC-DAM controller, based on interpolation of acceleration profiles of the left-hand side lever and the right-hand side lever, interpolate demanded acceleration profile when both the left-hand side lever and the right-hand side lever are pressed together.
[0030] In an aspect, the method comprises detecting, by the pressure sensor, sudden release of the left-hand side lever and/or the right-hand side lever, determining, by the HC-DAM controller, deceleration demand when sudden release of the coupled with the left-hand side lever and/or the right-hand side lever is/are detected.
[0031] In an aspect, the method comprises detecting, by the pressure sensor, switching from the left-side hand lever to the right-side hand lever or vice versa, maintaining, by the HC-DAM controller, the vehicle coast down (i.e. maintain the same velocity during switching) upto a threshold time duration (T1), determining, by the HC-DAM controller, deceleration demand when either of the left-side hand lever or the right-side hand lever is un-pressed for time greater than the threshold time duration (T1).
[0032] To further understand the characteristics and technical contents of the present subject matter, a description relating thereto will be made with reference to the accompanying drawings. However, the drawings are illustrative only but not used to limit the scope of the present subject matter.
[0033] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which numerals represent like components.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING(S)
[0034] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the invention may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. In the figures, a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system or methods or structure in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which
[0035] Figures 1 (a)-(c) illustrate the front side view and back side of the steering wheel along with the hand levers for controlling dual acceleration mode in accordance with an embodiment of the present disclosure;
[0036] Figure 2 illustrates an exemplary flow of operation of hand controlled dual accelerator mode (HC-DAM) controller of the vehicle in accordance with an exemplary embodiment of the present disclosure;
[0037] Figure 3 illustrates an example method for controlling dual acceleration mode in accordance with an exemplary embodiment of the present disclosure; and
[0038] Figures 4 (a)-(b) illustrate an example method for detecting sudden release of the left-hand side lever and/or the right-hand side lever by the pressure sensor in accordance with an exemplary embodiment of the present disclosure.
[0039] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0040] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0041] While the embodiments of the disclosure are subject to various modifications and alternative forms, specific embodiment 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.
[0042] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, system, assembly 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 or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.
Non-limiting Definitions
[0043] In the disclosure hereinafter, one or more terms are used to describe various aspects of the present disclosure. Therefore, a few definitions are provided herein for a better understanding of the present disclosure.
[0044] “Braking torque” refers to essentially the power of the braking system which is activated/applied when there is a sudden release of either the right-hand side lever or the left-hand side lever in context of the present disclosure. This is basically a negative torque in the absence of positive torque.
[0045] “Vehicle Coasting” refers to continuing/maintaining the vehicle at a uniform speed or last speed during positive acceleration of the vehicle, so as to maintain the same velocity while switching among the hand levers in context of present disclosure. The coasting of the vehicle can typically be activated or deactivated while switching among the hand levers.
[0046] Interpolation is process of determining/estimating/calculating unknown values that lies in between the known data values. Interpolation could be of linear type, spline, flat, etc. or any known type of interpolation.
Exemplary implementations/embodiments
[0047] The present disclosure relates to a system for controlling dual acceleration mode that is able to provide acceleration control of the vehicle via a hand-controlled mechanism instead of leg-controlled accelerator pedal. Herein, the acceleration control system allows a driver to move foot back and forth only for the purpose of braking thereby rendering better control of the vehicle in traffic and panic-stricken conditions. The structural and operational attributes of the proposed acceleration control system are discussed in the subsequent sections.
[0048] Figure 1 illustrates a front side view and a back side of the steering wheel along with the levers for controlling dual acceleration mode in accordance with an exemplary embodiment of the present disclosure. Herein, the system comprises a steering wheel (101) having a circular rim (102), a hub (103), and a plurality of spokes (104a, 104b, and 104c).
[0049] In an aspect, there are provided a left-hand side lever (105) and a right-hand side lever (106) are coupled with a first spoke (104a) and a second spoke (104b) from the plurality of spokes (104a, 104b, 104c), respectively. The first spoke (104a) and the second spoke (104b) extend from the hub (103) to the circular rim (102) defining an inner diameter of the circular rim (102) and the third spoke (104c) is positioned in between the first spoke (104a) and the second spoke (104b) and extend from the hub (103) to the circular rim (102). The left-hand side lever (105) and the right-hand side lever (106) are configured to couple with the hub (103) and the spokes (104a, 104b, and 104c) of the steering wheel. The middle circular section (107) of the left-hand side lever (105) and the right-hand side lever (106) is affixed at the hub (103) of the steering wheel. The left-hand side lever (105) is spaced apart from the right-hand side lever (106) and configured to affix at the middle circular section (107).
[0050] In an aspect, the left-hand side lever (105) and the right-hand side lever (106) are configured to pull towards the steering wheel (101) to provide different acceleration profiles in a vehicle.
[0051] In an aspect, the left-hand side lever (105) is configured to generate different acceleration demand when compared to the right-hand side lever (106).
[0052] In an aspect, the left-hand side lever (105) is configured to generate greater acceleration demand when compared to the right-hand side lever (106) or vice-versa.
[0053] In an aspect, the left-hand side lever (105) and the right-hand side lever (106) are integrated at back side of the steering wheel and acceleration of vehicle is controlled based on the amount of pressing the left-hand side lever (105) and the right-hand side lever (106).
[0054] In an aspect, the left-hand side lever (105) and the right-hand side lever (106) rotates or move along with the steering wheel to assist driver during turning as these levers are fixedly coupled with the steering wheel.
[0055] Figure 2 illustrates an exemplary flow of operation of hand controlled dual accelerator mode (HC-DAM) controller of the vehicle in accordance with an exemplary embodiment of the present disclosure.
[0056] In an aspect, there is provided a hand controlled dual accelerator mode (HC-DAM) controller (203), coupled with a vehicle controller (204), configured to determine, by pressure sensor coupled with the left-hand side lever (105) and the right-hand side lever (106), pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106) and percentage of pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106).
[0057] In an aspect, it is to be mentioned in this context a hand controlled dual accelerator mode (HC-DAM) controller (203) configured to determine demanded acceleration profile based on the determined pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106), the determined percentage of pressed of the left-hand side lever (105) and/or the right-hand side lever (106), and vehicle speed received from the vehicle controller (204).
[0058] In an aspect, the left-hand side lever (105) and the right-hand side lever (106) are made of telescopic lever or spring loaded lever which forms continuous linear lever profile. In an aspect, the vehicle controller (204) coupled with the HC-DAM Controller (203) is configured to determine demanded torque based on the determined demanded acceleration profile and brake pedal position.
[0059] In an aspect, it is to be mentioned in this context the vehicle controller (204) coupled with the HC-DAM Controller (203) is configured to send determined demanded torque request to an engine or motor of the vehicle.
[0060] In an aspect, the HC-DAM controller (203) configured to determine, based on interpolation of acceleration profiles of the left-hand side lever (105) and the right-hand side lever (106), interpolate demanded acceleration profile when both the left-hand side lever (105) and the right-hand side lever (106) are pressed together.
[0061] In an aspect, the HC-DAM controller (203) is configured to detect, by the pressure sensor, sudden release of the left-hand side lever (105) and/or the right-hand side lever (106).
[0062] In an aspect, it is to be mentioned in this context to determine deceleration demand when sudden release of the coupled with the left-hand side lever (105) and/or the right-hand side lever (106) is detected. The detection of sudden release of hand-controlled levers is determined when the percentage of pressed condition of the left-hand side lever and/or the right-hand side lever become Zero in fraction of second, for example, 0-10 ms (i.e., the levers are released instantly) and the non-activation of any of the hand lever again within a specific duration. The specific duration is pre-calibrated and stored in the HC-DAM Controller. During deceleration, a negative torque is applied for braking the vehicle. Or in the electric vehicle, regenerative force can be applied during deceleration.
[0063] In an aspect, the HC-DAM controller (203) is configured to detect, by the pressure sensor, switching from the left-hand side lever (105) to the right-hand side lever (106) or vice versa.
[0064] In an aspect, it is to be mentioned in this context the HC-DAM controller (203) configured to coast down the vehicle (i.e., maintain the same velocity as during the positive acceleration or acceleration is applied) upto a threshold time duration (T1) while switching among the hand levers.
[0065] In an aspect, it is to be mentioned in this context the HC-DAM controller (203) configured to determine deceleration demand when either of the left-hand side lever (105) or the right-hand side lever (106) is un-pressed for time greater than the threshold time duration (T1).
[0066] In an aspect, when the sudden release of either of the left-hand side lever (105) or the right-hand side lever (106) is treated/considered/detected as a panic situation in such case a braking torque (deceleration) is calculated by the HC-DAM Controller.
[0067] In an aspect, when the user releases the left-hand side lever (105) and the right-hand side second lever (106) the speed holding duration is elapsed in such case the deceleration demand is generated from HC-DAM Controller.
[0068] In an aspect, the vehicle is liquid/gas fuel based vehicle or electric based vehicle.
[0069] In an aspect, the vehicle is Automatic Gear Shifting vehicle.
[0070] Figure 3 illustrates an example a method for controlling dual acceleration mode using hand control arrangement in a vehicle in accordance with an exemplary embodiment of the present disclosure. 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 methods, or an alternative method. Furthermore, methods may be implemented by the hand controlled dual acceleration mode (HC-DAM) and further by a vehicle controller through any suitable hardware.
[0071] At block (302), the method includes activating, by HC-DAM activation input device, hand controlled dual acceleration mode (HC-DAM).
[0072] At block (304), determining, by pressure sensor coupled with the left-hand side lever (105) and a right-hand side lever (106), pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106) and percentage of pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106).
[0073] At block (306), determining, by the HC-DAM controller (203), demanded acceleration based on the determined percentage of pressed of the left-hand side lever (105) and/or the right-hand side lever (106), and vehicle speed received from the vehicle controller (204).
[0074] At block (304), determining, by a vehicle controller (204), demanded torque based on the determined demanded acceleration and brake pedal position.
[0075] At block (310), generating, by engine or motor of the vehicle, demanded torque.
[0076] At block (312), the method comprises determining, by the HC-DAM controller (203), based on interpolation of acceleration profiles of the left-hand side lever (105) and the right-hand side lever (106), interpolate demanded acceleration profile when both the left-hand side lever (105) and the right-hand side lever (106) are pressed together.
[0077] Figures 4 (a)-(b) illustrate an example method for detecting sudden release of the left-hand side lever and/or the right-hand side lever by the pressure sensor in accordance with an exemplary embodiment of the present disclosure.
[0078] At block (402), the method comprises detecting (402), by the pressure sensor, sudden release of the left-hand side lever (105) and/or the right-hand side lever (106).
[0079] At block (404), the method determining, by the HC-DAM controller (203), deceleration demand when sudden release of the coupled with the left-hand side lever (105) and/or the right-hand side lever (106) is/are detected. The detection of sudden release of hand-controlled levers is determined when the percentage of pressed condition of the left-hand side lever and/or the right-hand side lever become Zero in fraction of second, for example, 0-10 ms (i.e., the levers are released instantly) and the non-activation of any of the hand lever again within a specific duration. The specific duration is pre-calibrated and stored in the HC-DAM Controller.
[0080] At block (402), the method comprises detecting, by the pressure sensor, switching from the left-hand side lever (105) to the right-hand side lever (106) or vice versa.
[0081] At block (406), the method comprises maintaining, by the HC-DAM controller (203), the vehicle coast down (i.e. maintains the same velocity) upto a threshold time duration (T1).
[0082] At block (408), determining, by the HC-DAM controller (203), deceleration demand when either of the left-hand side lever (105) or the right-hand side lever (106) is un-pressed for a time greater than the threshold time duration (T1).
[0083] However, in all the cases as explained in the present disclosure, it is assumed that a person skilled in the art is having a detailed knowledge of driving a vehicle in automatic gear mode and is also well acquainted with shifting the gears while driving a vehicle.
[0084] Technical Advantages
All in all, the acceleration control system (100) described in the present disclosure is having the following advantages:
a) The present system (100) prevents the vehicle from causing severe accidents during traffic or panic-driven conditions
b) The present system (100) provides different activation modes and different acceleration profiles to a vehicle
c) The present system (100) is easy to implement
Equivalents
[0085] It should be noted that the description and figures merely illustrate the principles of the present subject matter. It should be appreciated by those skilled in the art that conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present subject matter. It should also be appreciated by those skilled in the art that by devising various systems that, although not explicitly described or shown herein, embody the principles of the present subject matter and are included within its spirit and scope. Furthermore, all examples recited herein are principally intended expressly to be for pedagogical purposes to aid the reader in understanding the principles of the present subject matter and the concepts contributed by the inventor(s) to furthering the art and are to be construed as being without limitation to such specifically recited examples and conditions. The novel features which are believed to be characteristic of the present subject matter, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures.
[0086] Although embodiments for the present subject matter have been described in language specific to package features, it is to be understood that the present subject matter is not necessarily limited to the specific features described. Rather, the specific features and methods are disclosed as embodiments for the present subject matter. Numerous modifications and adaptations of the system/device of the present invention will be apparent to those skilled in the art, and thus it is intended by the appended claims to cover all such modifications and adaptations which fall within the scope of the present subject matter.
[0087] 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.”
[0088] It will be further appreciated that functions or structures of a plurality of components or steps may be combined into a single component or step, or the functions or structures of one-step or component may be split among plural steps or components. The present invention contemplates all of these combinations. Unless stated otherwise, dimensions and geometries of the various structures depicted herein are not intended to be restrictive of the invention, and other dimensions or geometries are possible. In addition, while a feature of the present invention may have been described in the context of only one of the illustrated embodiments, such feature may be combined with one or more other features of other embodiments, for any given application. It will also be appreciated from the above that the fabrication of the unique structures herein and the operation thereof also constitute methods in accordance with the present invention. The present invention also encompasses intermediate and end products resulting from the practice of the methods herein. The use of “comprising” or “including” also contemplates embodiments that “consist essentially of” or “consist of” the recited feature.
, Claims:We claim:
1. A system for controlling dual acceleration mode using hand control arrangement in a vehicle, the system comprising
a steering wheel (101) comprises a circular rim (102), a hub (103), and a plurality of spokes (104a, 104b, and 104c);
a left-hand side lever (105) and a right-hand side lever (106) are coupled with a first spoke (104a) and a second spoke (104b) from the plurality of spokes (104a, 104b, 104c), respectively;
a hand controlled dual accelerator mode (HC-DAM) controller (203), coupled with a vehicle controller (204), configured to:
determine, by pressure sensor coupled with the left-hand side lever (105) and a right-hand side lever (106), pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106) and percentage of pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106);
determine demanded acceleration profile based on the determined pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106), the determined percentage of pressed of the left-hand side lever (105) and/or the right-hand side lever (106), and vehicle speed received from the vehicle controller (204);
the vehicle controller (204) coupled with the HC-DAM Controller (203) to:
determine demanded torque based on the determined demanded acceleration profile and brake pedal position;
send determined demanded torque request to an engine or motor of the vehicle.

2. The system as claimed in claim 1, wherein the left-hand side lever (105) is configured to generate different acceleration demand when compared to the right-hand side lever (106).

3. The system as claimed in claim 2, wherein the left-hand side lever (105) is configured to generate greater acceleration demand when compared to the right-hand side lever (106).

4. The system as claimed in claim 1, wherein the HC-DAM controller (203) configured to:
determine, based on interpolation of acceleration profiles of the left-hand side lever (105) and the right-hand side lever (106), interpolate demanded acceleration profile when both the left-hand side lever (105) and the right-hand side lever (106) are pressed together.
5. The system as claimed in claim 1, wherein the HC-DAM controller (203) configured to:
detecting, by the pressure sensor, sudden release of the left-hand side lever (105) and/or the right-hand side lever (106); and
determine deceleration demand when sudden release of the coupled with the left-hand side lever (105) and/or the right-hand side lever (106) is/are detected.
6. The system as claimed in claim 1, wherein the HC-DAM controller (203) configured to:
detect, by the pressure sensor, switching from the left-side hand lever (105) to the right-side hand lever (106) or vice versa;
maintain vehicle coast down upto a threshold time duration (T1); and
determine deceleration demand when either of the left-side hand lever (105) or the-right side hand lever (106) is un-pressed for time greater than the threshold time duration (T1).
7. The system as claimed in claim 1, wherein the vehicle is liquid/gas fuel based vehicle or electric based vehicle.

8. The system as claimed in claim 1, wherein the vehicle is Automatic Gear Shifting vehicle.

9. A method for controlling dual acceleration mode using hand control arrangement in a vehicle, the method comprising:
activating (302), by HC-DAM activation input device, hand controlled dual acceleration mode (HC-DAM);
determining (304), by pressure sensor coupled with the left-hand side lever (105) and a right-hand side lever (106), pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106) and percentage of pressed condition of the left-hand side lever (105) and/or the right-hand side lever (106);
determining (306), by the HC-DAM controller (203), demanded acceleration based on the determined percentage of pressed of the left-hand side lever (105) and/or the right-hand side lever (106), and vehicle speed received from the vehicle controller (204);
determining (308), by a vehicle controller (204), demanded torque based on the determined demanded acceleration and brake pedal position;
generating (310), by engine or motor of the vehicle, demanded torque.
10. The method as claimed in claim 9, wherein the method comprises:
determining (312), by the HC-DAM controller (203), based on interpolation of acceleration profiles of the left-hand side lever (105) and the right-hand side lever (106), interpolate demanded acceleration profile when both the left-hand side lever (105) and the right-hand side lever (106) are pressed together.
11. The method as claimed in claim 9, wherein the method comprises:
detecting (402), by the pressure sensor, sudden release of the left-hand side lever (105) and/or the right-hand side lever (106); and
determining (404), by the HC-DAM controller (203), deceleration demand when sudden release of the coupled with the left-hand side lever (105) and/or the right-hand side lever (106) is detected.
12. The method as claimed in claim 9, wherein the method comprises:
detecting (402), by the pressure sensor, switching from the left-side hand lever (105) to the right-side hand lever (106) or vice versa;
maintaining (406), by the HC-DAM controller (203), vehicle coast down (i.e. maintains the same velocity) upto a threshold time duration (T1); and
determining (408), by the HC-DAM controller (203), deceleration demand when either of the left-side hand lever (105) or the right-side hand lever (106) is un-pressed for time greater than the threshold time duration (T1).