Claims:We claim:
1. A method implemented in a controller (210) to limit an output speed of a vehicle (100) in a tow mode, the method comprising following steps:
checking whether the vehicle (100) being switched ON;
checking a seating condition of a user through an occupant-seated-condition sensing means (204);
generating a first signal to actuate at least one actuating means of said vehicle for controlling at least one prime mover of said vehicle; and
generating a second signal to be transmitted to said at least one actuating means for limiting a forward speed and a reverse speed of said at least one prime mover up to a predetermined speed in said tow mode, when said user being sensed not to be in a seated on the vehicle.
2. The method implemented in a controller (210) to limit an output speed of a vehicle (100) in a tow mode, as claimed in claim 1, wherein said step of said checking said seating condition of said user through said occupant-seated-condition sensing means (204) being carried out, when a bypass switch (201) of said vehicle being disabled.
3. The method implemented in a controller (210) to limit an output speed of a vehicle (100) in a tow mode as claimed in claim 2, wherein said tow mode being enabled when said bypass switch (201) being disabled, and
Wherein, in said tow mode, said output speed of said vehicle (100) being limited to said predetermined speed.
The method implemented in a controller (210) as claimed in claim 1, comprising a step of disabling said tow mode on determining said seating condition of said user through said occupant-seated-condition sensing means (204) and enabling a default drive mode, on said bypass switch (201) being disabled, wherein, said output speed of said vehicle (100) being proportional to a throttle input in said default drive mode.
5. A controller (210) to limit speed of a vehicle (100),
said controller (210) being configured to receive a third signal defining a position of a throttle actuator of said vehicle (100);
said controller (210) being configured to receive a fourth signal defining a seating condition of a user;
said controller (210) being configured to provide a first signal to at least one actuating means to enable at least one of a tow mode, when said user being not seated, and a default drive mode when said user being seated on said vehicle (100);
said controller (210) being configured to provide a second signal to said at least one actuating means (500), said actuating means (500) being configured to restrict a speed of said vehicle (100) up to a predetermined speed on said tow mode being enabled.
6. The controller (210) to limit speed of the vehicle (100) as claimed in claim 5, wherein said fourth signal defines said seating condition of said user through an occupant-seated-condition sensing means (204).
7. The controller (210) to limit speed of the vehicle (100) as claimed in claim 5, wherein said first signal actuates said at least one actuating means (500) of said vehicle (100) for controlling at least one prime mover of said vehicle (100).
8. The controller (210) to limit speed of the vehicle (100) as claimed in claim 5, wherein said second signal limits a forward speed and a reverse speed of said at least one prime mover up to said predetermined speed in said tow mode.
, Description:
TECHNICAL FIELD
[0001] The present subject matter generally relates to a vehicle. The present subject matter specifically but not exclusively relates to a controller controlling a throttle interlock system in a saddle type vehicle. The present application divided out of the first mentioned patent application number 202041031091 dated 21st July 2020 and relates to a throttle interlock system for a vehicle.
BACKGROUND
[0002] Generally, in motorcycle the grip on the handlebar can be rotated to control a throttle system of the motorcycle to control the air intake flow and thereby power and the torque output of the engine. The throttle valves are linked to the accelerator hand grip by a throttle cable located on a handle bar of a two or three wheeled vehicle. However, an electronic throttle control system determines a target throttle valve position based on the accelerator position and various engine operating parameters and based on the control unit decision the position of the throttle valve is regulated electronically which reduces the risk of accidental movement of handlebar grip and thereby prevents accidents. These electronic throttle control systems have complex designs and hence incur additional cost of construction.
BRIEF DESCRIPTION OF THE DRAWINGS
[0003] The detailed description is described with reference to an embodiment of a saddle type scooter along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0004] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0005] Fig. 2 illustrates an embodiment of the present subject matter depicting a controller of a throttle interlock system in an electric vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 3 illustrates an embodiment of the present subject matter depicting the controller in the throttle interlock system in a combustion engine, in accordance with an embodiment of the present subject matter.
[0007] Fig. 4 illustrates a flow chart for the method to actuate the throttle interlock system by the controller in the vehicle, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[0008] Unlike a mechanical throttle system, where the throttle valve is controlled by a throttle cable, the controller in an electronic throttle control system controls the opening and closing of the throttle valve electronically. The rider’s throttle position and input are determined by a controller through a throttle opening sensor and based on the input received by the controller from the throttle opening sensor, the controller makes a decision related to the throttle opening required for a throttle valve. An output signal from the controller is sent to a DC motor to control the opening of the throttle valve and thereby controlling the speed of the vehicle. The DC motor is coupled to the throttle valve by a gear mechanism. Therefore, on the basis of the movement of the DC motor, the throttle valve opens and closes accordingly. The controller of the electronic throttle control system improves the response time and drivability over the mechanical throttle system.
[0009] The throttle valves are controlled electronically through a DC (Direct current) motor and any rider input in the throttle grip will enable the DC motor to actuate the throttle valve. Unlike IC engine in the vehicle the electric power drive such as electric motor has no audible warning when throttle input is provided especially for an electronic throttle valve. Also, the motor driven electric vehicles have relatively higher acceleration (instantaneous pick up torque) which can lead to unsafe operating condition such as user turning the throttle when not seated on the vehicle. In such a situation, the unintended vehicle movement can lead to an accident. Hence, enabling or disabling the vehicle power drive based on the rider’s intention to ride the vehicle attains prime importance in order to provide safety and prevent any accident to happen due to unintentional action. Similarly, when the user parks the vehicle on a side of the road to take a phone call or attend an emergency situation then the user may accidentally operate the throttle or any person may handle the throttle which may increase the throttle output and lead to vehicle jump off. Therefore, there is a need of an improved controller in a throttle control system and a method of controlling the throttle control system which provides safety to the rider without any physical intervention of the rider and overcomes all above problems and other problems of known art.
[00010] Hence, the present subject matter provides a method of controlling a throttle interlock system in a saddle type vehicle to overcome the problems as stated above. The method implemented in a controller of the throttle interlock system in the vehicle provides a systematic process of enabling a tow mode and a default drive mode in the vehicle depending on the input received from bypass switch condition and the occupant-seated-condition sensing means.
[00011] Another embodiment of the present subject matter provides a tow mode and a default drive mode. The tow mode gets enabled when the bypass switch is disabled and the occupant-seated-condition sensing means senses the seating condition to be NULL or when the rider is not seated on the seat of the vehicle. The tow mode restricts the vehicle speed up to a predetermined speed, which is achieved by controlling the throttle opening in a combustion engine vehicle and controlling the traction motor speed in an electric vehicle or a hybrid vehicle as such. The tow mode ensures that the vehicle does not cross a certain speed limit to prevent any accident or damage to the vehicle.
[00012] Whereas the default drive mode gets enabled when the bypass switch is disabled or when the rider is seated on the seat, i.e. the seating condition is not NULL. The default drive mode allows the user to operate the vehicle at a speed proportional to the throttle input and does not set any speed limit. The tow mode and default drive mode are applicable for both reverse and forward speed of the vehicle.
[00013] In another embodiment of the present subject matter, the method in the controller to limit an output speed of the vehicle. The the seating condition of the vehicle is detected using a bypass switch which can bypass the operation of the occupant-seated-condition sensing means. The occupant-seated-condition sensing means detects the seating condition of the user on the seat of the vehicle. Based on the communication received from the occupant-seated-condition sensing means, the controller enables a tow mode or a default drive mode. The bypass sensor enables the user to operate the vehicle normally without controlling the throttle output which leads to controlling of the vehicle speed up to predetermined speed. The bypass switch can be enabled or disabled by the user manually. As per an embodiment, bypass switch can be provided in an application of a smart phone connected wirelessly to the vehicle controller.
[00014] Another embodiment of the present subject matter provides a controller for the throttle interlock system which limits sudden increase in the speed of the vehicle due to accidental actuation of the throttle control on a handlebar of the vehicle without the intention of the user. The controller receives inputs from one or more detecting means to detect the position of the user and enables the controller to determine the intention and the readiness of the user to drive the vehicle. Depending on the position of the user the controller controls the throttle output to limit the speed of the vehicle thereby eliminating the chances of accidental increase in the throttle output which may lead to fatal conditions.
[00015] The throttle interlock system comprises one or more detecting means to detect the position of the user. Detecting means can be an occupant-seated-condition sensing means provided under the seat of the vehicle, which senses a seated condition of the user and send it to the controller. If the user is not in a seating condition (NULL condition) then the controller limits the vehicle speed up to a predetermined speed which enables the controller to keep a check on the speed of the vehicle. By reducing the speed of the vehicle based on the seating condition of the user, the probability of sudden increase of the throttle is avoided which helps in preventing any accident or damage to the user as well as the vehicle. When the user is in the seated condition (not NULL condition) i.e., the user is sitting on a seat, then the occupant-seated-condition sensing means sends a fourth signal to the controller to indicate that the user is ready to drive the vehicle.
[00016] The exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to an embodiment of a two wheeled saddle type motorcycle along with the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”, “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled vehicle with a driver riding thereon. Furthermore, arrows wherever provided in the top right corner of figure(s) in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow T denotes upward direction, an arrow D denotes downward direction, an arrow R denotes right side, and an arrow L denotes left side. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00017] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle (100), in accordance with an embodiment of the present subject matter. The vehicle (100) illustrated, has a schematically shown frame assembly (105) (shown in dotted line). In the present embodiment, the frame assembly (105) is step-through type includes a head tube (105A), and a main frame (105B) that extend rearwardly downward from an anterior portion of the head tube (105A). The main frame (105B) extends inclinedly rearward to a rear portion of the vehicle (100).
[00018] The vehicle (100) includes one or more prime movers that are connected to the frame assembly (105). In the present implementation, one of the prime movers is an internal combustion (IC) engine (115) mounted to the frame assembly (105). In the depicted embodiment, the IC engine (115) is mounted to a structural member (135) that is pivoted to the frame assembly (105). In one embodiment, the structural member (135) is a rigid member made of metal. The vehicle (100) also includes another prime mover, which is an electric motor (120). In a preferred embodiment, the electric motor (120) is hub mounted to one wheel of the vehicle (100). In another embodiment, more than one electric motor is mounted to wheels of the vehicle. In the depicted embodiment, the vehicle (100) includes at least two-wheels and the electric motor (120) is hub mounted to the rear wheel (125) of the vehicle. A front wheel (110) is rotatably supported by the frame assembly (105) and is connected to a handle bar assembly (130) that enables manoeuvring of the vehicle (100).
[00019] Further, the vehicle (100) includes a high capacity on-board battery (not shown) that drives the electric motor (120). The high capacity battery may include one or more high capacity battery packs or one or more low capacity cells. The high capacity battery can be disposed at a front portion, a rear portion, or at the centre of the vehicle (100). The high capacity battery is supported by the frame assembly (105) and the vehicle (100) includes plurality of body panels, mounted to the frame assembly (105) for covering various components of the vehicle (100). The plurality of panels includes a front panel (140A), a leg shield (140B), an under-seat cover (140C), and a left and a right side panel (140D). A glove box may be mounted to a leg shield (140B).
[00020] A floorboard (145) is provided at the step-through portion defined by the main frame (105B). A seat assembly (150) is disposed rearward to the step-through portion and is mounted to the main frame (105B). The seat assembly (150) that is elongated in a longitudinal direction F-R of the vehicle (100) enables the user to operate the vehicle in a saddle ride-type posture. One or more suspension(s) connect the wheels (110), (125) to the vehicle (100) and provide comfortable ride. The vehicle (100) comprises of plurality of electrical and electronic components including a headlight (155A) movably supported on a head tube (105A), a taillight (155B), a starter motor (not shown), a horn etc. Also, the vehicle (100) includes a master control unit (not shown) that takes control of the overall operation of the vehicle (100) including the function of the IC engine (115), the electric motor (120), charging of the batteries from a magneto/integrated starter generator (ISG), driving of loads by the magneto/ISG, charging of the high capacity batteries by the electric motor operating in generator mode, and any other operations associated with the operation of the vehicle (100).the vehicle (100) can be a two-wheeled saddle type or a three wheeled vehicle.
[00021] Fig. 2 illustrates a block diagram representing an embodiment of the present subject matter. wherein a controller (210) of the throttle interlock system (200) is depicted. The controller (210) being connected to a traction motor (208) of an electric vehicle through a motor controller unit (207). In one embodiment, the controller (210) is an ECU. The controller (210) is electrically connected to a vehicle key (203), which provides authorised access to the vehicle (100) and allows the user to start the vehicle (100). Further, the controller (210) is electrically connected to one or more detecting means such as occupant-seated-condition sensing means (204) as per an embodiment. The occupant-seated-condition sensing means (204) senses the presence or the absence of the user and communicates with the controller (210). Input from the occupant-seated-condition sensing means (204) enables the controller (210) to determine a seating condition or seated presence of the user. On such determination, the controller (210) being configured to limit the speed of the vehicle (100) upon receiving inputs from the detecting means.
[00022] The controller (210) is powered by a power source such as a battery (205) (power flow from the battery to the controller (210) is represented by a dotted line). The power from the battery (205) also drives the traction motor (208) through motor controller unit (207) to drive the wheels (110) of the vehicle (100). The traction motor (208) is controlled by a motor controller unit (207) which also has an inverter circuit to convert the DC power from the battery (205) into an AC power to run the traction motor (208). The motor controller unit (207) along with the traction motor (208) forms an actuating means (500) and the controller (210) actuates the motor controller unit (207) depending on the input received from the occupant-seated-condition sensing means (204).
[00023] The user uses a throttle control provided on a handlebar of the vehicle (100). An electric throttle control has a throttle position sensor (209) which senses the degree of rotation based on which the controller (210) receives a third signal from the throttle position sensor (209) after which the controller (210) controls the traction motor (208) through motor controller unit (207). Therefore, the motor controller unit (207) controls the speed of the traction motor (208) based on the throttle input received from the throttle position sensor (209). Depending on the throttle position/ throttle input, the amount of current to the traction motor (208) is controlled by the motor controller unit (207).
[00024] The user switches ON the vehicle using a vehicle key (203), which can be a mechanical key or a wireless key. After switching ON the vehicle key (203), the user may operate the throttle control to run the vehicle (100) but sometimes the user may give throttle input accidentally which may lead to sudden jerk or set the vehicle into motion without the intention of the user. This sudden change in the motion of the vehicle (100) may lead to undesirable safety risk like an accident.
[00025] When the vehicle (100) runs on an internal combustion engine (115), the sound of the throttle operation may alert the user because of the sound that is typically generated by the combustion of fuel. But in the case of electric motor driven vehicle (100), the absence of sound would not enable the user to know whether the throttle input is high or low, which increases the chances of wrongful operation of the throttle control without the intention. Hence, it becomes necessary to provide a mechanism which would prevent such sudden change in the vehicle (100) speed due to uncontrolled throttle input. In order to solve the above-mentioned problem, the controller (210) of the throttle interlock system (200) is configured to receive inputs from the one or more detecting means to detect the user’s presence and alter the throttle output accordingly. The controller (210) also receives a fourth signal which defines an occupant seated condition, from the occupant-seated-condition sensing means (204) which is mounted below the seat (150) of the vehicle (100). The seating condition detected by the occupant-seated-condition sensing means (204), enables the controller (210) to control the throttle output and thereby controlling the traction motor (208).
[00026] If the user is in a seated condition then the controller (210) enables default drive mode which allows the user to provide throttle input as per requirement and the throttle output controlling the traction motor (208) changes according to the throttle input provided by the throttle control. But when the user is not in a seating condition then the controller (210) controls or alters the throttle output and the traction motor speed is limited up to a predetermined speed.
[00027] As a result, the vehicle (100) enters in a tow mode when the seating condition of the user is NULL or when the user is not occupying the seat (150) in the vehicle (100). In tow mode, no matter how much throttle input is provided, the throttle output remains restricted and cannot go beyond a predetermined value and hence the traction motor (208) speed does not increase beyond a predetermined safe speed. The predetermined speed can be 5kmph, which can ensure safety to the user. The tow mode can help the user to take the vehicle to a nearby repair shop when the vehicle (100) gets punctured without giving additional manual push. Through tow mode the user can give throttle input and the vehicle can be set in motion but at a low speed and thereby putting less strain on the user during the process of dragging the vehicle (100) on the road with a punctured tyre.
[00028] Fig. 3 illustrates an embodiment of the present subject matter depicting a controller (210) of the throttle interlock system (200), said throttle interlock system (200) comprising a throttle motor (206) to control the throttle valve (301) opening for controlling the combustion in an engine (115). The controller (210) receives a throttle input from the throttle position sensor (209). Depending on the input received from the occupant-seated-condition sensing means (204) to the controller (210), the throttle motor (206) is controlled.
[00029] The controller (210) limits the speed of the vehicle (100) after receiving the third signal from the throttle actuator of the vehicle (100). The controller (210) further receives the fourth signal from the occupant-seated-condition sensing means (204). The controller (210) provides a first signal to the at least one actuating means (500) to enable at least one of a tow mode, when the user is not seated, and a default drive mode when the user is seated on the vehicle (100). The controller (210) further provides a second signal to the at least one actuating means (500) to restrict the speed of the vehicle (100) up to a predetermined speed, when the user is not seated and the tow mode is enabled.
[00030] When the seating condition of the user is NULL (user not seated on the seat) and the bypass switch (201) is disabled, the vehicle (100) enters in a tow mode. The controller (210) limits the throttle motor (206) operation so that the throttle valve (301) opening is limited to a predetermined throttle opening which limits the speed of the vehicle (100) up to a predetermined speed. The controlled throttle valve (301) opening controls the combustion of fuel in the engine (115) and therefore, the power transferred to the drive wheels (110) also reduces. The throttle motor (206) along with throttle valve (301) and engine (115) form an actuating means (500). The controller (210) actuates the throttle motor (206) depending on the input received from the occupant-seated-condition sensing means (204)
[00031] When the seating condition is not NULL (user is seating on the seat) then the controller puts the vehicle (100) into the default drive mode. The controller (210) does not limit the throttle motor (206) function to operate the opening of the throttle valve (301) and the user can open the throttle valve (301) as per the requirement.
[00032] Fig. 4 illustrates a flow chart for the method to actuate the throttle interlock system (200) in a vehicle (100). The method implemented in the controller (210) to limit an output speed of the vehicle (100) in the tow mode. In step 401, the vehicle (100) is switched ON through a vehicle key (203) which can be a mechanical key or a wireless key with an immobilizing device in the vehicle (100). In step 402, the controller (210) checks whether the bypass switch (201) is an enabled or disabled state. If the bypass switch (201) is disabled then in step 403, the rider’s seating condition is checked otherwise if the bypass switch (201) is enabled then in step 407, the controller (210) enables the default drive mode which allows the user to provide a throttle input as per the requirement and in step 408, the output speed of the vehicle (100) is proportional to the throttle input.
[00033] Whereas if the rider is not in a seating condition in step 403, then in step (404), the vehicle (100) enters in a tow mode where the output speed of the vehicle (100) is not proportional to the throttle input. A first signal is sent by the controller (210) to actuate at least one actuating means for controlling the prime mover of the vehicle (100). Further, a second signal is transmitted to the at least one actuating means which controls or restricts a forward speed and a reverse speed of the prime mover up to a predetermined safe speed by controlling the throttle valve (301) opening in a vehicle (100) with the internal combustion engine (115). If the vehicle (100) is electric then the speed of the traction motor (208) is controlled in step 405 which leads to restriction in the speed of the vehicle (100) and remains below or equal to the predetermined safe speed. In step 406, the speed in both forward and reverse direction is limited up to the predetermined speed in the tow mode, when the user is sensed to be not seated on the vehicle.

LIST OF REFERENCE NUMERALS

vehicle (100)
frame member (105)
head tube (105A)
main frame (105B)
engine (115)
structural member (135)
electric motor (120)
rear wheel (125)
handle bar assembly (130)
front panel (140A)
leg shield (140B)
under-seat cover (140C)
right side panel (140D)
seat assembly (150)
wheels (110), (125)
headlight (155A)
taillight (155B)
throttle interlock system (200)
controller (210)
traction motor (208)
vehicle key (203)
occupant seated condition sensing means (204)
battery (205)
throttle position sensor (209)
motor controller unit (207)
parking mode switch (202)
bypass switch (201)
throttle motor (206)
throttle valve (301)

actuating means (500)