Claims: We Claim
1. A system to control power output of a motorcycle comprising: a throttle; a controller coupled with the throttle and configured with user control which is a knob located at the left side of the handle bar; a power source coupled with the controller and configured to supply power based on the position of the throttle, the power source controlled by the controller, and a memory coupled with the controller for storing data, the data including a first set of data corresponding to a first drive mode, the first set of data configured to limit the power generated by the power source to a first threshold, a second set of data corresponding to a second drive mode, the second set of data configured to limit the power generated by the power source to a second threshold, and a third set of data corresponding to a third drive mode, the third set of data configured to permit the power generated by the power source to be greater than the second threshold.
2. A method for controlling power supplied by a power Source of a vehicle, the vehicle having a controller with built-in memory unit, the method comprising the steps of storing a first set of data in the memory corresponding to a Eco-Pro mode, a second set of data in the memory corresponding to a Drive In mode, and a third set of data in the memory corresponding to a Sports mode, and a fourth set of data in the memory corresponding to Reverse mode; determining, using the controller (i.e., motor driver), a position of a throttle of the vehicle: determining, using the controller, if the first drive mode, the second drive mode or the third drive mode is selected; controlling, using the controller, the power Source of the vehicle to generate power based on the first set of data and the position of the throttle of the vehicle when the first drive mode for the vehicle is selected; controlling, using the controller, the power Source of the vehicle to generate power based on the second set of data and the position of the throttle of the vehicle when the second drive mode for the vehicle is selected; and controlling, using the controller, the power Source of the vehicle to generate power based on the third set of data and the position of the throttle of the vehicle when the third drive mode for the vehicle is selected.
3. The system of claim 1 wherein: the controller uses the first set of data for extracting power of the power source if the user chooses the first drive mode via the control device, the controller uses the second set of data for extracting power of the power source if the user chooses the second drive mode via the control device, the controller uses the third set of data for extracting power of the power source if the user chooses the third drive mode via the control device and the controller uses the fourth set of data for extracting power from the power source.
4. The vehicle can be moved at any of the four modes from the rest position despite of navigating from first to third mode.
5. The mode can be changed at time and at any condition, the vehicle responds to the change without affecting the life time of the vehicle.
6. The power generated by the motor at each modes is limited by the system so that the performance in each mode varies.
7. The maximum speed of the vehicle is achieved in sports mode.
8. The Reverse mode in the vehicle is used for parking and un-park the vehicle at congested area and slope.
9. The speed and torque limited for each mode can be altered by altering the data in the memory unit of the controller.
, Description:BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram of a drive prosystem for a vehicle utilizing variable power output according to an embodiment of the present invention;
S - Sports Mode
D - Drive In Mode
P - Eco-Pro Mode
R - Reverse Mode

FIG. 2 is a graph showing variable power output based upon throttle position for a drive mode system of a vehicle according to an embodiment of the present invention;

FIG. 3 is a flowchart for a drive mode system of a vehicle according to an embodiment of the present invention and

FIG. 4 is a graph showing torque versus speed curves for a drive mode system of a vehicle according to an embodiment of the present invention;
Sports mode
Drive In mode
Eco-Pro mode
Reverse mode

DETAILED DESCRIPTION
Referring to FIG. 1, a block diagram is shown of a drive mode system for a vehicle utilizing variable power output in order to allow for improved driving range and efficiency. The drive mode system includes a throttle [109] (e.g., an accelerator throttle [109] connected with motor driver, user control connected with motor driver and a motor. The Fig.1 points the selected driver profile as Drive In Mode [D]. The arrow shape in the user control (driver profile selector) indicated the mode selected. When a user of the vehicle manipulates the throttle [109] (e.g., by exhibiting a twist force on the hand when operating the vehicle), the movement or change in physical position of the throttle [109] is determined by the voltage drop at the motor driver. For example, the throttle [109] may have an at-rest position corresponding to times when the user is not manipulating the throttle [109]. The throttle [109] may also have a maximum displacement position corresponding to times when the user has manipulated the throttle [109] as far as the throttle [109] is mechanically allowed to move. The motor driver can thus receive such positional information via one or more signals from the throttle [109] in order to determine the precise positioning of the throttle [109]. The motor driver has built-in memory unit [113] which stores speed and output power for the modes [101, 102, 103, 104]. The memory map may be a table, database, or other listing or compilation of data for relating a position of the throttle to one or more associated motor parameters or characteristics. For example, the memory unit [113] may contain data that indicates an motor should receive a first (e.g., a small) supply of power and direction of motor (i.e., forward or reverse). In another example at throttle is at a position when no force acts upon it (e.g., the at-rest position discussed above) which the power supply is cut off and reverse current from the motor is taken in to the power source as charging current when the vehicle at running condition. In another example, the memory unit [113] may also contain data that indicates the engine should receive a second (e.g., a large) amount of power when the pedal 102 is at a position corresponding to the maximum displacement position from its at-rest position by the user of the vehicle. In an alternative embodiment, the memory unit [113] may relate throttle [109] and direction of the vehicle to other characteristics of the vehicle. However, the drive mode system 100 utilizes a plurality of data sets or algorithms (101. 102, 103, 104), as discussed in greater detail herein for providing for varying aspects and direction of the vehicle , depending upon a desired or selected drive mode for the vehicle. The desired drive mode for the vehicle may be set by the user of the vehicle via manipulation of one or more user controls 110. The user controls 110 connected with the motor driver so that the motor driver may determine or look up the appropriate data set or algorithm (101, 102, 103, 104) of the memory unit [113] to utilize when interfacing with the motor [112]. The user controls 114 may include the horizontal knob which may indicate the desired drive mode for the vehicle.

There are four drive modes built with this control
Eco-Pro mode
Drive Mode
Sports Mode
Reverse Mode
In one embodiment, the vehicle may be configured to have four different drive modes. Each drive mode may utilize a different data set or algorithm in the memory unit [113] for controlling the ratio of throttle position to motor driver power output. A first drive mode (e.g., an Eco-Pro mode) may be selected by the user via the user controls 110. In one embodiment, the first drive mode operates to limit power or torque characteristics for the motor 112 to a certain threshold or percentage of maximum engine output. Such limiting can improve a driving range of the vehicle and also better vehicle handling. In yet another embodiment, the first drive mode operates to limit an acceleration (50%) of the vehicle. By limiting this output power supplied from the motor driver which is 50% of the peak power, the changing operational performance of the motor [112] improves the range of the motorcycle.
A second drive mode (e.g., a Drive In mode) may be selected by the user via the user controls 110, the same as or similar to the discussion above. The second drive mode operates to limit power or torque characteristics for the motor 112 to a certain threshold or percentage of maximum engine output. Such limiting can improve a driving range of the vehicle. In one example, the memory unit [113] may have a second drive mode mapping 102 with data configured to provide a reduced maximum output from the motor 112 equal to only seventy percent (70%) of the motor 112 maximum power or torque output. An increased maximum speed compared to the first drive mode may be obtained in the second drive mode.
A third drive mode (e.g., a Sports mode) may be selected by the user via the user controls 110, the same or similar as previously discussed. The third drive drive mode operates to allow for a hundred percent (100%) of the peak power and/or torque of the motor 112. By not limiting power or torque, the user of the vehicle can obtain increased performance and higher maximum speed from the vehicle for situations where full vehicle power is otherwise desired (e.g., when the vehicle is weighed down by luggage or a large number of passengers, etc.). Thus, the memory unit [113] may have a third drive mode mapping 101 with data configured to provide an aggressive non-linear throttle relationship and increased output when the throttle 102 is fully displaced (e.g., at full throttle). An increased maximum speed compared to the first drive mode and the second drive mode may also be obtained. In an alternative embodiment, the allowed power and/or torque of the motor may be chosen to be any value or plurality of values as desired.
A fourth drive mode (e.g., a Reverse mode) may be selected by the user via the user controls 110, the same or similar as previously discussed. The fourth drive drive mode operates to allow for three percent (3%) of the peak power and/or torque of the motor 112. Reverse mode will be useful while parking, taking vehicle from garage to driveway or taking three-point U turn. It helps for easy parking when the vehicle has to be parked in a slope or (2 deg) or in congested parking. In an alternative embodiment, the allowed power and/or torque of the motor may be chosen to be any value or plurality of values as desired.

As the user mode of the vehicle is chosen with manual selection by the user. It is easy to select from left hand knob option. The vehicle will be running on the selected mode. There is no priority of the modes to be driven, When the vehicle direction is changed ( i.e., Sports to reverse, Drive In to reverse, Eco-Pro to reverse ) the vehicle changes the direction only at the after the standstill condition. Whereas, When the user mode is changed from reverse to forward ( i.e., Reverse to Sports, Reverse to Sports, Drive In to Reverse ), the time taken to change the direction is very minimum.

FIG. 2 is a graph of a drive mode system 100 of a vehicle showing variable power output from an motor driver based upon throttle position. The drive mode system 200 may incorporate certain structural or functional features that are the same as or similar to the drive mode system 200 of FIG. 1. Output power in percentage of maximum output power for an motor of the vehicle is shown on the y-axis while throttle position of the vehicle is shown on the x-axis. The drive mode system 100 shown by the graph includes a plurality of different drive modes. A first drive mode may be an Eco-Pro mode 103. A second drive mode may be a Drive In mode 102. A third drive mode may be a Sports mode 101 and fourth drive mode as reverse 104. Each of the four drive modes (101, 102, 103, 104) has different operational characteristics for the output power in relation to the pedal position. The four drive modes (101, 102, 103, 104) may be the same as or similar to the drive modes previously discussed for FIG. 1. The Eco-Pro mode 103 may be configured to have a non-linear rise in output power with respect to throttle position which provides a smooth and/or predictable rate of acceleration for the vehicle as shown in FIG. 2.
In one embodiment, the Drive In mode may be configured to have a linear rise in output power 130(e.g., with a steeper slope than the initial slope of the Eco-Pro mode power curve 131) with respect to throttle position for providing a smooth and/or predictable rate of acceleration for the vehicle. Thus, the Drive In mode power curve 130 may exhibit a linear relationship between the throttle position and the output power of the vehicle. The Drive In 130 may additionally be configured to limit the output power to the predetermined threshold or percentage (e.g., 70%) of the maximum or peak output power capability for the motor the vehicle. In an alternative embodiment, any of a variety of threshold values or percentages of maximum output power for the motor of the vehicle may be used in place of or in addition to the seventy percent (70%) threshold.
Under the Sports mode 129, the Sports mode power curve 129 may be configured to have a non-linear rise in output power with respect to throttle position for providing an aggressive and/or more sensitive rate of acceleration for the vehicle. Thus, the Sports mode power curve 129 may exhibit a nonlinear relationship existing between the throttle position and the output power of the vehicle. The Sports mode 129 does not place any limits on the output power that is capable of running at maximum force being generated by motor. Thus, the Sports mode 129 allows the output power to reach the maximum output power 129 which may be a hundred percent (100%) of the output.

FIG. 3 shows a flowchart of a drive mode system for a vehicle that controls power supplied by a power Source depending upon the current drive mode selected for the vehicle. The memory unit has the amount of current to be supplied at various level of voltage from the throttle. As the throttle is variable resistor, the potential difference varies with the twist of the throttle or or with the position of the throttle.
If the reverse mode is not selected while vehicle is in the vehicle continues to run in the forward direction. While changing from one mode to another mode, the controller looks up for the data in the memory unit and drives the vehicle in the forward direction. When the Eco-Pro mode 117 is selected, the controller looks for the data from the memory unit 120 and power is supplied to the motor based on the position of throttle. When Drive In mode 118 is selected, the controller looks for the data from the memory unit 121 and power is supplied to the motor based on the position of throttle. When Sports mode 119 is selected, the controller looks for the data from the memory unit 122 and power is supplied to the motor based on the position of throttle. When the vehicle direction is reversed with the controller with user control selected with Reverse mode 125. The controller looks up for the direction of the vehicle and fourth data of the memory unit 126. When the mode is changed the controller looks up for the desired mode. The memory unit’s software module may reside inside RAM,ROM, EPROM, EEPROM, and flash memory.

FIG.4 shows a graph of a drive mode system for a vehicle demonstrating two curves, one representing a Sport mode 101 for the vehicle, where the second representing a Drive In mode 102 for the vehicle, third representing a Eco-Pro mode 103 and fourth curve representing the reverse mode 104. The drive mode system may include certain structural or functional features that are the same as or similar to the systems previously discussed in FIG. 1-2. Performance or drivability characteristics may change or be modified depending upon operation of the vehicle in the Sport mode 101, the Drive In mode 102, the Eco-Pro mode 103 and the Reverse mode 104. For example, when in the Sport mode 101, the vehicle is capable of an increased maximum torque and/or an increased maximum speed when compared to a maximum torque and/or maximum speed of the Drive In mode 102 and Eco-Pro mode 103 and Reverse mode 104. Thus, a user may set the vehicle to operate in Drive In mode 102 for everyday driving, vehicle to operate in Eco-Pro mode 103 for traffic congested driving and switch to Sport mode 101 when at a racetrack or other situation where increased performance from the vehicle is desired. In all the modes, the torque produced is directly proportional to the amount of power consumed.