AN ACCELERATOR PEDAL CONTROL SYSTEM
FIELD OF INVENTION
[0001] The present disclosure, in general, relates to an accelerator pedal,
and in particular, to a method and a system for controlling reactive force on the accelerator pedal by means of permanent magnet and electromagnets to protect engine from pre-ignition condition and to alarm and protect driver when vehicle speed is more than a predefined threshold vehicle speed.
BACKGROUND AND PRIOR ART AND PROBLEM IN PRIOR ART
[001] Background description includes information that may be useful in understanding the present invention
[002] Accelerator Pedal travel and related force experienced by driver is fixed by spring mechanism in the accelerator pedal. Feedback to driver demand cannot be given by modulating the force that driver experiences while pressing accelerator pedal. There is no degree of freedom available to control and thus no means for providing feedback to driver for ensuring driver and engine safety.
[003] The existing technologies make use of mechanical gears or spindle that restrict the movement of pedal but these are mechanical parts that are subjected to wear over period of usage.
[004] Technical problem: the existing technologies restrict movement of the pedal based on the inputs of vehicle speed, there is no system exist which works to avoid pre-ignition condition in engine.
[005] Technical Problem: existing systems are complex and costly to restrict movement of the pedal.
[006] Therefore, in order to overcome the limitations of the existing provisions, there is need in the art to provide for a method and a system that can control the accelerator pedal.

OBJECTS OF THE INVENTION:
[007] It is therefore the object of the invention to overcome the aforementioned and other drawbacks in prior systems used for control accelerator pedal with use of electromagnet.
[008] The principal objective of the present invention is to provide a method and a system for controlling accelerator pedal using an electromagnet in an event of pre-ignition condition to protect engine.
[009] Another object of the present invention is to control accelerator pedal when vehicle speed is more than a pre-defined speed threshold value for driver safety.
[0010] These and other objects and advantages of the present invention will be apparent to those skilled in the art after a consideration of the following detailed description taken in conjunction with the accompanying drawings in which a preferred form of the present invention is illustrated.
SUMMARY OF THE INVENTION
[0011] This summary is provided to introduce concepts related to a method and a system to control accelerator pedal using electromagnets. 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. Additional features and advantages are realized through the technicalities 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.
[0012] In an embodiment, the present disclosure relates to an accelerator pedal control system comprising an accelerator pedal coupled with a spring, a permanent magnet that is provided on the accelerator pedal, and an electromagnet magnetically coupled with the permanent magnet provided on the accelerator pedal. Further, an electromagnet control unit is coupled with the electromagnet and an Engine Control Unit to receive a plurality of input signals from an Engine

and the accelerator pedal to control supply of current to the electromagnet for generating controlled magnetic field on the accelerator pedal.
[0013] In an aspect, the electromagnet control unit receives accelerator pedal gradient value, an engine revolution per minute RPM value, and an engine air charge value as the plurality of input signals; compares the accelerator pedal gradient value, the engine revolution per minute RPM value, and the engine air charge value with corresponding predefined threshold values (Tpg); determines pre-ignition condition when the accelerator pedal gradient value () is more than a predefined threshold value (Tpg); and the engine revolution per minute RPM value, and the engine air charge value is more than a predefined threshold value (Trc); activates a switch to supply current from a battery to the electromagnet; and controls amplitude of the current according to pre-defined values corresponding to the accelerator pedal gradient value.
[0014] In an aspect, the electromagnet generates magnetic field to attract the permanent magnet provided on the accelerator pedal.
[0015] In an aspect, the electromagnet control unit de-activates the switch when the engine revolution per minute RPM value and the engine air charge value is less than a predefined threshold value (Trc).
[0016] In an aspect, the electromagnet positioned at upper side of the accelerator pedal.
[0017] In an aspect, the permanent magnet provided on opposite surface of the accelerator pedal where the spring is mounted.
[0018] In an aspect, the electromagnet is electrically coupled with the battery.
[0019] In an aspect, the electromagnet is communicatively coupled with the ECU via LAN or separate wire.
[0020] In an aspect, the electromagnet control unit implemented in the ECU.
[0021] In another embodiment of the present subject matter the present subject matter relates to a method for controlling an accelerator pedal comprising

receiving an accelerator pedal gradient value from pedal sensor, an engine revolution per minute RPM value from an Engine Control Unit (ECU) and an engine air charge value from the ECU as a plurality of input signals; comparing the accelerator pedal gradient value, the engine revolution per minute RPM value, and the engine air charge value with corresponding predefined threshold values (Tpg); determining a pre-ignition condition in Engine when the accelerator pedal gradient value is more than a predefined threshold value (Tpg); and the engine revolution per minute RPM value and the engine air charge value is more than a predefined threshold value (Trc). The method further comprises activating a switch to supply current from a battery to an electromagnet magnetically coupled with a permanent magnet () provided on the accelerator pedal; and supplying and controlling amplitude of the current according to pre-defined values stored as a Map corresponding to the accelerator pedal gradient value.
[0022] In an aspect, the supplying and controlling current to the electromagnet generates magnetic field to attract the permanent magnet provided on the accelerator pedal.
[0023] In an aspect, the method comprises de-activating the switch when the engine revolution per minute RPM value and the engine air charge value is less than a predefined threshold value (Trc).
[0024] In another embodiment the present subject matter relates to an accelerator pedal control system comprising an accelerator pedal coupled with a spring, a permanent magnet is provided on the accelerator pedal and an electromagnet magnetically coupled with the permanent magnet which is provided on the accelerator pedal. Further, an electromagnet control unit is coupled with the electromagnet and an Engine Control Unit to receive a vehicle speed (Vs) from a vehicle speed sensor to control supply of current to the electromagnet for generating controlled magnetic field on the accelerator pedal.
[0025] In an aspect, the electromagnet control unit receives the vehicle speed (Vs) from the vehicle speed sensor; compares the vehicle speed (Vs) with a predefined speed threshold value (Tvs); activates a switch to supply current from a battery to

the electromagnet; and controls amplitude of the current according to pre-defined values as stored in a table corresponding to the vehicle speed.
[0026] In an aspect, the electromagnet generates magnetic field to attract the permanent magnet provided on the accelerator pedal.
[0027] In an aspect, the electromagnet control unit de-activates the switch when the vehicle speed (Vs) is less than the predefined speed threshold value (Tvs).
[0028] In yet another embodiment of the present subject matter relates to a method for controlling an accelerator pedal comprising receiving vehicle speed (Vs) from a vehicle speed sensor as an input signals; comparing the vehicle speed (Vs) with a predefined speed threshold values (Tvs); activating a switch to supply current from a battery to an electromagnet magnetically coupled with a permanent magnet provided on the accelerator pedal; and supplying and controlling amplitude of the current according to pre-defined values stored in a Map corresponding to the vehicle speed (Vs).
[0029] In an aspect, the supplying and controlling current to the electromagnet to generate magnetic field to attract the permanent magnet provided on the accelerator pedal.
[0030] In an aspect, the method comprises de-activating the switch when the vehicle speed (Vs) is less than the predefined speed threshold value (Tvs).
[0031] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined to form a further embodiment of the disclosure.
[0032] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS
[0033] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles. In the figures, the left-most digit(s) of 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 and/or methods in accordance with embodiments of the present subject matter are now described, by way of example only, and with reference to the accompanying figures, in which:
[0034] Fig. 1 illustrates architecture of accelerator pedal control system, in accordance with an embodiment of the present disclosure;
[0035] Fig. 2 illustrates architecture of ECU with plurality of input signals as shown in Fig. 1, in accordance with an embodiment of the present disclosure;
[0036] Fig. 3a and 3b illustrate a method for activating of electromagnet of fig. 1 when pre-ignition condition occurs in the engine, in accordance with an embodiment of the present disclosure;
[0037] Fig. 4 illustrates a method for activating of electromagnet of fig. 1 when vehicle speed is more than a predefined speed, in accordance with an embodiment of the present disclosure; and
[0038] Fig. 5 illustrates degree of freedom to accelerator pedal movement with the electromagnets, in accordance with an embodiment of the present disclosure.
[0039] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in a computer-readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.

DETAILED DESCRIPTION
[0002] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It should be noted that the embodiments are described herein in such details as to clearly communicate the disclosure. However, the amount of details provided herein 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.
[0003] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0004] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises," "comprising," "includes" and/or "including," when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.
[0005] In addition, the descriptions of "first", "second", "third", and the like in the present invention are used for the purpose of description only, and are not to be construed as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include at least one of the features, either explicitly or implicitly.

[0006] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may, in fact, be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
[0007] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
[0008] Micro-Controller: It is a compact integrated circuit designed to govern a specific operation in an embedded system. A typical microcontroller includes a processor, memory and input/output (I/O) peripherals on a single chip. Generally, microcontrollers are designed to be readily usable without additional computing components because they are designed with sufficient on board memory as well as offering pins for general I/O operations, so they can directly interface with sensors and other components.
[0009] Microprocessor: the processor is a processing unit which coupled with memory having executable instructions to process the intended functions.
[0010] Pre-ignition is described as an event wherein the air/fuel mixture in the cylinder ignites before the spark plug fires. Pre-ignition is initiated by an ignition source other than the spark, such as hot spots in the combustion chamber.
[0011] In addition to multiple reason that may cause pre-ignition (Eg: Spark plug running very hot, carbon deposits in combustion chamber, Highly super charged engines, Very high compression ratios, excessive amount of oxygen), the event can be attributed to less cooling of engine. For this reason, this kind of issue arises at low rpm of engine. At extremely low RPMs (below idling rpm) the

coolant flow is less due to low speed rotation of engine coolant pump. As a result, in such event if high amount of air and fuel mixture is injected into the engine cylinder, the overheated cylinder parts may act as heat source and ignite the mixture resulting into combustion before the ignition event leading to Pre-ignition event.
[0012] Taking reference from such possible engine operating conditions, engine RPM and engine air charge (amount of air being pumped into engine cylinder) can be used for pre-defining such condition based on engine bench experiments.
[0013] Such pre-determined conditions of engine RPM and air charge is embedded into the circuitry of the memory of controller (Eg: Engine Control Unit) and can be sued for triggering the switch, i.e., software switch and controlled current flow for generation of controlled electromagnetic force through electromagnet is described in the present specification.
[0014] FIG. 1 illustrates a system diagram 100 for controlling accelerator pedal 101 by using magnetic forces. As shown in the fig. 1, the accelerator pedal 101 is coupled with a spring 102 to provide bounce back force. The spring 102 provided below the accelerator pedal 101 or in downward direction of the pressing of the accelerator pedal 101. A permanent magnet 103 is provided on opposite of the spring 102 on the accelerator pedal 101. Further, an electromagnet 104 is provided on upper side of the accelerator pedal 101. The electromagnet 104 is magnetically coupled with the permanent magnet 103 provided on the accelerator pedal 101. During operation, the electromagnet 104 attracts the permanent magnet 103 in upward direction and create a reaction or opposite force toward pressing the accelerator pedal 101. When the driver tries to press the accelerator pedal, the driver feels opposite reaction force and resultantly accelerator pedal press gradient reduced.
[0015] As shown in fig. 1, the electromagnet 104 is coupled with an Engine Control Unit (ECU) 105 via LAN or separate wire connection. Further, the electromagnet 104 is electrically coupled with the battery to receive current for

generation of magnetic force. The ECU 105 comprises an electromagnet control unit 106 which is coupled with the electromagnet 104 to receive a plurality of input signals from an Engine and the accelerator pedal to control supply of current to the electromagnet for generating controlled magnetic field on the accelerator pedal.
[0016] As shown in fig. 2, the ECU 300 is coupled with the electromagnet 104, vehicle speed sensor 205, and the battery 300. Referring to fig. 1 and 2 together, the present subject matter is implemented in the Electronic Control Unit (ECU) 300 of the vehicle to control supply of current to the electromagnet 104. In another embodiment, the present subject matter can be provided as separate or standalone micro-controller to work in tandem with ECU 300. The ECU 300 comprises a processor(s) 302, an interface(s) 304, a memory 306, and processing units, such as electromagnet control unit.
[0017] The processor(s) 302 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, logic circuitries, and/or any devices that manipulate data based on operational instructions.
[0018] Among other capabilities, the one or more processor(s) 302 are configured to fetch and execute computer-readable instructions and one or more routines stored in the memory 306. The memory 306 may store one or more computer-readable instructions or routines, which may be fetched and executed to control supply of current from the battery based on a plurality of input signals, from the pad temperature sensor. The memory 306 may include any non-transitory storage device including, for example, volatile memory, such as RAM, or non-volatile memory, such as EPROM, flash memory, and the like. The memory 306 may include data that is either pre-stored or generated as a result of functionalities implemented by any of the components of the processing unit(s). In some aspects, the memory 306 may have various data structures to store information and data for execution. In the present subject matter, various predefined threshold values, such as predefined threshold value 'Tpg', predefined

threshold value 'Trc', pre-defined map having pedal gradient and corresponding current percentage, predefined vehicle speed threshold value 'Tvs' and engine RPM and air charge data for detection of pre-ignition condition are stored in the memory.
[0019] The interface(s) 304 may include a variety of interfaces, for example, interfaces for data input and output devices referred to as I/O devices, storage devices, various sensors, such as pedal sensor 201, vehicle speed sensor 205, input signal for engine RPM 203, input signal for engine air charge 204, electromagnet 104, and the battery 107. The interface(s) 304 may facilitate communication of the ECU 300 with various devices, such as battery, sensors, and electromagnet 104. The interface(s) 304 may also provide a communication pathway for one or more components of the ECU 300. Examples of such components include, but are not limited to, processing units, such as electromagnet control unit 301.
[0020] The electromagnet control unit 301 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities. In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the electromagnet control unit 301 may be processor-executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the electromagnet control unit 301 may include a processing resource (for example, one or more processors), to execute such instructions. In the present examples, the machine-readable storage medium may store instructions that, when executed by the processing resource, implement the electromagnet control unit 301. In such examples, the ECU 300 may include the machine-readable storage medium, such as memory 306 storing the instructions and the processing resource to execute the instructions. In other examples, the electromagnet control unit 301 may be implemented by electronic circuitry.
[0021] In operation, the electromagnet control unit 301 receives accelerator pedal press gradient value 202 which can be measured in %/sec from the pedal

sensor 201. The electromagnet control unit 301 compares the received accelerator pedal press gradient value 202 with the predefined threshold gradient value 'Tpg'. When the accelerator pedal press gradient value 202 is more than the predefined threshold gradient value 'Tpg', the electromagnet control unit 301 proceed further to receive an engine revolution per minute (RPM) value 203 and an engine air charge value 204 from corresponding interfaces 304 in the ECU 300 as the plurality of input signals.
[0022] The electromagnet control unit 301 compares the engine RPM value
203 and the engine air charge value 204 with a predefined threshold values (Tpg). The predefined values for the engine RPM 203 and the engine air charge value
204 are pre-stored in the memory 306. Table 1 shows an exemplary embodiment to indicate relation between engine RPM 203 and the engine air charge value 204 and occurrence of pre-ignition event:
Table 1

RPM /Aircharge (%) 10 20 50 70 i;;
400 Normal Pre-IG Pre-IG
500 Normal Normal
600 Normal Normal Normal
700 Normal Normal Normal Normal
Normal
aoo Normal Normal Normal Normal

900 Normal Normal Normal Normal Normal
1000 Normal Normal Normal Normal Normal
1200 Normal Normal Normal Normal Normal
1500 Normal Normal Normal Normal Normal
2000 Normal Normal Normal Normal Normal
2500 Normal Normal Normal Normal Normal
3000 Normal Normal Normal Normal Normal
3500 Normal Normal Normal Normal Normal
4000 Normal Normal Normal Normal Normal
4500 Normal Normal Normal Normal Normal
5000 Normal Normal Normal Normal Normal
5500 Normal Normal Normal Normal Normal
s::: Normal Normal Normal Normal Normal
[0023] The electromagnet control unit 301 determines pre-ignition condition when the accelerator pedal gradient value 202 is more than a predefined threshold

value 'Tpg'; and the engine RPM value 203, and the engine air charge value 204 is more than a predefined threshold value 'Trc' as per table 1.
[0024] Upon detecting the pre-ignition condition, the electromagnet control unit activates a switch which is software switch, i.e., toggle switch that connects battery 300 to the electromagnet 104 to supply current from the battery to the electromagnet 104.
[0025] Once switch is activated, the electromagnet control unit 301 controls amplitude of the current according to pre-defined values as stored in map corresponding to the accelerator pedal gradient value 202. The predefined values as stored in Map are stored in the memory 306. Table 2 shows exemplary embodiment for supplying current based on accelerator pedal gradient value.
Table 2

Pedal Gradient (%/sec) 1 2 3 4 5
Current Level (%) 10 ;; 50 70 100
For example, when pedal gradient is 1, the electromagnet control unit 301 supplies 10% of the current. Similarly on the basis of the table 2, current level is decided by the electromagnet control unit 301.
[0026] Upon receiving the current from the battery 300, the electromagnet 104 generates magnetic field to attract the permanent magnet 103 provided on the accelerator pedal 101 to create reaction force in opposite to the accelerator pedal 101 pressing direction.
[0027] The electromagnet control unit 301 constantly monitors the engine RPM value 203 and the engine air charge value 204. The electromagnet control unit 301 de-activates the switch when the engine RPM value 203 and the engine air charge value 204 is less than a predefined threshold value 'Trc'.
[0028] In another embodiment, an electromagnet control unit 301 receives a vehicle speed 'Vs' from a vehicle speed sensor to control supply of current to the

electromagnet 104 for generating controlled magnetic field on the accelerator pedal 101.
[0029] The electromagnet control unit 301 receives the vehicle speed 'Vs' from the vehicle speed sensor and compares the vehicle speed 'Vs' with a predefined speed threshold value 'Tvs'. When the vehicle speed is more than the predefined speed threshold value 'Tvs', the electromagnet control unit 301, activates a switch to supply current from the battery 300 to the electromagnet 104. The electromagnet control unit 301 controls amplitude of the current according to pre-defined values as stored in a table corresponding to the vehicle speed.
[0030] Upon receiving the current from the battery 300, the electromagnet 104 generates magnetic field to attract the permanent magnet 103 provided on the accelerator pedal 101 resultantly a reactive force is created on the accelerator pedal 101 in opposite direction of the accelerator pedal 101 pressing direction.
[0031] The electromagnet control unit 301 de-activates the switch when the vehicle speed 'Vs' is less than the predefined speed threshold value 'Tvs'.
[0001] FIG. 3a and 3b illustrates a method 400 for controlling magnetic force on the electromagnet during pre-ignition event in engine. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to carry out the method 400 or an alternative method. Additionally, individual blocks may be deleted from the method 400 without departing from the scope of the subject matter described herein.
[0002] At step 402, the method includes receiving an accelerator pedal press gradient value from pedal sensor, an engine revolution per minute RPM value from an Engine Control Unit (ECU) and an engine air charge value from the ECU as a plurality of input signals.
[0003] At the step 404, the method includes comparing the accelerator pedal press gradient value, the engine RPM value, and the engine air charge value with corresponding predefined threshold values.

[0004] At step 406, the method includes determining a pre-ignition condition in Engine when the accelerator pedal press gradient value is more than a predefined threshold value (Tpg); and the engine RPM value and the engine air charge value is more than a predefined threshold value (Trc).
[0005] At step 408, the method includes activating a switch to supply current from a battery to an electromagnet configured to magnetically coupled with a permanent magnet provided on the accelerator pedal 101.
[0006] At step 410, the method includes supplying and controlling amplitude of the current according to pre-defined values stored as a Map corresponding to the accelerator pedal press gradient value.
[0007] At step 412, the method includes de-activating the switch when the engine RPM value and the engine air charge value is less than a predefined threshold value (Trc).
[0008] FIG. 4 illustrates a method 500 for controlling magnetic force on the electromagnet when vehicle speed is more than a predefined threshold speed to control speed of the vehicle. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to carry out the method 400 or an alternative method. Additionally, individual blocks may be deleted from the method 400 without departing from the scope of the subject matter described herein.
[0009] At step 502, the method includes receiving vehicle speed (Vs) from a vehicle speed sensor as an input signals.
[0010] At step 504, the method includes comparing the vehicle speed (Vs) with a predefined speed threshold values (Tvs).
[0011] At step 506, the method includes activating a switch to supply current from a battery to an electromagnet that is magnetically coupled with a permanent magnet 104 provided on the accelerator pedal 101.

[0012] At step 508, the method includes supplying and controlling amplitude of the current according to pre-defined values stored in a Map corresponding to the vehicle speed (Vs).
[0013] At step 510, the method includes de-activating the switch when the vehicle speed (Vs) is less than the predefined speed threshold value (Tvs).
[0014] Fig. 5 illustrates degree of freedom of control providing varied degree of safety control with magnetic field. With the electromagnets, a variable magnetic force can be applied on the basis of amplitude of pre-ignition condition in engine.
Technical advantages:
[0015] With the present system implemented in the Engine Control Unit (ECU), upon detection of pre-ignition condition in the engine, the system controls the accelerator pedal press gradient value to avoid the pre-ignition in the engine. And can be used to provide the desired kind of feedback to driver in order to make the driver aware of undesired engine operation. This feedback can be in form of a fixed force or varying force value over period of time (which may be increasing or decreasing)
[0016] It should be understood, however, that all of these and similar terms are to be associated with the appropriate physical quantities and are merely convenient labels applied to these quantities. Unless specifically stated otherwise, as apparent from the discussion herein, it is appreciated that throughout the description, discussions utilizing terms such as "receiving," or "determining," or "retrieving," or "controlling," or "comparing," or the like, refer to the action and processes of an electronic control unit, or similar electronic device, that manipulates and transforms data represented as physical (electronic) quantities within the control unit's registers and memories into other data similarly represented as physical quantities within the control unit memories or registers or other such information storage, transmission or display devices.

[0017] Further, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. It will be appreciated that several of the above-disclosed and other features and functions, or alternatives thereof, may be combined into other systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may subsequently be made by those skilled in the art without departing from the scope of the present disclosure as encompassed by the following claims.
[0018] It will be appreciated that variants of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.
[0019] The claims, as originally presented and as they may be amended, encompass variations, alternatives, modifications, improvements, equivalents, and substantial equivalents of the embodiments and teachings disclosed herein, including those that are presently unforeseen or unappreciated, and that, for example, may arise from applicants/patentees and others.

We claim:

1. An accelerator pedal control system (100) comprising:
an accelerator pedal (101) coupled with a spring (102),
characterized in that,
a permanent magnet (103) provided on the accelerator pedal (101);
an electromagnet (104) magnetically coupled with the permanent magnet (103) provided on the accelerator pedal (101);
an electromagnet control unit (106, 301) coupled with the electromagnet (104) and an Engine Control Unit (300) to receive a plurality of input signals (202, 203, 204) from an engine and the accelerator pedal (101) to control supply of current to the electromagnet (104) for generating controlled magnetic field on the accelerator pedal (101).
2. The accelerator pedal control system (100) as claimed in claim 1, wherein
the electromagnet control unit (106, 301):
receives accelerator pedal press gradient value (202), an engine revolution per minute RPM value (203), and an engine air charge value (204) as the plurality of input signals;
compares the accelerator pedal press gradient value (202), the engine RPM value (203), and the engine air charge value (204) with corresponding predefined threshold values (Tpg);
determines pre-ignition condition when
the accelerator pedal press gradient value (202) is more than a predefined threshold value (Tpg); and the engine RPM value (203), and the engine air charge value (204) is more than a predefined threshold value (Trc);
activates a switch to supply current from a battery (107) to the electromagnet (104); and
controls amplitude of the current according to pre-defined values corresponding to the accelerator pedal press gradient value
(202).
3. The accelerator pedal control system (100) as claimed in claim 2, wherein
the electromagnet (104):
generates magnetic field, upon receiving the current from the battery (107), to attract the permanent magnet (103) provided on the accelerator pedal (101).
4. The accelerator pedal control system (100) as claimed in claim 2, wherein
the electromagnet control unit (106, 301):
de-activates the switch when the engine RPM value (203) and the engine air charge value (204) is less than a predefined threshold value (Trc).
5. The accelerator pedal control system (100) as claimed in claim 1, wherein the electromagnet (104) positioned at upper side of the accelerator pedal (101).
6. The accelerator pedal control system (100) as claimed in claim 1, wherein the permanent magnet (103) provided on opposite surface of the accelerator pedal (101) where the spring (102) is mounted.
7. The accelerator pedal control system (100) as claimed in claim 1, wherein the electromagnet (104) electrically coupled with the battery (107).
8. The accelerator pedal control system (100) as claimed in claim 1, wherein the electromagnet control unit (106, 301) implemented in the ECU (300).
9. The accelerator pedal control system (100) as claimed in claim 1, wherein the electromagnet (104) communicatively coupled with the ECU (300) via LAN or separate wire.
10. A method (400) for controlling an accelerator pedal (101) comprising:
receiving (402) an accelerator pedal press gradient value () from pedal sensor (201), an engine revolution per minute RPM value (203) and an engine air charge value (204) as a plurality of input signals;
comparing (404) the accelerator pedal press gradient value (202), the engine RPM value (203), and the engine air charge value (204) with corresponding predefined threshold values;
determining (406) a pre-ignition condition in Engine when
the accelerator pedal press gradient value (202) is more than a predefined threshold value (Tpg); and
the engine RPM value (203) and the engine air charge value (204) is more than a predefined threshold value (Trc);
activating (408) a switch to supply current from a battery (107) to an electromagnet (104) magnetically coupled with a permanent magnet (103) provided on the accelerator pedal (101); and
supplying and controlling (410) amplitude of the current according to pre-defined values stored as a Map corresponding to the accelerator pedal press gradient value (202).
The method (400) as claimed in claim 10, wherein the supplying and controlling (410) current to the electromagnet generates magnetic field to attract the permanent magnet (103) provided on the accelerator pedal (101). The method (400) as claimed in claim 10, wherein the method comprises:
de-activating (412) the switch when the engine RPM value (203) and the engine air charge value (204) is less than a predefined threshold value (Trc).
An accelerator pedal control system comprising:
an accelerator pedal (101) coupled with a spring (102),
characterized in that, a permanent magnet (103) provided on the accelerator pedal (101);
an electromagnet (104) magnetically coupled with the permanent magnet (103) provided on the accelerator pedal (101);
an electromagnet control unit (106, 301) coupled with an Engine Control Unit (300) to receive a vehicle speed (Vs) from a vehicle speed sensor to control supply of current to the electromagnet (104) for generating controlled magnetic field on the accelerator pedal (101).
The accelerator pedal control system as claimed in claim 13, wherein the electromagnet control unit (106, 301):
receives the vehicle speed (Vs) from the vehicle speed sensor;
compares the vehicle speed (Vs) with a predefined speed threshold value (Tvs);
activates a switch to supply current from a battery (400) to the electromagnet (104) when vehicle speed (Vs) is more than the predefined speed threshold value (Tvs); and
controls amplitude of the current according to pre-defined values as stored in a table corresponding to the vehicle speed.
The accelerator pedal control system as claimed in claim 14, wherein the electromagnet (104):
generates magnetic field, upon receiving current from the battery
(107) to attract the permanent magnet (103) provided on the
accelerator pedal (101).
The accelerator pedal control system as claimed in claim 14, wherein the electromagnet control unit (106, 301):
de-activates the switch when the vehicle speed (Vs) is less than the predefined speed threshold value (Tvs).
17. A method (400) for controlling an accelerator pedal (101) comprising:
receiving (502) vehicle speed (Vs) from a vehicle speed sensor as an input signals;
comparing (504) the vehicle speed (Vs) with a predefined speed threshold values (Tvs);
activating (506) a switch to supply current from a battery (107) to an electromagnet (104) magnetically coupled with a permanent magnet (103) provided on the accelerator pedal (101); and
supplying and controlling (508) amplitude of the current according to pre-defined values stored in a Map corresponding to the vehicle speed
(Vs).
18. The method (500) as claimed in claim 17, wherein the supplying and controlling (508) current to the electromagnet (104) to generate magnetic field to attract the permanent magnet (103) provided on the accelerator pedal (101).
19. The method (500) as claimed in claim 17, wherein the method comprises:
de-activating (510) the switch when the vehicle speed (Vs) is less than the predefined speed threshold value (Tvs).