Claims:We Claim:
1. An electronic control unit (105) for a vehicle, the control unit (105) adapted to:
acquire signals from a plurality of sensors over a predefined period of time;
characterized in that:
process the signals acquired from each of the plurality of sensors to calculate a numerical value associated with each of the plurality of sensors;
categorize the numerical value associated with each of the plurality of sensors into any one of a plurality of bands (140, 145), each of the plurality of bands (140, 145) comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands (140, 145) associated with different traffic zones; and
determine the traffic zone in which the vehicle is travelling based on the band from within the plurality of bands (140, 145) associated with a highest number of categorizations.

2. An electronic control unit (105) as claimed in claim 1, wherein the plurality of sensors comprise more than one sensor selected from a group comprising a sensor for sensing gear operating range, a sensor for sensing gear shift frequency, a sensor for sensing clutch usage frequency, a sensor for sensing brake usage frequency, a sensor for sensing engine speed and a sensor for sensing accelerator pedal position.

3. A method of determining a traffic zone in which a vehicle is travelling, comprising:
acquiring signals from a plurality of sensors by an electronic control unit (105) over a predefined time period;
characterized in that:
processing the signals acquired from each of the plurality of sensors, by the electronic control unit (105) to calculate a numerical value associated with each of the plurality of sensors;
categorizing the numerical value associated with each of the plurality of sensors into any one of a plurality of bands (140, 145) by the electronic control unit (105), each of the plurality of bands (140, 145) comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands (140, 145) associated with different traffic zones;
determining the traffic zone in which the vehicle is travelling by the electronic control unit (105), based on the band from within the plurality of bands (140, 145) associated with a highest number of categorizations.

4. The method as claimed in claim 3, wherein the plurality of sensors comprise more than one sensor selected from a group comprising a sensor for sensing gear operating range, a sensor for sensing gear shift frequency, a sensor for sensing clutch usage frequency, a sensor for sensing brake usage frequency, a sensor for sensing engine speed and a sensor for sensing accelerator pedal position.

5. An electronic control unit (105) for a vehicle, the control unit (105) adapted to:
acquire signals from a plurality of sensors over a predefined period of time;
characterized in that:
process the signals acquired from each of the plurality of sensors to calculate a numerical value associated with each of the plurality of sensors;
categorize the numerical value associated with each of the plurality of sensors into any one of a plurality of bands (140, 145), each of the plurality of bands (140, 145) comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands (140, 145) associated with different traffic zones;
determine the traffic zone in which the vehicle is travelling based on the band from within the plurality of bands (140, 145) associated with a highest number of categorizations;
calculate a plurality of intermediate speed limit points between a current speed limit and a new speed limit, the new speed limit being associated with the traffic zone determined;
determine quantity of fuel to be injected by a fuel injection system of the vehicle for achieving each of the speeds associated with the intermediate speed limit points by processing engine related information;
calculate accelerator pedal positions over the complete accelerator pedal range for the determined quantity of fuel to be injected for each of the speeds associated with the intermediate speed limit points by processing engine related information; and
store a mapping of the accelerator pedal positions and quantity of fuel injectable for each of the speeds associated with the intermediate speed limit points, with a time delay between each of the speeds, the mapping for controlling the fuel injection system.

6. A method of setting a new speed limit in a vehicle, comprising:
acquiring signals from a plurality of sensors by an electronic control unit (105) over a predefined time period;
characterized in that:
processing the signals acquired from each of the plurality of sensors, by the electronic control unit (105) to calculate a numerical value associated with each of the plurality of sensors;
categorizing the numerical value associated with each of the plurality of sensors into any one of a plurality of bands (140, 145) by the electronic control unit (105), each of the plurality of bands (140, 145) comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands (140, 145) associated with different traffic zones;
determining the traffic zone in which the vehicle is travelling by the electronic control unit (105), based on the band from within the plurality of bands (140, 145) associated with a highest number of categorizations;
calculating a plurality of intermediate speed limit points between a current speed limit and a new speed limit by the electronic control unit (105), the new speed limit being associated with the traffic zone determined;
determining by the electronic control unit (105), the quantity of fuel to be injected by a fuel injection system of the vehicle for achieving each of the speeds associated with the intermediate speed limit points by processing engine related information;
calculating by the electronic control unit (105), accelerator pedal positions over the complete accelerator pedal range for the determined quantity of fuel to be injected for each of the speeds associated with the intermediate speed limit points by processing engine related information; and
storing a mapping of the accelerator pedal positions and quantity of fuel injectable for each of the speeds associated with the speed limit points, with a time delay between each of the speeds, the mapping for controlling the fuel injection system. , Description:FIELD OF THE INVENTION
[0001] This invention relates to an electronic control unit adapted for determining a traffic zone of a vehicle and a method for the same.

BACKGROUND OF THE INVENTION
[0002] Speed limits in designated traffic zones are important for maintaining traffic discipline and providing a safe environment for drivers and pedestrians using the road, if any. A vehicle, during its journey, can pass through different sections having different speed limits. Thereby, application of different speed limits to the vehicle become necessary. CN 103192714 discloses acquiring real time geographical position or location of the vehicle and extracting the upper speed limit value from an electronic database, wherein the electronic map database contains a mapping of the upper speed limit and the geographical position. The acquisition of real time geographical position of the vehicle is enabled by a geographical positioning or navigation system.

BRIEF DESCRIPTION OF DRAWINGS

[0003] FIGURE 1 1 illustrates a block diagram of an electronic control unit with connections to a plurality of sensors

[0004] FIGURE 2 illustrates an exemplary table for categorization of numerical values calculated

[0005] FIGURE 3 illustrates method steps for a method for determining a traffic zone in which a vehicle is travelling

[0006] FIGURE 4 illustrates method steps for a method of setting a new speed limit in a vehicle

DETAILED DESCRIPTION

[0007] FIGURE 1 illustrates a block diagram of an electronic control unit 105 with connections to a plurality of sensors 110, 115, 120, 125, 130 and 135. The plurality of sensors is represented by six sensors in FIGURE 1, which is merely an exemplary configuration and is not limited in any way to six. The plurality can include any other number as well. The electronic control unit 105 is adapted to acquire signals from the plurality of sensors over a predefined period of time. For example, the time period can be 10 seconds or 20 seconds or any similar time period. The time period can also be configured in the electronic control unit 105 to be used for the acquisition of signals. The electronic control unit 105 includes a storage module which is capable of storing information and providing access to the information stored for any further processing by the control unit 105 itself, which is understood by a person of ordinary skill in the art.

[0008] Further, the electronic control unit 105 is adapted to process the signals acquired from each of the plurality of sensors to calculate a numerical value associated with each of the plurality of sensors. The processing of the acquired signals can include different processing techniques. For example, the processing can include counting the number of pulses over the predefined time period. Another technique can include averaging a plurality of signal values collected within the predefined time period. The above processing techniques are just examples and can include any other type of processing as well. At the end of the processing of the acquired signals, a numerical value for each of the plurality of sensors is calculated. With respect to the example configuration illustrated in FIGURE 1, there will be six numerical values calculated after processing the signals, one numerical value for each of the plurality of sensors 110, 115, 120, 125, 130 and 135. The calculated numerical values are stored in the electronic control unit 105. The number of sensors described above is just an example and there can be any number of sensors.

[0009] The electronic control unit 105 is further adapted to categorize the numerical value associated with each of the plurality of sensors into any one of a plurality of bands, each of the plurality of bands comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands associated with different traffic zones (not shown in Figures). This is further described below. FIGURE 2 illustrates an exemplary table 10 for categorization of the calculated numerical values. The table 10 is illustrated only the purposes of explanation and the categorization can be executed by the electronic control unit 105 using any other format as well. The table 10 illustrates the plurality of bands 140 and 145. FIGURE 2 illustrates two bands as an example. There can be more than two bands as well. As described above, each of the plurality of bands are associated with different traffic zones. For example, the different traffic zones can be a dense traffic zone with a heavy traffic congestion, a light traffic zone with less traffic congestion, a school zone and a hospital zone. These are just examples and the traffic zones are not limited to the above mentioned alone. Each of the plurality of traffic zones is associated with a maximum or top speed limit.

[00010] Each of the plurality of band comprises a range of numerical values for each of the plurality of sensors. This is described by considering the band 140. As illustrated in FIGURE 2, the band 140 comprises different ranges of numerical values 151, 152, 153, 154, 155 and 156. The numerical value range 151 is for the 1st sensor 110, the numerical value range 152 is for the 2nd sensor 115, the numerical value range 153 is for the 3rd sensor 120, the numerical value range 154 is for the 4th sensor 125, the numerical value range 155 is for the 5th sensor 130, the numerical value range 156 is for the 6th sensor 135. The above mentioned numerical value ranges can be numerically same or different, depending on the sensor and the nature of measurement. Similarly, the band 145 comprises different ranges of numerical values 161, 162, 163, 164, 165 and 166 for the 1st sensor 110, the 2nd sensor 115, the 3rd sensor 120, the 4th sensor 125, the 5th sensor 130 and the 6th sensor 135 respectively. The arrangement is similar for the other bands as well. This will be described further hereinafter. On the other hand, for each sensor, the numerical value range under each of the plurality of the bands is distinct. To describe with an example, for a sensor, the numerical value range under a first band 140 can be 1 – 5 and the numerical value range under a second band 145 can be 6 – 10. To elaborate, each of the plurality of bands described above comprises a range of numerical values and are associated with a different traffic zone. In the example of FIGURE 2 above, the band 140 can be associated with a highway traffic zone and the band 145 can be associated with a city traffic zone. However, any one band cannot be associated more than traffic zone. The number of sensors described above is just an example and there can be any number of sensors.

[00011] Categorization of the numerical value associated with each of the sensor is executed by determining the numerical value range within the plurality of bands the numerical value falls under. For example, if the calculated numerical value associated with a sensor is 2.5 and the numerical value range for that sensor under the first band and the second band is 1 - 4 and 5 – 10 respectively, then the numerical value associated with the sensor is categorized under the first band. The above categorization is executed by the electronic control unit for each of the plurality of sensors, such that the numerical value associated with each of the plurality of sensors is categorized under any one of the plurality of bands.

[00012] The electronic control unit 105 is further adapted to determine the traffic zone in which the vehicle is travelling based on the band from within the plurality of bands associated with a highest number of categorizations. With respect to the configuration illustrated in FIGURE 2, the numerical values associated with sensors 110, 115, 130 and 135 are categorized under band 140 and the numerical values associated with sensors 120 and 125 are categorized under band 145, then the band associated with a highest number of categorizations is the band 140. Therefore, the determination is such that the vehicle is travelling in a traffic zone that is associated with band 140. If the band 140 is associated with the city traffic zone, then it is determined that the vehicle is travelling inside the city. On the contrary, if the band 140 is associated with the highway traffic zone, then it is determined that the vehicle is travelling in the highway.

[00013] The plurality of sensors from which the electronic control unit 105 is adapted to acquire signals from comprise more than one sensor selected from a group of sensors comprising a sensor for sensing gear operating range, a sensor for sensing gear shift frequency, a sensor for sensing clutch usage frequency, a sensor for sensing brake usage frequency, a sensor for sensing engine speed and a sensor for sensing accelerator pedal position. The signals from the above sensors are used to determine the traffic zone in which the vehicle is travelling by the electronic control unit 105.

[00014] One example of the sensor for sensing gear operating range is a transmission range sensor. Examples for the sensor for sensing gear shifting frequency can be a position sensor or a transmission range sensor. An example for the sensor for sensing clutch usage frequency can be a proximity sensor. An example for the sensor for sensing brake usage frequency can be a proximity sensor. An example for the sensor for sensing accelerator pedal position can be an accelerator pedal position sensor. An example for the sensor for sensing engine speed can be an engine speed sensor.

[00015] The technical advantage of the above adaptation of the electronic control unit 105 in determining the traffic zone in which the vehicle is travelling in or driven in based on the output signals of a group or a plurality of sensors is improved accuracy. This improved accuracy arises out of a cumulative effect of utilizing more than one sensor rather than just a single sensor.

[00016] FIGURE 3 illustrates method steps for a method 20 for determining a traffic zone in which a vehicle is travelling. The method 20 comprises a first step 210 of acquiring signals from a plurality of sensors by an electronic control unit over a predefined time period. The method 20 comprises a second step 220 of processing the signals acquired from each of the plurality of sensors, by the electronic control unit to calculate a numerical value associated with each of the plurality of sensors. The method 20 comprises a third step 230 of categorizing the numerical value associated with each of the plurality of sensors into any one of a plurality of bands, each of the plurality of bands comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands associated with different traffic zones. The method 20 comprises a fourth step 240 of determining the traffic zone in which the vehicle is travelling based on the band from within the plurality of bands associated with a highest number of categorizations. The steps in and the advantages with the above method have been described earlier with reference to the electronic control unit 105.

[00017] For the method 20, the plurality of sensors comprise more than one sensor selected from a group comprising a sensor for sensing gear operating range, a sensor for sensing gear shift frequency, a sensor for sensing clutch usage frequency, a sensor for sensing brake usage frequency, a sensor for sensing engine speed and a sensor for sensing accelerator pedal position. The examples of sensors described with regards to the electronic control unit 105 are applicable for the method 20 as well.

[00018] The electronic control unit 105 can also be adapted for setting a new speed limit in a vehicle. After determining the traffic zone in which the vehicle is travelling in, the electronic control unit 105 is also adapted to facilitate applying the speed limit progressively, which is described hereinafter. Additionally, the electronic control unit 105 can also be adapted for setting a new speed limit in a vehicle independently of the adaptation for determining the traffic zone in which the vehicle is travelling. After determining the traffic zone in which the vehicle is travelling in, which has been described earlier, the electronic control unit 105 is adapted to calculate a plurality of intermediate speed limit points between a current speed limit and a new speed limit, the new speed limit being associated with the traffic zone determined. The information on speed limits and traffic zone are stored in the electronic control unit 105 or accessible by the electronic control unit 105 externally through channels and techniques which is understood by a person of ordinary skill in the art. The number of intermediate speed limit points calculated between the current speed limit and the new speed limit can be configured in the electronic control unit 105 by the driver of the vehicle. Alternatively, the number of intermediate speed limit points can be configured by any other party associated with the vehicle or the manufacturer of the vehicle.

[00019] For example, the vehicle just after crossing over from a city (dense traffic zone) to a highway (light traffic zone) has a new speed limit that is the highway’s speed limit which has been determined by the electronic control unit 105. The current speed limit in this case is the city’s speed limit. The city’s speed limit is 60 km/hr and the highway’s speed limit is 100 km/hr. The number of intermediate speed limit points can be 7 and therefore the intermediate speed limit points are calculated as 65, 70, 75, 80, 85, 90 and 95. For the same speed limits, another configuration can be 3 and 70, 80 and 90.

[00020] The electronic control unit 105 is further adapted to determine the quantity of fuel to be injected by a fuel injection system of the vehicle for achieving each of the speeds associated with the intermediate speed limit points by processing engine related information. The speeds associated with the intermediate speed limit points have the same numerical value as that of the intermediate speed limit points. The quantity of fuel necessary for achieving the speeds associated with the intermediate speed limit points can be determined by processing engine related information already stored in the electronic control unit 105 or available external to the electronic control unit 105 and accessible by the electronic control unit 105. The information can be in the form of a database or table. The engine related information can generally comprise parametric and numeric information required for and used by the electronic control unit for the control and functioning of the engine.

[00021] The electronic control unit 105 is further adapted to calculate accelerator pedal positions over a complete accelerator pedal range for the determined quantity of fuel to be injected for each of the speeds associated with the intermediate speed limit points by processing engine related information. The engine related information is capable of being stored in the electronic control unit 105 or available external to the electronic control unit 105 and accessible by the electronic control unit 105. The information can be in the form of a database or table. For example, the information for the calculation of the accelerator pedal positions can be plottings of the quantity of fuel against the accelerator pedal position and the engine speed. This calculation provides the accelerator pedal position for a particular quantity of fuel injected, and thereby provides the accelerator pedal positions over the complete accelerator pedal range for all the determined quantities of fuel to be injected. For example, the accelerator pedal positions can be in percentages of the complete accelerator pedal range.

[00022] The electronic control unit 105 is further adapted to store a mapping of the accelerator pedal positions and quantity of fuel injectable for each of the speeds associated with the intermediate speed limit points with a time delay between each of the speeds, the mapping for controlling the fuel injection system. This mapping or configuration can be stored in the form of a table or any other format suitable for storing by the electronic control unit 105. The time delay described above is between the storing of each of the mapping of the accelerator pedal position and quantity of fuel injectable. For example, the intermediate speed limit points are 70, 80 and 90. The mapping of the accelerator pedal position and the quantity of fuel injectable for speed limit point 70 is stored first. After a time delay of 5 seconds, the mapping of the accelerator pedal position and the quantity of fuel injectable for speed limit point 80 is stored. After a time delay of 5 seconds again, the mapping of the accelerator pedal position and the quantity of fuel injectable for speed limit point 90 is stored. A set of mappings can be referred to as a mapping set. The mapping set or configuration information is used when the driver of the vehicle presses or releases the accelerator pedal, so that the electronic control unit 105 or any other controller controlling the fuel injection system knows the quantity of fuel injectable for a specific position of the accelerator pedal. To elaborate, for a given accelerator pedal position, the value of the quantity of fuel injectable for a maximum speed limit of 60 km/hr is different from the value of the quantity of fuel injectable for a maximum speed limit of 100 km/hr. This difference is due to the different mapping set of the accelerator pedal position and the quantity of fuel injectable stored. A change in the maximum speed limit results in a changeover of the mapping set.

[00023] The advantage of having the time delay between the storing of one mapping and the next one is that even with a continuous pressing or releasing of the accelerator pedal, the speed of the vehicle after crossing over from one traffic zone to another with a different speed limit, will not increase or decrease quickly. This is because the electronic control unit or the controller controlling the fuel injection does not have information on the mapping for all the accelerator pedal positions immediately after the changeover. Introducing a time delay makes the mapping available progressively, thereby providing a controlled or progressive acceleration or deceleration. This improves driving safety.

[00024] FIGURE 4 illustrates method steps for a method 30 of setting a new speed limit in a vehicle. The method 30 comprises a step 310 of acquiring signals from a plurality of sensors by an electronic control unit over a predefined time period. The method 30 further comprise a step 320 of processing the signals acquired from each of the plurality of sensors by the electronic control unit to calculate a numerical value associated with each of the plurality of sensors, a step 330 of categorizing the numerical value associated with each of the plurality of sensors into any one of a plurality of bands by the electronic control unit, each of the plurality of bands comprising a range of numerical values for each of the plurality of sensors, each of the plurality of bands associated with different traffic zones, a step 340 of determining the traffic zone in which the vehicle is travelling by the electronic control unit, based on the band from within the plurality of bands associated with a highest number of categorizations, a step 350 of calculating a plurality of intermediate speed limit points between a current speed limit and a new speed limit by the electronic control unit, the new speed limit being associated with the traffic zone determined, a step 360 of determining by the electronic control unit, the quantity of fuel to be injected by a fuel injection system of the vehicle for achieving each of the speeds associated with the intermediate speed limit points by processing engine related information, a step 370 of calculating by the electronic control unit, accelerator pedal positions over the complete accelerator pedal range for the determined quantity of fuel to be injected for each of the speeds associated with the intermediate speed limit points by processing engine related information and a step 380 of storing a mapping of the accelerator pedal positions and quantity of fuel injectable for each of the speeds associated with the speed limit points, with a time delay between each of the speeds, the mapping for controlling the fuel injection system. The steps in and the advantages with the above method have been described earlier with reference to the electronic control unit 105.

[00025] The adaptation of the electronic control unit 105 and the methods described above can be used in any automobile and in any other vehicle which can provide the above described sensory inputs to the electronic control unit 105.

[00026] It is to be understood that the foregoing description is intended to be purely illustrative of the principles of the disclosed techniques, rather than exhaustive thereof, and that changes and variations will be apparent to those skilled in the art, and that the present invention is not intended to be limited other than as expressly set forth in the following claims.