DESC:TECHNICAL FIELD
[0001] The present subject matter relates generally to a vehicle and more particularly to an engine management system for a vehicle.
BACKGROUND
[0002] As a means of saving fuel, riders are often encouraged to turn ‘OFF’ the engine of the vehicle, temporarily during traffic stops or waiting for a passenger. This has been a conventional practice, that has been followed by riders all around the globe. To generalize this practice the modern vehicles now come equipped with special sensors. These sensors are capable of detecting the idling time of a vehicle, when the vehicle idles for more than a threshold time. Some of these vehicles give reminders to the riders to switch ‘OFF’ the engine when the vehicle has been idling for a prolonged time. Some other vehicles include an Engine Management System electronic control units (ECU) which are capable of automatically turning ‘OFF’ of the engine of the vehicle, once the vehicle idle time is more than the threshold time.
[0003] Such automatic turning ‘OFF’ of engine of the vehicle, once the vehicle’s idle time crosses the threshold time, is commonly known as an Integrated Start – Stop system, or the ISS system. Mostly the vehicles having the ISS system, also include a manual switch integrated with the instrument cluster, or placed in proximity of the instrument cluster. This switch enables the rider to manually choose the activation and deactivation of the ISS system in the vehicle. Some other vehicles also include an indication system, for example, an indicator lamp, to indicate the rider about the activation status of the ISS system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments. The same numbers are used throughout the drawings to reference like features and components.
[0005] Figure 1 illustrates a block diagram of an engine management system (EMS) of a vehicle.
[0006] Figure 2 illustrates is a block diagram representing the process which is implemented by the engine management system (shown in Figure 1) to actuate the Integrated Start-Stop (ISS) system, in accordance to an embodiment of the present subject matter.
[0007] Figure 3 illustrates a flow chart representing the process which is implemented by the engine management system (shown in Figure 1) to actuate the ISS system, in accordance to an embodiment of the present subject matter.
[0008] Figure 4 illustrates a flow chart representing the process which is implemented by the engine management system (shown in Figure 1) to actuate the ISS system, in accordance to an alternate embodiment of the present subject matter.
[0009] Figure 5 illustrates a graph, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00010] The automatic start-stop function in modern automobiles is a vital instrument in improving the fuel economy of the vehicle. It saves fuel costs for the owner/rider. Further, the ISS system also ensures reduction in overall pollution produced by the vehicle, by keeping the vehicle ‘OFF’ when the vehicle is not in use.
[00011] Most automobiles achieve automatic start-stop function by automatically switching ‘OFF’ the ignition, when a set of predetermined stop conditions are satisfied. Subsequent to the stop, the vehicle has to be started when the rider needs to restart the vehicle and drive the vehicle. However, it was noticed that the restarting of the vehicle through restarting the ignition, potentially discouraged the rider /owner from using the ISS system in the vehicle, in the first place. This is because, restarting the vehicle by using ignition, is a time taking process, which is not desired, especially when the vehicle is being driven in a heavy traffic area.
[00012] Thus, in many vehicles, automated start is now actuated without involving the restart of the ignition. This usually works with inputs from the rider. Such inputs often include one or more changes of state of one or more movable parts of the vehicle, e.g., the throttle, the clutch pedal / lever and the gear shifter. For brevity, hence forth the clutch actuating mechanism is considered to be a lever as available in two-wheeler vehicles, as opposed to a pedal which is more commonly found in four wheelers. The manufacturers often provide a combination of changes of states in one or more of these movable parts. The most commonly used combination is that of a change in state of the clutch lever and a change in state of the throttle.
[00013] Some known arts disclose ISS system for a vehicle, consisting of two operating conditions. The first operating condition prevents engine from shutting down when the critical inhibitors are active. The critical inhibitors include parameters such as low battery state, engine fault, engine starter fault and battery fault. The second operating condition involves preventing engine from shutting down when critical or non-critical inhibitors are active. The non-critical inhibitors are climate control system being active, ambient temperature of interior outside predetermined range, engine temperature below threshold, condition when engine has been recently started, media system being active, power take-off port of vehicle being in use. The operating conditions can be selected by user using a switch or button.
[00014] In such known arts the ISS system is disabled on the basis of fault detected in either the sensors or the actuators. However, there are conditions when the diagnosis or fault detection is not performed by the ECU during vehicle idling state.
[00015] It is important to understand that when a vehicle component begins to fail the repair cost is frequently minimal, if the impending failure of the component is diagnosed early, but increases as the repair is delayed. Sometimes, if a component in need of repair is not caught in a timely manner, the component, and particularly the impending failure thereof, can cause other components of the vehicle to deteriorate. One example is where the water pump fails gradually until the vehicle overheats and blows a head gasket. Therefore, it is desirable, to determine that a vehicle component is about to fail as early as possible, so as to minimize the probability of a breakdown and the resulting consequences.
[00016] Some astute riders can sense changes in the performance of their vehicle and correctly diagnose that a problem with a component is about to occur. Other riders can sense that their vehicle is performing differently but they don't know why or when a component will fail or how serious that failure will be, or possibly even what specific component is the cause of the difference in performance. There is a need therefore, for a system which predicts component failures in time to permit maintenance and thus prevent vehicle breakdowns.
[00017] Therefore, complete diagnosis of the actuators and sensors is performed by the ECU to ensure that the actuators and sensors are working as desired. In absence of such diagnosis, if the vehicle is stopped as soon as it reaches idling state, then it becomes difficult to complete the diagnosis of certain critical sensors and actuators by the ECU. Some examples of such critical actuators specifically include, an idle air control valve (IACV), and a secondary air injection system (SAI). In absence of a through diagnosis during idling state, if the vehicle stops during idling state, there are chances of having startability malfunctions because of the underlying undetected problem. For example, when the engine reaches idling state and ECU enables idle stop immediately. And if there is some problem with the IACV, it becomes difficult for the ECU to detect the underlying fault with the IACV, as the engine has stopped working before the IACV fault is detected. Therefore, during subsequent start, there are chances of having startability issues, as now the IACV may not work as intended. Further, such instances would cause discomfort to the rider, especially in populated areas such as traffic light signals. Hence it becomes pertinent for the ECU to confirm the intended behavior of the IACV during idling state of the vehicle, before vehicle switches off due to idle stop.
[00018] Therefore, there is a need to eliminate breakdowns of a vehicle, particularly during idling state when ISS systems are being used, by identifying potential component failure, before the vehicle stops and when ISS system is active.
[00019] Hence, there is a need of addressing the above circumstances and problems of the known arts.
[00020] The present subject matter has been devised in view of the above circumstances as well as solving other problems of the known art.
[00021] The present subject matter aims at preventing the stopping of the engine of the vehicle during vehicle idling in particularly, two conditions. The first condition being, preventing the stopping of the engine of the vehicle without the completion of the diagnosis of the sensors and actuators. The second condition being, preventing the stopping of the engine of the vehicle upon detection of any fault after diagnosis.
[00022] The present subject matter discloses in an embodiment an engine management system for a vehicle.
[00023] The engine management system is configured to control the operation of an engine of the vehicle. Further the engine management system is configured to enable a start-stop system of the vehicle, subsequent to achieving the pre-determined integrated start-stop conditions. The pre-determined integrated start-stop (ISS) conditions include vehicle being in idling state of for more than a pre-defined time period, and ancillary parameters including include determination of position of clutch and gear of the vehicle.
[00024] The engine management system is further configured to enable the diagnosis of the vehicle, by means of a plurality of sensors and a plurality of actuators, subsequent to achieving the pre-determined integrated start-stop conditions.
[00025] The engine management system is further configured to shut down the engine, in absence of a diagnostic error, subsequent to completion of the diagnosis of the vehicle. Otherwise, the engine management system is configured to continue running of the engine, in presence of a diagnostic error, subsequent to completion of the diagnosis of the vehicle.
[00026] Therefore, the present subject matter enables idle stop only after completion of the diagnosis of the actuators and the sensors. Resultant to which the rider is able to detect vehicle problems on earlier basis, and the rider is saved from the discomfort of facing startability issues in heavy traffic areas, such as traffic signals. Because of the early detection of problem, the vehicular components can be serviced easily and the problem can be resolved at an early stage.
[00027] Further, in another embodiment, the present subject matter discloses a method of operating an engine of a vehicle by an engine management system of the vehicle. The method includes: selecting manually an integrated start-stop feature of the vehicle; determining the idling state of the vehicle for more than a pre-defined time period, by an electronic control unit of the engine management system; determining fulfillment of a plurality of ancillary parameters to enable an integrated start-stop system by an electronic control unit of the engine management system; enabling the diagnosis of a plurality of sensors and a plurality of actuators by means of the engine control unit; enabling the integrated start-stop system and suspending of the fuel injection in an internal combustion chamber of an engine, in absence of a diagnostic error, subsequent to the completion of the diagnosis of the vehicle, thereby shutting down the engine of the vehicle; and disabling the integrated start-stop system, in presence of a diagnostic error, subsequent to the completion of the diagnosis of the vehicle, thereby continue running of the engine, until a rider intentionally switches ‘OFF’ the vehicle.
[00028] In another embodiment, the present subject matter includes enabling the integrated start-stop system and suspending of the fuel injection in an internal combustion chamber of an engine, in presence of diagnostic error with respect to non-critical actuators and sensors, subsequent to the completion of the diagnosis of the vehicle, thereby shutting down the engine of the vehicle; and disabling the integrated start-stop system, in presence of a diagnostic error with respect to critical actuators and sensors, subsequent to the completion of the diagnosis of the vehicle, thereby continue running of said engine, until a rider intentionally switches ‘OFF’ the vehicle.
[00029] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to 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 straddle type vehicles with a user 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 Up denotes upward direction, an arrow Dw denotes downward direction, an arrow RH denotes right side, and an arrow LH 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.
[00030] Figure 1 illustrates a block diagram of an engine management system (EMS) 100 of a vehicle. Herein, the vehicle is not limited to a two-wheeler vehicle. The Engine Management System 100 includes of an Electronic Controller Unit 101, a plurality of sensors 101a and a plurality of actuators 101b. The plurality of sensors 101a aid in detecting the different physical parameters of the vehicle and convert them to electrical signals that can be processed by an ECU 101 of the vehicle. Generally, in a vehicle the plurality of sensors 101a include a Throttle Position Sensor (TPS) 102, a Manifold Pressure Sensor 103, an Intake Air Temperature Sensor 104, an Engine Temperature Sensor 105, a Crank Position Sensor 106, a Lambda Sensor 107, etc.,
[00031] The Throttle Position Sensor (TPS) 102, measures the throttle opening percentage of the vehicle. The ECU 101 processes the information provided by the TPS and detects the engine load and optimizes the fuel quantity and ignition timing. The Manifold pressure sensor (MAP) 103, measures the manifold absolute pressure of the engine of the vehicle. The ECU 101 processes the information provided by the MAP and detect the engine load. The MAP sensor 103 can also be used to detect the changes in altitude. The ECU 101 optimizes the fuel quantity and ignition timing based on output from MAP sensor 103.
[00032] The Intake Air temperature sensor 104 measures the intake air temperature based on which the ECU 101 optimizes the fuel quantity and ignition timing of the vehicle. The Engine temperature sensor 105 measures the engine block temperature based on which the ECU 101 optimizes the fuel quantity and ignition timing of the vehicle. The Crank position sensor 106 measures the position of crankshaft and rotational speed of crankshaft. The ECU 101 optimizes injection and ignition timing based on output from crank position sensor. The Lambda sensor 107, measures the residual oxygen content in the exhaust generated by the vehicle and sends the feedback to ECU 101, thereby operating the engine closer to the ideal stoichiometric air fuel ratio.
[00033] The sensors such as the Throttle Position Sensor (TPS) 102, the Manifold Pressure Sensor 103, and the Intake Air Temperature Sensor (IAT) 104 are positioned in the intake system of the vehicle. The sensors such as the Engine Temperature Sensor (ETS) 105, and the Crank Position Sensor 106 are positioned in the engine of the vehicle. The sensor such as the Lambda Sensor 107, is positioned in the engine of the vehicle.
[00034] The ECU 101 continuously monitors the output of all the above-mentioned sensors, and actuates the actuators 101b according to the inputs received from the sensors 101a.
[00035] Generally, in a vehicle the plurality of actuators 101b include an Injector 112, an Idle air control valve (IACV) 113, a Canister purge valve 114, an Ignition coil 115, an Electronic secondary air injection (SAI) valve 116, and a Lambda Sensor heater 116 etc.
[00036] The Injector 112 injects the desired and required quantity of fuel in the internal combustion engine of the vehicle. The Idle air control valve (IACV) 113 by passes the valve that provides sufficient air for engine to be in idling state. Herein, vehicle idling state refers to the state of the vehicle, when the engine of the running but the vehicle is not in motion. This commonly occurs when the riders are stopped at red light, waiting while parking outside a business or residence, or otherwise stationary with the engine running.
[00037] The Canister purge valve 114 purges the fuel vapors stored in the canister to the intake system and thereby reducing evaporative emission. The ignition coil 115 is an induction coil in an automotive induction system that transforms the battery voltage to the thousands of volts needed to create an electric spark in the spark plug. The electric spark is used to ignite the fuel, and thereby ensures that the combustion of air-fuel mixture occurs in the combustion chamber.
[00038] The Electronic secondary air injection (SAI) 116 opens the SAI valve for a pre-determined time such that the unburnt hydrocarbons exiting the combustion chamber gets oxidized in the exhaust passage. The Lambda sensor heater 117 controls the duty cycle of lambda heater and maintains the internal resistance of lambda sensor close to the nominal resistance.
[00039] Figure 2 illustrates is a block diagram 200 representing the process which is implemented by the engine management system 100 (shown in Figure 1) to actuate the Integrated Start-Stop (ISS) system, in accordance to an embodiment of the present subject matter. According to the present subject matter, firstly the rider needs to manually selects the ISS feature provided on the vehicle 201. In an embodiment, such manual selection of the ISS feature is done by means of selecting an option of ISS feature on the instrument cluster of the vehicle. Secondly, the ECU 101 of the vehicle determines whether the engine of the vehicle is in idling state for more than a pre-defined time period 202. The pre-defined time period 202 can range between 5 seconds and 30 seconds.
[00040] Thirdly, once it is ascertained by the ECU 101, that the vehicle is in idling state for more than the pre-defined time period. Then the ECU 101 checks whether a plurality of ancillary parameters to enable the ISS system is satisfied 203. In an embodiment these ancillary parameters include determination of position of clutch and gear of the vehicle. Fourthly, once the ancillary parameters are ascertained; the ECU 101 enables the vehicle diagnosis by means of the plurality of sensors 101a (shown in Figure 1) and the plurality of actuators 101b (shown in Figure 1) 204. Fifthly, if the vehicle diagnosis is completed and no error is detected during the vehicle diagnosis; then the ISS system is enabled 205, and the fuel injection in the internal combustion chamber of the engine of the vehicle is suspended 206. Thereby, stopping the engine of the vehicle by means of ISS system 207. However, if any diagnostic error is detected during the diagnosis of the vehicle at the idling state; then the engine of the vehicle continues to keep working during the idling state, until the rider intentionally switches ‘OFF’ the vehicle. The continued functioning of the engine during the idling state of the vehicle, acts as an indicating means to the rider about the malfunction associated with the vehicle.
[00041] Figure 3 illustrates a flow chart 300 representing the process which is implemented by the engine management system 100 (shown in Figure 1) to actuate the ISS system, in accordance to an embodiment of the present subject matter. As per the flow chart 300, once the ISS switch is turned ON or the ISS feature is manually selected by the rider, the process starts 301.
[00042] Then as a first step, the ECU 101 (shown in Figure 1) checks whether all the ISS conditions (as explained above under Figure 2) have been met 302. These ISS conditions include idling of the vehicle more than the pre-defined time period and checking of the ancillary parameters (as explained above under Figure 2). If Yes 300a, i.e. all the conditions are met, then the ECU 101 moves to the second step. If No, 300b, i.e. all the conditions are not met, then ECU goes back to the first step again and waits until the ISS Conditions are met 303. Once all the conditions are met, the ECU 101 checks if the diagnosis of the sensors and the actuators is completed 304. If Yes 300a, i.e. the diagnosis of the sensors and the actuators is completed, the ECU 101 moves to the third step. If No 300b, i.e., the diagnosis of the sensors and the actuators is not completed then the ECU 101 waits until the diagnosis of the actuators and the sensors is completed 305.
[00043] If the diagnosis of the sensors and the actuators is completed, the ECU 101 further checks whether any diagnostic error is detected during the diagnosis of the vehicle 306. If Yes 300a, the ECU 101 keeps the engine running even in idling state of the vehicle, until and unless the rider switches ‘OFF’ the vehicle intentionally 308. If No 300b, i.e., any diagnostic error is not detected by the ECU 101, the ISS system is enabled and the ECU 101 switches ‘OFF’ the engine of the vehicle 307. Thus, the process ends 309.
[00044] Therefore, in the present subject matter, the ISS system is enabled only after diagnosis of the actuators 101b and the sensors 101a are completed without diagnostic error. With the proposed subject matter, the idle stop of the ISS system, is activated only after ensuring that sensors and the actuators are working as desired.
[00045] Figure 4 illustrates a flow chart 400 representing the process which is implemented by the engine management system 100 (shown in Figure 1) to actuate the ISS system, in accordance to an alternate embodiment of the present subject matter. As per the flow chart 400, once the ISS switch is turned ON or the ISS feature is manually selected by the rider, the process starts 401.
[00046] Then as a first step, the ECU 101 (shown in Figure 1) checks whether all the ISS conditions (as explained above under Figure 2) have been met 402. These ISS conditions include idling of the vehicle more than the pre-defined time period and checking of the ancillary parameters (as explained above under Figure 2). If Yes 300a, i.e. all the conditions are met, then the ECU 101 moves to the second step. If No, 300b, i.e. all the conditions are not met, then ECU goes back to the first step again and waits until the ISS conditions are met 403. Once all the conditions are met, the ECU 101 checks if the diagnosis of the sensors and the actuators is completed 404. If Yes 300a, i.e. the diagnosis of the sensors and the actuators is completed, the ECU 101 moves to the third step. If No 300b, i.e., the diagnosis of the sensors and the actuators is not completed then the ECU 101 waits until the diagnosis of the actuators and the sensors is completed 405.
[00047] If the diagnostic error is detected in the functioning of critical actuators and sensors 406, during idling state of the vehicle. Then the engine will continue working during the idling state 409, indicating the rider about the malfunction associated with the critical actuators and sensors. However, if No 300b, the diagnostic error is detected in the functioning of non-critical actuators and sensors. Then the engine will be switched ‘OFF’ during the vehicle idling state 407.
[00048] In another embodiment, an indication of the malfunctioning is communicated to the instrument cluster or the rider’s smart phone, by the ECU 101 of the vehicle.
[00049] This embodiment, ensures that more attention of the rider is ensured, when the diagnostic error is associated with critical actuators and sensors. And thereby, ensuring that the fault is resolved with at most priority.
[00050] In another embodiment, if the diagnostic error is detected in the functioning of critical actuators and sensors, during idling state of the vehicle. Then the engine will continue working during the idling state 408 and at the same time an indication of the malfunctioning is communicated to the instrument cluster or the rider’s smart phone, by the ECU 101 of the vehicle.
[00051] Herein, the critical actuators include the idle air control valve (IACV) 113, and the secondary air injection system (SAI) 116 but not restricted only to these. The critical sensors include throttle position sensor (TPS), intake air temperature sensor (IAT), and engine block temperature sensor (ETS) but not restricted only to these.
[00052] Figure 5 illustrates a graph, in accordance with an embodiment of the present subject matter. The graph is plotted between X and Y axis, wherein X axis depicts time, and Y axis depicts the vehicle information. The vehicle information on the Y axis includes a first line 501, a second line 502, and a third line 503. The first line 501, indicates the meeting of the ISS conditions by the vehicle, with respect to time. If the first line status bit is 0, it indicates that the ISS conditions are not met by the vehicle. If the first line status bit is 1, it indicates that the ISS conditions are met by the vehicle.
[00053] The second line 502, indicates the diagnosis completion of the actuators 100b and the sensors 100a of the vehicle with respect to time. If the second line status bit is 0, it indicates that the diagnosis of the actuators 100b and the sensors 100a is not complete or a diagnostic error is detected by the vehicle. If the second line status bit is 1, it indicates that the diagnosis of the actuators 100b and the sensors 100a is complete and no error detected. The third line 503 indicates the engine speed of the vehicle with respect to time.
[00054] The graph depicts that at time ‘t1’ the speed of the vehicle is high, the ISS system is not enabled for the vehicle, and no diagnosis of the actuators 100b and the sensors 100a is being done by the ECU 101. Herein the ISS system is not enabled for the vehicle because the conditions to enable ISS system is not met.
[00055] At time ‘t2’ the speed of the vehicle has become constant, and the conditions to enable the ISS system is met. However, though the conditions to enable the ISS system is met at time ‘t2’, still the engine speed is not slowed down or stopped as per the ISS system. This is because at time ‘t2’, as soon as the conditions to enable the ISS system is met, the ECU 101 initiates the diagnosis of the actuators 100b and the sensors 100a.
[00056] Once, at time ‘t3’ the diagnosis of the actuators 100b and the sensors 100a is complete without any diagnostic error, the stopping of the engine under ISS system is enabled. Therefore, at time ‘t3’ the speed of the engine starts slowing down, until the engine stops completely. Therefore, according to the present subject matter, the diagnosis check of certain sensors and actuators are performed only in idling state and, idle stop during idling state is enabled only after the diagnosis by the ECU 101 is completed without any diagnostic error.
[00057] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

LIST OF REFERENCE NUMERAL


100: engine management system
101: electronic controller unit
101a: sensors
101b: actuators
102: Throttle Position Sensor
103: Manifold Pressure Sensor
104: Intake Air Temperature Sensor
105: Engine Temperature Sensor
106: Crank Position Sensor
107: Lambda Sensor
112: Injector
113: Idle air control valve
114: Canister purge valve
115: ignition coil
116: Electronic secondary air injection
117: Lambda sensor
200: block diagram representing the process which is implemented by the engine management system
201: Manual selection of the ISS feature
202: Determination of the idling state
203: Determination of fulfilment of ancillary parameters
204: Enablement of diagnosis
205: Enablement of the ISS system
206: Suspension of fuel injection
207: Shutting down of the vehicle engine
300, 400:
300a: Yes
300b: No
301, 401: Start
302, 402: Check if ISS conditions are met
303, 403: Wait until ISS conditions are met
304, 403: Check if diagnosis is completed
305, 405: Wait until diagnosis is completed
306: Check if diagnosis error is detected
406: Check if the diagnostic error is detected in critical actuators and sensors
307, 407: ISS system is enabled and the engine is switched ‘OFF’
308, 408: Engine of the vehicle keeps running
309, 409: Stop
500: Graph
501: first line
502: Second line
503: Third line
,CLAIMS:I/We Claim:
1. An engine management system (100) for a vehicle, wherein
said engine management system (100) being configured to control the operation of an engine of said vehicle;
wherein said engine management system (100) being configured to enable a start-stop system of said vehicle, subsequent to achieving the pre-determined integrated start-stop conditions;
wherein said engine management system (100) being configured to enable the diagnosis of said vehicle, by means of a plurality of sensors (101a) and a plurality of actuators (101b), subsequent to achieving the pre-determined integrated start-stop conditions;
wherein said engine management system (100) being configured to shut down said engine, in absence of a diagnostic error, subsequent to completion of the diagnosis of said vehicle (307), and
said engine management system (100) being configured to continue running of said engine, in presence of a diagnostic error, subsequent to completion of the diagnosis of said vehicle (308, 408).
2. The engine management system (100) for a vehicle as claimed in claim 1, wherein said engine management system (100) includes an engine management system controller (101), a plurality of sensors (101a) and a plurality of actuators (101b).
3. The engine management system (100) for a vehicle as claimed in claim 1, wherein said pre-determined integrated start-stop (ISS) conditions include vehicle being in idling state for more than a pre-defined time period, and ancillary parameters including determination of position of clutch and gear of said vehicle.
4. The engine management system (100) for a vehicle as claimed in claim 3, wherein said pre-defined time period ranges between 5 seconds and 30 seconds.
5. The engine management system (100) for a vehicle as claimed in claim 1, wherein said plurality of sensors (101a) include a throttle position sensor (102), a manifold pressure sensor (103), an intake air temperature sensor (104), an engine temperature sensor (105), a crank position sensor (106), and a lambda sensor (107).
6. The engine management system (100) for a vehicle as claimed in claim 1, wherein said plurality of actuators (101b) include an injector (112), an idle air control valve (113), a canister purge valve (114), an ignition coil (115), an electronic secondary air injection (116), and a lambda sensor heater (116).
7. A method of operating an engine of a vehicle by an engine management system (100) of said vehicle, wherein the method comprising:
selecting (201) manually an integrated start-stop feature of said vehicle;
determining (202) the state of said engine being idle for more than a pre-defined time period, by an electronic control unit (101) of said engine management system (100);
determining (203) fulfillment of a plurality of ancillary parameters to enable an integrated start-stop system by an electronic control unit (101) of said engine management system (100);
enabling (204) the diagnosis of a plurality of sensors (101a) and a plurality of actuators (101b) by means of said engine control unit (101);
enabling (205) said integrated start-stop system and suspending (206) of the fuel injection in an internal combustion chamber of an engine, in absence of a diagnostic error, subsequent to the completion of the diagnosis of said vehicle, thereby shutting down (207) said engine of the vehicle (307); and
disabling said integrated start-stop system, in presence of a diagnostic error, subsequent to the completion of the diagnosis of said vehicle, thereby continue running of said engine, until a rider intentionally switches ‘OFF’ said vehicle (308).
8. A method of operating an engine of a vehicle by an engine management system (100) of said vehicle, wherein the method comprising:
selecting (201) manually an integrated start-stop feature of said vehicle;
determining (202) the state of said engine being idling for more than a pre-defined time period, by an electronic control unit (101) of said engine management system (100);
determining (203) fulfillment of a plurality of ancillary parameters to enable an integrated start-stop system by an electronic control unit (101) of said engine management system (100);
enabling (204) the diagnosis of a plurality of sensors (101a) and a plurality of actuators (101b) by means of said engine control unit (101);
enabling (205) said integrated start-stop system and suspending (206) of the fuel injection in an internal combustion chamber of an engine, in absence of a diagnostic error, subsequent to the completion of the diagnosis of said vehicle, thereby shutting down (207) said engine of the vehicle;
enabling (205) said integrated start-stop system and suspending (206) of the fuel injection in an internal combustion chamber of an engine, in presence of diagnostic error with respect to non-critical actuators and sensors (407), subsequent to the completion of the diagnosis of said vehicle, thereby shutting down (207) said engine of the vehicle; and
disabling said integrated start-stop system, in presence of a diagnostic error with respect to critical actuators and sensors, subsequent to the completion of the diagnosis of said vehicle, thereby continue running of said engine, until a rider intentionally switches ‘OFF’ said vehicle (408).
9. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 7 or claim 8, wherein an indication of the malfunctioning being communicated to the instrument cluster or the rider’s smart phone, by an electronic control unit (101) of said engine management system (100).
10. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 8, wherein said critical actuators include an idle air control valve (113), and a secondary air injection system (116).
11. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 8, wherein said critical sensors include a throttle position sensor (102), an intake air temperature sensor (104), and an engine temperature sensor (105).
12. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 7 or claim 8, wherein said pre-defined time period ranges between 5 seconds and 30 seconds.
13. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 7 or claim 8, wherein said ancillary parameters include determination of position of clutch and gear of said vehicle.
14. The method of operating an engine of a vehicle by an engine management system (100) of said vehicle as claimed in claim 7 or claim 8, wherein said integrated start-stop feature is provided on an instrument cluster of said vehicle.