DESC:CROSS REFERENCE TO RELATED APPLICATION
[0001] This application is based on and derives the benefit of Indian Provisional Application 201741030553, the contents of which are incorporated herein by reference.
FIELD OF INVENTION
[0002] The present disclosure relates generally to vehicle systems, and more particularly to methods and apparatus for improving performance and efficiency of a vehicle.
BACKGROUND OF INVENTION
[0003] In general, vehicles typically employ methods to optimize performance and efficiency of the vehicle. Such optimizations are typically part of development phase and are not live after the vehicle enters production phase. Optimization of performance and efficiency of the vehicles can directly contribute to reduction in fuel consumption of the vehicles, reducing total operating cost of the vehicles for its owner, improving engine life of the vehicles and so on. To address these benefits there are regulations devised from time to time by concerned regulatory authorities.
[0004] In conventional methods and systems, a vehicle system and method that estimates the mass of a vehicle, which is then made available to other vehicle systems. The vehicle system estimates only the mass of the vehicle when the vehicle is in autonomous acceleration mode. Hence, the vehicle system potentially lacks an ability to execute the method during most of the driving scenarios in real world driving conditions.
[0005] Further, in some vehicle systems, a set point torque is calculated in a safety system as a function of the accelerator pedal. Expected vehicle acceleration is determined as a function of the set point torque, in the safety function. Actual vehicle acceleration is determined using an acceleration sensor and a fault situation may be detected by comparing the actual vehicle acceleration and the expected vehicle acceleration. Hence, this solution acts as a safety function and does not sufficiently discloses how the vehicle acceleration is calculated and/or compensated in different vehicle maneuvers, load conditions and environmental conditions.
OBJECTS OF INVENTION
[0006] The principal object of the embodiments herein is to provide methods and apparatus for determining performance of a vehicle.
[0007] Another object of the embodiments herein is to determine an expected acceleration of the vehicle for a current operating mode of the vehicle.
[0008] Another object of the embodiments herein is to determine an actual current acceleration of the vehicle during the current operating mode of the vehicle.
[0009] Another object of the embodiments herein is to determine expected traction energy required for achieving the expected acceleration of the vehicle.
[0010] Another object of the embodiments herein is to determine actual current traction energy of the vehicle during the current operating mode of the vehicle.
[0011] Yet another object of the embodiments herein is to calculate a difference (?traction energy) between the expected traction energy of the vehicle and the actual current traction energy of the vehicle.
[0012] Yet another object of the embodiments herein is to calculate a performance factor (Fp) and an efficiency factor (F?) of the vehicle during the current operating mode of the vehicle.
BRIEF DESCRIPTION OF FIGURES
[0013] This method is illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0014] FIG. 1 is a schematic view of a vehicle having an apparatus for determining performance of the vehicle, according to embodiments as disclosed herein;
[0015] FIG. 2 is a flow diagram illustrating a method for determining an actual current traction energy of the vehicle, according to embodiments as disclosed herein;
[0016] FIG. 3 is a flow diagram illustrating the method for determining an expected traction energy of the vehicle, according to embodiments as disclosed herein; and
[0017] FIG. 4 is a flow diagram illustrating the method for calculating a performance factor (Fp) of the vehicle during the current operating mode of the vehicle, according to embodiments as disclosed herein.

DETAILED DESCRIPTION OF INVENTION
[0018] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. Also, the various embodiments described herein are not necessarily mutually exclusive, as some embodiments can be combined with one or more other embodiments to form new embodiments. The term “or” as used herein, refers to a non-exclusive or, unless otherwise indicated. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein can be practiced and to further enable those skilled in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein
[0019] Embodiments herein may be described and illustrated in terms of blocks which carry out a described function or functions. These blocks, which may be referred to herein as units or modules or the like, are physically implemented by analog and/or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electronic components, optical components, hardwired circuits and the like, and may optionally be driven by firmware and/or software. The circuits may, for example, be embodied in one or more semiconductor chips, or on substrate supports such as printed circuit boards and the like. The circuits constituting a block may be implemented by dedicated hardware, or by a processor (e.g., one or more programmed microprocessors and associated circuitry), or by a combination of dedicated hardware to perform some functions of the block and a processor to perform other functions of the block. Each block of the embodiments may be physically separated into two or more interacting and discrete blocks without departing from the scope of the disclosure. Likewise, the blocks of the embodiments may be physically combined into more complex blocks without departing from the scope of the disclosure.
[0020] Embodiments herein provide methods for determining performance of a vehicle. A method disclosed herein includes determining, by a control module, a current operating mode of the vehicle. Further, the method includes determining, by the control module, an expected acceleration (avexp) of the vehicle for the current operating mode of the vehicle and an actual current acceleration (avact) of the vehicle during the current operating mode of the vehicle. Further, the method includes determining, by the control module, expected traction energy required for achieving the expected acceleration (avexp) of the vehicle and actual current traction energy obtained of the vehicle during the current operating mode of the vehicle. Further, the method includes calculating, by the control module, a difference (?traction energy) between the expected traction energy of the vehicle and the actual current traction energy of the vehicle by subtracting the expected traction energy of the vehicle to the actual current traction energy of the vehicle, or vice-versa. Further, the method includes determining, by the control module, whether the difference (?traction energy) is greater than a threshold by comparing the difference (?traction energy) to the threshold. Furthermore, the method includes calculating, by the control module, a performance factor (Fp) and an efficiency factor (F?) for the vehicle during the current operating mode of the vehicle (100) when the difference (?traction energy) is greater than the threshold.
[0021] Referring now to the drawings, and more particularly to FIGS. 1 through 4, there are shown preferred embodiments.
[0022] FIG. 1 is a schematic view of an apparatus 102 installed on a vehicle 100, according to embodiments as disclosed herein. The apparatus 102 is configured for determining performance of the vehicle 100. It should be appreciated that the present apparatus 102 and method may be used with any type of vehicle 100, including traditional vehicles, hybrid electric vehicles (HEVs), extended-range electric vehicles (EREVs), battery electrical vehicles (BEVs), passenger vehicles, sports utility vehicles (SUVs), cross-over vehicles, trucks, vans, buses, recreational vehicles (RVs), and so on. These are merely some of the possible applications, as the apparatus 102 and the method described herein are not limited to the embodiments shown in FIGS. 1-4 and could be implemented in any number of different ways.
[0023] According to one example, the vehicle 100 comprises the apparatus 102, a plurality of wheel speed sensors 108a–108d (wherein each wheel being used in the vehicle 100 is associated with a wheel sensor), an engine sensor 110, a trailer sensor 112, an environmental sensor 114, an incline sensor 116, a clutch pedal sensor 118, a brake pedal sensor 120 and an accelerator pedal sensor 122. The apparatus 102 includes a control module 104 and a memory 106. The vehicle 100 may comprise additional sensors, components, devices, modules, and systems, which may provide the apparatus 102 with information or input(s) that can be used by the present method. These include, for example, the sensors shown in FIG. 1, as well as other sensors that are known in the art but are not shown here. It should be appreciated that the sensors shown in the FIG. 1 may be embodied in hardware, software, firmware or some combination thereof. These sensors may directly sense or measure the conditions for which they are provided, or they may indirectly evaluate such conditions based on information provided by other sensors, components, devices, modules, systems, etc. Furthermore, these sensors may be directly coupled to the control module 104, indirectly coupled via other electronic devices, a vehicle communications bus, network, etc., or coupled according to some other arrangement known in the art.
[0024] These sensors may be integrated within other vehicle component(s), device(s), module(s), system(s), etc. (e.g., sensors that are already a part of an engine control module (ECM), traction control system (TCS), electronic stability control (ESC) system, antilock brake system (ABS), etc.). In an embodiment herein, the sensors may be stand-alone components (as schematically shown in FIG. 1). In an embodiment herein, the sensors may be integrated with modules/systems sensors providing other functionalities related to the vehicle 100. It is possible for any of the various sensor readings described below to be provided by some other component, device, module, system, etc. in the vehicle 100 instead of being provided by an actual sensor element. In some instances, multiple sensors might be employed to sense a single parameter (e.g., for providing redundancy). It should be appreciated that the foregoing scenarios represent only some of the possibilities, as apparatus 102 is not limited to any particular sensor or sensor arrangement.
[0025] The wheel speed sensors 108a–108d provides the apparatus 102 with readings or other information that may be helpful to determine velocity or speed of the vehicle 100. In one embodiment, the wheel speed sensors 108a–108d generate speed readings at the respective wheels that are representative of vehicle speed and/or acceleration readings that are representative of acceleration of the vehicle 100, and the wheel speed sensors 108a–108d are coupled to the control module 104. In FIG. 1, the wheel speed sensors 108a–108d are coupled to each of the four wheels of the vehicle 100 and separately report the rotational velocity of the four wheels. Skilled artisans will appreciate that the wheel speed sensors 108a–108d may operate according to optical, electromagnetic or other technologies and that other parameters may be derived or calculated from the velocity readings, such as vehicle acceleration. In another embodiment, the wheel speed sensors 108a–108d determine vehicle speed relative to the ground by directing radar, laser and/or other signals towards the ground or stationary objects and analyzing the reflected signals, or by employing feedback from an optional positioning system (such as Global Positioning System (GPS)). As mentioned above, the wheel speed sensors 108a–108d may be a part of some other device, module, system, etc. present in the vehicle 100, like an engine control module (ECM) or an anti-lock braking system (ABS).
[0026] The engine sensor 110 provides the apparatus 102 with readings or other information that may be helpful to determine combustion speed of an engine in the vehicle 100. In an embodiment, the engine sensor 110 is coupled to the control module 104 and generates readings that indicate combustion speed of the engine in the vehicle 100. Other examples of the engine sensors are possible as well.
[0027] The trailer sensor 112 provides the apparatus 102 with readings or other information that may enable the control module 104 to determine whether a trailer being towed by the vehicle 100. In an embodiment, the trailer sensor 112 is coupled to the control module 104 and generates trailer readings that indicate the presence of a trailer connected to the vehicle 100 when a trailer plug is connected to a towing socket of the vehicle 100. The trailer sensor 112 may be a single sensor (e.g., part of the towing socket of the vehicle 100) or it may include other devices such as a light detection and ranging (LIDAR) device, a radio detection and ranging (RADAR) device, a camera (e.g., backup camera), an infrared sensor, a vehicle-to-vehicle communication device, or a combination thereof. According to an embodiment, the trailer sensor 112 includes a rearward-looking short-range RADAR device and/or cameras that are part of an existing vehicle backup system and are mounted on the back of the vehicle, such as at the back bumper. These devices may monitor an area behind the vehicle 100 and inform the apparatus 102 of the presence of the trailer as well as certain attributes of the trailer (e.g., its approximate size, weight, number of wheels, whether it is empty or hauling cargo, etc.). Other trailer sensor embodiments and arrangements are possible as well.
[0028] The environmental sensor 114 provides the apparatus 102 with readings or other information that may be helpful to determine current environmental conditions that can impact the acceleration or performance of the vehicle 100. For example, the environmental sensor 114 may include an outside temperature sensor, an outside humidity sensor, a precipitation sensor, or any other type of sensing component that determines environmental readings and provides the environmental readings to the control module 104. Some examples of how the environmental sensor 114 may determine environmental conditions include directly sensing and measuring environmental readings, indirectly determining environmental readings by gathering them from other modules or systems in the vehicle 100, obtaining the readings from a vehicle-to-vehicle communications device, or by receiving wireless transmissions that include weather reports, forecasts, etc. from a weather-related service or website. In the last example, the wireless transmissions may be received at a telematics unit which then conveys the pertinent environmental data to the control module 104. In another example, the environmental sensors may communicate directly with the control module 104 using any wireless means. Other examples of the environmental sensors are possible as well.
[0029] The incline sensor 116 provides the apparatus 102 with readings or other information that may be helpful to determine incline, slope or orientation of the vehicle 100. For example, the incline sensor 116 may be part of a vehicle dynamics sensor unit that measures parameters such as incline, as well as yaw rate, longitudinal acceleration, etc. and provides the readings to the control module 104. There are a variety of different types of incline sensors that may be employed, as the incline sensor 116 is not limited to any particular type, including those that are affected by static acceleration due to gravity and provide information regarding the angle at which the vehicle 100 is tilted, with respect to the Earth, as well as those that use RADAR, LIDAR, laser, and/or cameras. It is also possible to use an inclinometer for measuring angles of slope and inclination with respect to gravity by creating an artificial horizon; other names include a tilt sensor, tilt indicator, slope meter, slope gauge, gradient meter, etc. In addition, any combination of navigation components, devices, module, etc., like a telematics unit or a GPS unit may use the current position of the vehicle 100.
[0030] The clutch pedal sensor 118 provides the apparatus 102 with readings or other information that may be helpful to determine whether the clutch is engaged or disengaged using the clutch pedal in the vehicle 100. For example, the clutch pedal sensor 118 can be a clutch switch which informs the control module 104 that the engine of the vehicle 100 is receiving less fuel for injection into the engine and the engine speed will be reduced accordingly, when the clutch pedal is pressed to ensure a smooth gear change.
[0031] The brake pedal sensor 120 provides the apparatus 102 with readings or other information that may be helpful to determine whether the brake is engaged or disengaged. For example, the brake pedal sensor 120 informs the control module 104 that the brake is engaged when the brake pedal is pressed to stop the vehicle 100 and the brake is disengaged when the brake pedal is not being pressed.
[0032] The acceleration pedal sensor 122 provides the apparatus 102 with readings or other information that may be helpful to determine whether the vehicle 100 is accelerating when the acceleration pedal is pressed. For example, the acceleration pedal sensor 122 informs the control module 104 that the vehicle is accelerating when the acceleration pedal is pressed. The acceleration pedal sensor 122 can also determine the rate of acceleration of the vehicle.
[0033] The control module 104 can be for e.g., a processor, a hardware unit, an apparatus, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), an Electronic Control Unit (ECU) present in the vehicle, a generic control unit (which performs other functions in addition to functions as disclosed herein), a dedicated control unit, a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), etc. that executes instructions for software, firmware, programs, algorithms, scripts, etc. that are stored in the memory 106 and may govern the processes and methods described herein. The control module 104 can be electronically connected to sensors 108a-108d, 110, 112, 114, 116, 118, 120 and 122, as well as other vehicle components, devices, modules and systems via suitable vehicle communications and can interact with them when required.
[0034] The control module 104 is configured for determining a current operating mode of the vehicle 100 by receiving real-time readings from the sensors 108a-108d, 110, 118, 120 and 122. The operating mode can be a scenario in which the vehicle is currently operating. Examples of the operating mode can be, but not limited to, the vehicle 100 being in static position with the engine turned OFF, the vehicle 100 being in static position with the engine turned ON but not actively propelling the vehicle 100, the vehicle 100 being in motion which the velocity of the vehicle 100 is constant within a velocity threshold of the vehicle 100, the vehicle being in motion where the velocity of the vehicle 100 is not constant within the velocity threshold of the vehicle 100, and so on. These operating modes are some examples and other different types of operating modes are possible as well.
[0035] For example, when the wheel speed sensors 108a-108d provide readings to the control module 104 by detecting the rotational motion of the wheels of the vehicle 100 then the control module 104 determines that the operating mode of the vehicle 100 is in motion.
[0036] After determining the current operating mode of the vehicle 100, the control module 104 is further configured for determining the actual current acceleration (avact) of the vehicle 100 during the current operating mode of the vehicle 100 and the expected acceleration (avexp) of the vehicle 100 for the current operating mode of the vehicle 100. The actual current acceleration (avact), as used herein, is a representative of the acceleration that is actually or truly experienced by the vehicle 100 and corresponds to vehicle propulsion in a longitudinal direction. The expected acceleration (avexp), on the other hand, is a representative of the acceleration that is expected or anticipated of the vehicle 100 in view of information (or sensor readings) about the vehicle 100 corresponds to vehicle propulsion in the longitudinal direction. The actual current acceleration (avact) that is experienced by the vehicle 100 may differ from the expected acceleration (avexp).
[0037] In an embodiment, the control module 104 determines the actual current acceleration (avact) by receiving the readings from the sensors 108a-108d, 110, 118, 120 and 122 which are generated at real-time and determines the expected acceleration (avexp) by collecting the readings from the sensors 108a-108d, 110, 118, 120 and 122 which are generated at past and stored in the memory 106.
[0038] Further, the control module 104 is configured for determining an actual current traction energy obtained by the vehicle 100 to achieve the actual current acceleration (avact) of the vehicle 100 and expected traction energy required for the vehicle 100 to achieve the expected acceleration (avexp) of the vehicle 100. The traction energy is defined as the energy required for pulling the vehicle 100 on a surface. The actual current traction energy, as used herein, is the traction energy obtained for motion of the vehicle 100. The expected traction energy on the other hand, is the traction energy that is expected or anticipated of the vehicle 100 in view of information (i.e., environment and incline readings) related to the vehicle 100. The actual current traction energy and the expected traction energy can be stored by the memory 106.
[0039] In an embodiment, the control module 104 determines the actual current traction energy of the vehicle 100 during the current operating mode of the vehicle 100 by receiving the wheel speed readings generated at real-time by the wheel speed sensors 108a-108d, the environmental readings generated at real-time by the environmental sensor 114, the incline readings generated at real-time by the incline sensor 116 and the trailer readings generated at real-time by the trailer sensor 112.
[0040] In an embodiment, the control module 104 determines the expected traction energy of the vehicle 100 required for achieving the expected acceleration (avexp) of the vehicle 100 by receiving the wheel speed readings generated at past by the wheel speed sensors 108a-108d, the environmental readings generated at past by the environmental sensor 114, the incline readings generated at past by the incline sensor 116 and the trailer readings generated at past by the trailer sensor 112.
[0041] Further, the control module 104 is configured for calculating a difference (?traction energy) between the expected traction energy value (measured value) and the actual current traction energy value by subtracting the expected traction energy value to the actual current traction energy value, or vice-versa.
?traction energy = Expected traction energy – Actual current traction energy
[0042] Further, the control module 104 is configured for determining whether the difference (?traction energy) is greater than a threshold by comparing the difference (?traction energy) to the threshold. The threshold can be a pre-determined value that represents a maximum difference (?traction energy) to be obtained by the vehicle 100 during the operating mode of the vehicle (100).
[0043] Further, the control module 104 is configured for calculating a performance factor (Fp) and an efficiency factor (F?) of the vehicle 100 during the current operating mode of the vehicle 100 when the difference (?traction energy) is greater than the threshold. In an embodiment, the performance factor (Fp) of the vehicle 100 depicts the performance of the vehicle 100 during the current operating mode of the vehicle 100. In an embodiment, the efficiency factor (F?) of the vehicle 100 depicts the energy consumption of the vehicle (100) for propelling the vehicle 100.
[0044] In an embodiment, the performance factor (Fp) is calculated by calculating an acceleration difference (?acceleration ) between the expected acceleration (avexp) and the actual current acceleration (avact) of the vehicle 100, or vice-versa.
?acceleration = Expected acceleration (avexp) of the vehicle – Actual current acceleration (avact) of the vehicle

[0045] Further, the acceleration difference (?acceleration ) is compared with a threshold. The threshold can be a pre-determined value that represents a maximum acceleration difference (?acceleration) to be obtained by the vehicle 100 during the operating mode of the vehicle 100. Furthermore, the control module 104 assigns the performance factor (Fp) of the vehicle 100 during the operating mode of the vehicle 100 as strong when the acceleration difference (?acceleration ) is greater than the threshold. Alternatively, the control module 104 assigns the performance factor (Fp) of the vehicle 100 during the operating mode of the vehicle 100 as weak when the acceleration difference (?acceleration ) is less compared to the threshold.
[0046] In an embodiment, the efficiency factor (F?) of the vehicle 100 is calculated by determining a rate of energy consumed by the vehicle 100 for propelling the vehicle 100. The energy consumed by the vehicle 100 can be, but not limited to, battery energy, regenerative energy, and generative energy which are used as a power source for propelling the vehicle 100. The rate of energy consumed by the vehicle 100 is determined based on receiving sensor readings from the sensors placed in at least any one of battery (not shown) and the engine of the vehicle 100.
[0047] In one embodiment, the performance factor (Fp) and the efficiency factor (F?) of the vehicle 100 are conveyed to a user (e.g., a vehicle manufacturer, vehicle owner, service engineer and the like) using visual indication or textual messages which are displayed on a screen of a user device (not shown). The user device can be connected to the vehicle 100 using any communication link which the user can continuously monitor the performance factor (Fp) and the efficiency factor (F?) of the vehicle 100, in real-time. In another embodiment, the performance factor (Fp) and the efficiency factor (F?) of the vehicle 100 is visually indicated or notified as text messages to the user via the vehicle dashboard display where the vehicle owner and/or service person can monitor the performance factor (Fp) and the efficiency factor (F?) of the vehicle 100, in real-time.
[0048] Unlike conventional methods and systems, the method includes determining performance of the vehicle 100 at different operating modes of the vehicle 100 and provides the performance factor (Fp) and efficiency factor (F?) of the vehicle during different operating modes of the vehicle 100.
[0049] FIG. 2 is a flow diagram 200 illustrating a method for determining actual current traction energy of the vehicle 100, according to embodiments as disclosed herein. At step 202, the method includes gathering various vehicle inputs and other information and performs other tasks like resetting variables, flags, etc. These vehicle inputs may include real-time readings of speed/velocity, acceleration of the vehicle 100, information regarding the presence and nature of a towed trailer, outside environmental conditions (e.g., traction surface conditions, weather conditions, etc.), surface incline or slope information, engine commands, and/or any other input or information that may be useful to method. In an embodiment, the method allows the control module 104 to receive real-time readings such as speed and/or acceleration readings from wheel speed sensors 108a-108d, engine speed readings from the engine sensor 110, trailer readings from the trailer sensor 112, environmental readings from the environmental sensor 114, incline readings from the incline sensor 116 and other readings from the sensors 118, 120 and 122.
[0050] At step 204, the method includes determining current operating mode of the vehicle 100 based on the real-time readings received from the sensors 108a-108d, 110, 118, 120, 122. In an embodiment, the method allows the control module 104 to determine current operating mode of the vehicle 100 based on the real-time readings received from the sensors 108a-108d, 110, 118, 120, 122.
[0051] At step 206, the method includes determining the actual current acceleration (avact) of the vehicle 100 during the current operating mode of the vehicle 100. The actual current acceleration (avact) of the vehicle 100 is determined based on the real-time readings received from the sensors 108a-108d, 110, 118, 120, 122. In an embodiment the method allows the control module 104 to determine the actual current acceleration (avact) of the vehicle 100 during the current operating mode of the vehicle 100 based on receiving the real-time readings from the sensors 108a-108d, 110, 118, 120, 122.
[0052] At step 208, the method includes determining the actual current traction energy of the vehicle 100 during the current operating mode of the vehicle 100. The actual current traction energy is determined by receiving the environmental readings calculated at real-time by the environmental sensor 114 in order to determine that the vehicle is experiencing the at least any one environmental condition (e.g., road surface condition, weather condition). In an embodiment, the method allows the control module 104 to determine the actual current traction energy of the vehicle 100 during the current operating mode of the vehicle 100 by receiving the real-time speed readings from the wheel speed sensors 108a-108d.
[0053] In another embodiment, the method allows the control module 104 to determine the actual current traction energy of the vehicle 100 during the current operating mode of the vehicle 100 by receiving the real-time environmental readings from the environmental sensor 114.
[0054] In another embodiment, the method allows the control module 104 to determine the actual current traction energy of the vehicle 100 by receiving the real-time incline readings from the incline sensor 114. The incline sensor 114 determines that the vehicle 100 is experiencing at least any one of an inclined and a declined surface.
[0055] In another embodiment, the method allows the control module 104 to determine the actual current traction energy of the vehicle 100 by receiving the real-time trailer readings from the trailer sensor 112.
[0056] FIG. 3 is a flow diagram 300 illustrating the method for determining expected traction energy of the vehicle 100, according to embodiments as disclosed herein. At step 302, the method includes gathering various past vehicle inputs and other information in past from the memory 106 and performs other tasks like resetting variables, flags, etc. The memory 106 stores the readings and/or information generated by the sensors 108a-108d, 110, 112, 114, 116, 118, 120, 122 in past. In an embodiment, the method allows the control module 104 to receive readings and/or other information which are generated in past from the memory 106.
[0057] At step 304, the method includes determining the expected acceleration (avexp) of the vehicle 100 for the current operating mode of the vehicle 100. The expected acceleration (avexp) of the vehicle 100 is determined by receiving the readings and/or information generated by the sensors 108a-108d, 110, 118, 120, 122 in past, which are stored in the memory 106. In an embodiment, the method allows the control module 104 to determine the expected acceleration (avexp) of the vehicle 100 for the current operating mode of the vehicle 100 by receiving the readings and/or information generated by the sensors 108a-108d, 110, 118, 120, 122 in past, which are stored in the memory 106.
[0058] At step 306, the method includes determining the expected traction energy required for achieving the expected acceleration (avexp) of the vehicle 100. The expected traction energy is determined by receiving the environmental readings generated at past by the environmental sensor 114. In one embodiment, the method allows the control module 104 to determine the actual current traction energy of the vehicle 100 during the current operating mode of the vehicle 100 by receiving the speed readings generated at past by the wheel speed sensors 108a-108d.
[0059] In another embodiment, the method allows the control module 104 to determine the expected traction energy of the vehicle 100 for achieving the expected acceleration (avexp) of the vehicle 100 by receiving the environmental readings generated at past by the environmental sensor 114.
[0060] In another embodiment, the method allows the control module 104 to determine the expected traction energy by receiving the incline readings generated in past by the incline sensor 114, which are stored in the memory 106.
[0061] In another embodiment, the method allows the control module 104 to determine the expected traction energy by receiving the trailer readings generated in past by the trailer sensor 112, which are stored in the memory 106.
[0062] FIG. 4 is a flow diagram 400 illustrating the method for calculating a performance factor (Fp) of the vehicle during the current operating mode of the vehicle 100, according to embodiments as disclosed herein. At step 402, the method includes calculating the difference (?traction energy) by subtracting the expected traction energy value (a measured value) with the actual current traction energy value. In an embodiment, the method allows the control module 104 to calculate the difference (?traction energy) by subtracting the expected traction energy value (a measured value) to the actual current traction energy value.
?traction energy = Expected traction energy – Actual current traction energy
[0063] At step 404, the method includes determining whether the difference (?traction energy) is greater than a threshold by comparing the difference to the threshold. The threshold can be a pre-determined value that represents a maximum difference (?traction energy) to be obtained by the vehicle 100 during the operating mode of the vehicle (100). In an embodiment, the method allows the control module 104 to determine whether the difference (?traction energy) is greater than the threshold by comparing the difference to the threshold.
[0064] For example, consider the actual current traction energy of the vehicle 100 while the vehicle 100 is in motion is 50 Joule and the expected traction energy of the vehicle 100 in motion is 25 Joule. The control module 104 calculates the difference (?traction energy) as 25 Joule. In the example, consider the threshold value of difference (?traction energy) as 10 Joule, now the control module 104 compares the difference (?traction energy) with the threshold and determines that the difference (?traction energy) is greater than the threshold.
[0065] At step 406, the method includes calculating an acceleration difference (?acceleration) by subtracting the expected acceleration (avexp) with the actual current acceleration (avact) of the vehicle 100. In an embodiment, the method allows the control module 104 to calculate the acceleration difference (?acceleration) by subtracting the expected acceleration (avexp) with the actual current acceleration (avact) of the vehicle 100.
?acceleration = Expected acceleration (avexp) of the vehicle – Actual current acceleration (avact) of the vehicle
[0066] For example, when the difference (?traction energy) (i.e., 25 Joule) is greater than the threshold (i.e., 10 Joule), then the control module 104 determines the acceleration difference (?acceleration) by subtracting the expected acceleration (avexp) with the actual current acceleration (avact) of the vehicle 100.
[0067] At step 408, the method includes comparing the acceleration difference (?acceleration) to a threshold. The threshold can be a pre-determined value that represents a maximum acceleration difference (?acceleration) to be obtained by the vehicle 100 during the operating mode of the vehicle 100. In an embodiment, the method allows the control module 104 to compare the acceleration difference (?acceleration) to the threshold.
[0068] At step 410, the method includes determining whether the acceleration difference (?acceleration) is greater than the threshold. When the acceleration difference (?acceleration) is greater than the threshold, then the method includes assigning the performance factor (Fp) for the vehicle 100 during the current operating mode of the vehicle 100 as strong, at step 412. In an embodiment, the method allows the control module 104 to assign the performance factor (Fp) for the vehicle 100 during the current operating mode of the vehicle 100 as strong when the acceleration difference (?acceleration) is greater than the threshold.
[0069] Alternatively, when the acceleration difference (?acceleration) is less compared to the threshold, then the method includes assigning the performance factor (Fp) for the vehicle 100 during the current operating mode of the vehicle 100 as weak, at step 414. In an embodiment, the method allows the control module 104 to assign the performance factor (Fp) for the vehicle 100 during the current operating mode of the vehicle 100 as weak when the acceleration difference (?acceleration) is less compared to the threshold.
[0070] At step 416, the method includes calculating the efficiency factor (F?) of the vehicle 100. The efficiency factor (F?) of the vehicle 100 is calculated by determining the rate of energy consumed by the vehicle 100 for propelling the vehicle 100. In an embodiment, the method allows the control module 104 to calculate the efficiency factor (F?) of the vehicle 100 by determining the rate of energy consumed by the vehicle 100 for propelling the vehicle 100.
[0071] For example, consider the expected acceleration (avexp) of the vehicle 100 is 100 kilometer/hour and the actual current acceleration (avact) of the vehicle 100 obtained is 80 km/hr. The control module 104 calculates the acceleration difference (?acceleration) when the difference (?traction energy) (i.e., 25 Joule) is greater than the threshold (i.e., 10 Joule).
?acceleration (20 km/hr) = 100 km/hr – 80 km/hr
[0072] In the example, consider the threshold of acceleration difference (?acceleration) is 10 km/hr. The control module 104 compares the ?acceleration (20 km/hr) with the threshold (10 km/hr), then assigns the performance factor (Fp) of the vehicle 100 as strong because the ?acceleration (20 km/hr) is greater than the threshold (10 km/hr).
[0073] In another example, consider the ?acceleration is 5 km/hr, then control module 104 assigns the performance factor (Fp) of the vehicle 100 as weak because the ?acceleration (5 km/hr) is less compared to the threshold (10 km/hr).
[0074] Unlike conventional methods and systems, the method includes calculating performance factor (Fp) and efficiency factor (F?) of the vehicle 100 during different operating modes of the vehicle 100 which helps in improving the performance and the efficiency of the vehicle 100 during the development phase of the vehicle 100.
[0075] The embodiments disclosed herein can be implemented using at least one software program running on at least one hardware device and performing network management functions to dynamically control the elements. The elements shown in FIG. 1 through 4 include blocks which can be at least one of a hardware device, or a combination of hardware device and software module.
[0076] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
,CLAIMS:We claim:
1. A method for determining performance of a vehicle (100), the method comprising:
determining, by a control module (104), a current operating mode of the vehicle (100);
determining, by the control module (104), an expected acceleration (avexp) of the vehicle (100) for the current operating mode of the vehicle (100) and an actual current acceleration (avact) of the vehicle (100) during the current operating mode of the vehicle (100);
determining, by the control module (104), an expected traction energy required for achieving the expected acceleration (avexp) of the vehicle (100) and an actual current traction energy of the vehicle (100) during the current operating mode of the vehicle (100);
calculating, by the control module (104), a difference (?traction energy) between the expected traction energy of the vehicle (100) and the actual current traction energy (avact) of the vehicle (100) by subtracting the expected traction energy of the vehicle (100) to the actual current traction energy (avact) of the vehicle (100), or vice-versa;
determining, by the control module (104), whether the difference (?traction energy) is greater than a threshold by comparing the difference (?traction energy) to the threshold; and
calculating, by the control module (104), a performance factor (Fp) and an efficiency factor (F?) for the vehicle (100) during the current operating mode of the vehicle (100) when the difference (?traction energy) is greater than the threshold.
2. The method, as in claim 1, wherein calculating the performance factor (Fp) for the vehicle (100) comprising:
calculating, by the control module (104), an acceleration difference (?acceleration) by subtracting the expected acceleration (avexp) of the vehicle (100) to the actual current acceleration (avact) of the vehicle (100), or vice-versa;
comparing, by the control module (104), the acceleration difference (?acceleration) to a threshold; and
assigning, by the control module (104), the performance factor (Fp) for the vehicle (100) as strong when the acceleration difference (?acceleration) is greater than the threshold and weak when the acceleration difference (?acceleration) is less than the threshold.
3. The method, as in claim 1, wherein calculating the efficiency factor (F?) for the vehicle (100) by determining a rate of energy consumed by the vehicle (100) for propelling the vehicle (100).
4. The method, as in claim 1, wherein the current operating mode of the vehicle (100) is determined by receiving readings generated at real-time by at least any one of wheel speed sensors (108a-108d), an engine sensor (110), a clutch pedal sensor (118), a brake pedal sensor (120), and an acceleration pedal sensor (122) positioned in the vehicle (100).
5. The method, as in claim 1, wherein the expected acceleration (avexp) of the vehicle (100) for the current operating mode of the vehicle (100) is determined by receiving the readings which are generated at past by the at least any one of the wheel speed sensors (108a-108d), the engine sensor (110), the clutch pedal sensor (118), the brake pedal sensor (120), and the acceleration pedal sensor (122) positioned in the vehicle (100).
6. The method, as in claim 1, wherein the actual current acceleration (avact) of the vehicle (100) during the current operating mode of the vehicle (100) is determined by receiving the readings generated at real-time by the at least any one of the wheel speed sensors (108a-108d), the engine sensor (110), the clutch pedal sensor (118), the brake pedal sensor (120), the acceleration pedal sensor (122) positioned in the vehicle (100).
7. The method, as in claim 1, wherein the expected traction energy is determined by receiving the readings generated at past by at least any one of the wheel speed sensors (108a-108d), an environmental sensor (114), an incline sensor (116), and a trailer sensor (112) positioned in the vehicle (100).
8. The method, as in claim 1, wherein the actual current traction energy during the current operating mode of the vehicle (100) is determined by receiving the readings generated at real-time by the at least any one of the wheel speed sensors (108a-108d), the environmental sensor (114), the incline sensor (116), and the trailer sensor (112) positioned in the vehicle (100).
9. An apparatus (102) for determining performance of a vehicle (100), the apparatus (102) comprising:
a memory (106); and
a control module (104) configured for:
determining a current operating mode of the vehicle (100);
determining an expected acceleration (avexp) of the vehicle (100) for the current operating mode of the vehicle (100) and an actual current acceleration (avact) of the vehicle (100) during the current operating mode of the vehicle (100);
determining an expected traction energy required for achieving the expected acceleration (avexp) of the vehicle (100) and an actual current traction energy of the vehicle (100) during the current operating mode of the vehicle (100);
calculating a difference (?traction energy) between the expected traction energy of the vehicle (100) and the actual current traction energy of the vehicle (100) by subtracting the expected traction energy of the vehicle (100) to the actual current traction energy (avact) of the vehicle (100), or vice-versa; and
determining whether the difference (?traction energy) is greater than a threshold by comparing the difference (?traction energy) to the threshold; and
calculating a performance factor (Fp) and an efficiency factor (F?) for the vehicle (100) during the current operating mode of the vehicle (100) when the difference (?traction energy) is greater than the threshold.
10. The apparatus (104), as in claim 8, wherein calculating the performance factor (Fp) for the vehicle (100) comprising:
calculating an acceleration difference (?acceleration energy) by subtracting the expected acceleration (avexp) of the vehicle (100) to the actual current acceleration (avact) of the vehicle (100), or vice-versa;
comparing the acceleration difference (?acceleration energy) to a threshold; and
assigning the performance factor (Fp) for the vehicle (100) as strong when the acceleration difference (?acceleration energy) is greater than the threshold and weak when the acceleration difference (?acceleration energy) is less than the threshold.
11. The apparatus (104), as in claim 8, wherein calculating the efficiency factor (F?) for the vehicle (100) by determining a rate of energy consumed by the vehicle (100) for propelling the vehicle (100).
12. The apparatus (104), as in claim 8, wherein the current operating mode of the vehicle (100) is determined by receiving readings generated at real-time by at least any one of wheel speed sensors (108a-108d), an engine sensor (110), a clutch pedal sensor (118), a brake pedal sensor (120), and an acceleration pedal sensor (122) positioned in the vehicle (100).
13. The apparatus (104), as in claim 8, wherein the expected acceleration (avexp) of the vehicle (100) for the current operating mode of the vehicle (100) is determined by receiving the readings which are generated at past by the at least any one of the wheel speed sensors (108a-108d), the engine sensor (110), the clutch pedal sensor (118), the brake pedal sensor (120), and the acceleration pedal sensor (122) positioned in the vehicle (100).
14. The apparatus (104), as in claim 8, wherein the actual current acceleration (avact) of the vehicle (100) during the current operating mode of the vehicle (100) is determined by receiving the readings generated at real-time by the at least any one of the wheel speed sensors (108a-108d), the engine sensor (110), the clutch pedal sensor (118), the brake pedal sensor (120), the acceleration pedal sensor (122) positioned in the vehicle (100).
15. The apparatus (104), as in claim 8, wherein the expected traction energy is determined by receiving the readings generated at past by at least any one of the wheel speed sensors (108a-108d), an environmental sensor (114), an incline sensor (116), and a trailer sensor (112) positioned in the vehicle (100).
16. The apparatus (104), as in claim 8, wherein the actual current traction energy during the current operating mode of the vehicle (100) is determined by receiving the readings generated at real-time by the at least any one of the wheel speed sensors (108a-108d), the environmental sensor (114), the incline sensor (116), and the trailer sensor (112) positioned in the vehicle (100).