DESC:FIELD
The present disclosure relates to the field of mechanical engineering. Particularly, the present disclosure relates to field of vehicles.
BACKGROUND
In the past few decades, many advances have been made to improve the fuel efficiency of a vehicle. In the trucking industry, even a small improvement in the fuel efficiency can reduce the annual operating costs significantly. One of the most common reasons behind poor fuel economy, is operating the vehicle at lower engine speeds. Various techniques have evolved for influencing the driver to shift the gear for better fuel economy.
Conventionally, vehicles are provided with visual indicator that assist the driver to shift the gear. Further, the vehicles are also provided with a multi-mode system which has one torque point for each mode. The disadvantage of the multi-mode system is that, there is a possibility of the system getting abused by the driver that may result in less fuel economy.
Hence, there is felt a need for a control system for a vehicle that alleviates the abovementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide an useful alternative.
An object of the present disclosure is to provide a control system for a vehicle that prevents over acceleration of the vehicle by a driver.
Another object of the present disclosure is to provide a control system for a vehicle that is comparatively less costly.
Still another object of the present disclosure is to provide a control system for a vehicle that is easy to understand and access.
Yet object of the present disclosure is to provide a control system for a vehicle that gives higher torque in higher gears and fuel economy in lower gears.
Still object of the present disclosure is to provide a control system for a vehicle that selects the best driving mode.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present invention envisages a control system for a vehicle. The control system includes a vehicle speed sensor, an engine speed sensor, a mode controller, and an electronic control unit (ECU). The vehicle speed sensor is configured to sense the vehicle speed and generate a vehicle speed signal. The engine speed sensor is configured to sense the engine speed and generate an engine speed signal. The mode controller configured to receive a driving mode as an input selected by a user and/or an electronic control unit from a plurality of driving modes and generate a voltage output signal based on the selected driving mode. The electronic control unit is configured to cooperate with the vehicle speed sensor, the engine speed sensor, and the mode controller to receive the vehicle speed signal, the engine speed signal, and the voltage output respectively. The electronic control unit comprises a gear ratio calculator and a torque limiter. The gear ratio calculator is configured to calculate a gear ratio based on the vehicle speed signal and the engine speed signal. The torque limiter is configured to cooperate with the gear ratio calculator to receive the gear ratio and is further configured to limit the torque based on the gear ratio and the voltage output signal.
In an embodiment, the control system further includes a sensor unit that includes a vehicle load sensor, a driving condition sensor, and a vehicle gradient sensor. The vehicle load sensor is configured to sense the vehicle load and generate a vehicle load signal. The driving condition sensor is configured to sense the driving conditions of the vehicle, and generate driving condition signal. The vehicle gradient sensor is configured to sense the gradient of the vehicle and generate a vehicle gradient signal. The electronic control unit is further configured to select the driving mode based on inputs received from the vehicle load sensor, the driving condition sensor, and the vehicle gradient sensor.
In an embodiment, the driving mode of the plurality of driving modes corresponds to predefined values of rail pressure, fuel injection quantity, and injection timing.
In an embodiment, the electronic control unit is connected to the vehicle speed sensor, the engine speed sensor, and the mode controller by a wire harness.
In an embodiment, the torque limited limits the torque by controlling the fuel flow quantity.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A control system for a vehicle of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a block diagram of a conventional torque delivery system;
Figure 2 illustrates a block diagram of a control system for a vehicle in accordance with the present disclosure; and
Figure 3 illustrates a block diagram of a torque delivery unit of the control system of the Figure 2.

LIST OF REFERENCE NUMERALS
100 – Conventional torque delivery system
110 – Torque generation unit
110a – Conventional first torque
110b – Conventional second torque
110c – Conventional third torque
120 – Torque multiplication unit
130 – Torque utilization unit
200 – Control system
202 – Electronic control unit
204 – Vehicle speed sensor
206 – Engine speed sensor
208 – Mode controller
210 – Sensor unit
212 – Gear ratio calculator
214 – Torque limiter
216 – Vehicle load sensor
218 – Driving condition sensor
220 – Vehicle gradient sensor
222 – Torque delivery unit
300 – Torque generation subunit
300a – Turbo mode
300b – Heavy mode
300c – Light mode
302 – Torque multiplication subunit
304 – Torque utilization subunit
306 – First gear ratio
308 – Second gear ratio
310 – Third gear ratio
DETAILED DESCRIPTION
Figure 1 illustrates a block diagram of a conventional torque delivery system 100 in a vehicle (not illustrated in Figures). The conventional torque delivery system 100 includes a torque generation unit 110, a torque multiplication unit 120, and a torque utilization unit 130. The torque generation system 100 produces a torque of “X” N-m 110a, a torque of “Y” N-m 110b, and a torque of “Z” N-m 110c. The torque generation unit 110 transmits the generated torque to the torque multiplication unit 120 which further transmits the multiplied torque to the torque utilization unit 130, i.e., the wheels of the vehicle. Typically, X, Y, and Z are torques as defined by the vehicle requirement.
A preferred embodiment of the control system for the vehicle, of the present disclosure, will now be described in detail with reference to the accompanying drawing. The preferred embodiment does not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration. Figure 2 illustrates a block diagram of a control system 200 for a vehicle in accordance with an embodiment of the present disclosure. Figure 3 illustrates a block diagram of a torque delivery unit 222 of the control system 200 of the Figure 2.
The present invention envisages the control system 200 (hereinafter referred as “system 200”) for the vehicle (not illustrated in Figures). The system 200 includes a vehicle speed sensor 204, an engine speed sensor 206, a mode controller 208, a sensor unit 210, and an electronic control unit (ECU) 202. The vehicle speed sensor 204 is configured to sense the speed of the vehicle, and generate a vehicle speed signal. The engine speed sensor 206 is configured to sense the engine speed and generate an engine speed signal. The mode controller 208 is configured to receive a driving mode as an input selected by a user and/or an electronic control unit 202 from a plurality of driving modes, and generate a voltage output signal based on the selected driving mode. The electronic control unit 202 is configured to cooperate with the vehicle speed sensor 204, the engine speed sensor 206, and the mode controller 208 to receive the vehicle speed signal, the engine speed signal, and the voltage output respectively. The electronic control unit 202 comprises a gear ratio calculator 212 and a torque limiter 214. The gear ratio calculator 212 is configured to calculate a gear ratio that corresponds to a first gear ratio 304, a second gear ratio 308, or a third gear ratio 310. The gear ratio is selected based on the vehicle speed signal and the engine speed signal. The torque limiter 214 is configured to cooperate with the gear ratio calculator 212 to receive the gear ratio. The torque limiter 214 is further configured to limit the torque generated by a torque generation subunit 300 based on the gear ratio and the voltage output signal. In an embodiment, the mode controller 208 provides the voltage output signal to the electronic control unit 202 in accordance with the input selected by the user. In another embodiment, the torque limited 214 limits the torque generated by the torque generation subunit 300 by limiting the fuel flow quantity.
In accordance with the present disclosure, the sensor unit 210 includes a vehicle load sensor 216, a driving condition sensor 218, and a vehicle gradient sensor 220. The vehicle load sensor 216 is configured to sense the vehicle load, and generate a vehicle load signal. The driving condition sensor 218 is configured to sense the driving conditions of the vehicle, and a generate driving condition signal. The vehicle gradient sensor 220 is configured to sense the vehicle gradient, and generate a vehicle gradient signal. The electronic control unit 202 is further configured to select the driving mode based on the input received from the vehicle load sensor 216, the driving condition sensor 218, and the vehicle gradient sensor 220.
The electronic control unit (ECU) 202 of the control system 200 selects a particular driving mode based on the vehicle load signal, driving conditions signal and the vehicle gradient signal. Each of the particular driving mode of the vehicle corresponds to a predefined value of the rail pressure, fuel injection quantity, and injection timing to enhance the fuel economy and performance of the vehicle irrespective of the load, road, and other driving conditions of the vehicle. In an embodiment, the control system 200 provides a higher torque in higher the gears and fuel economy in lower gears.
In an embodiment, the electronic control unit 202 is connected with the vehicle speed sensor 204, the engine speed sensor 206, and the mode controller 208 is done by wire harness.
The electronic control unit 202 controls the torque generated by the torque delivery unit 222 depending upon the calculated gear ratio. In an embodiment, the torque generation subunit 300 produces a torque of “X” N-m in a turbo mode 300a, a torque of “Y” N-m in a heavy mode 300b, and a torque of “Z” N-m in a light mode 300c corresponding to the gear ratios 306, 308 and 310, wherein X, Y, and Z are torques as defined by the vehicle requirement. In an exemplary embodiment, the torque generation subunit 300 produces a torque of 960 N-m in the turbo mode 300a depending upon the first gear ratio 306. Further, the torque generation subunit 300 produces a torque of 775 N-m in the heavy mode 300b depending upon the second gear ratio 308. Furthermore, the torque generation subunit 300 produces a torque of 600 N-m in the light mode 300c depending upon the third gear ratio 310. The torque generation subunit 300 provides the generated torques to a torque multiplication subunit 302 which further provides the multiplied torque to the torque utilization subunit 304, i.e., wheels of the vehicle as per the gear ratios.
The control system 200 enables minimizing user to user driving variations which affects the fuel economy of the vehicle. The present control system 200 increase the fuel economy in the range of 6% to 10% as compared to the conventional systems. Further, better fuel economy optimization is achieved in the operating zone of each mode by controlling rail pressure, injection quantity and injection timing. Vehicles can run in different applications with optimized drieveability. The system also provides flexibility to operate the vehicle in different terrains with an optimized torque (traction) at the wheels with a single power train solution.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a control system for a vehicle that:
? provides appropriate torque at a particular driving mode as per the gear ratio;
? prevents over acceleration of the vehicle by a driver resulting in lesser fuel economy;
? provides high torque in higher gears and fuel economy in lower gears;
? is comparatively less costly;
? is easy to understand and access; and
? provides higher fuel economy in lower gears.
The disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully revealed 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.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A control system (200) for a vehicle, said system comprises:
a vehicle speed sensor (204) configured to sense vehicle speed and generate vehicle speed signal;
an engine speed sensor (206) configured to sense engine speed and generate engine speed signal; and
a mode controller (208) configured to receive a driving mode as an input selected by a user and/or an electronic control unit (202) from a plurality of driving modes and generate a voltage output signal based on said selected driving mode;
characterized in that:
said electronic control unit (202) configured to cooperate with said vehicle speed sensor (204), said engine speed sensor (206), and said mode controller (208) to receive said vehicle speed signal, said engine speed signal, said voltage output respectively, wherein said electronic control unit (202) comprises:
a gear ratio calculator (212) configured to calculate a gear ratio based on said vehicle speed signal and said engine speed signal;
a torque limiter (214) configured to cooperate with said gear ratio calculator (212) to receive said gear ratio and further configured to limit the torque based on said gear ratio and said voltage output signal.
2. The system as claimed in claim 1, wherein said control system (200) further includes a sensor unit (210) that comprises:
a vehicle load sensor (216) configured to sense vehicle load, and generate vehicle load signal;
a driving condition sensor (218) configured to sense driving conditions and generate driving condition signal; and
a vehicle gradient sensor (220) configured to sense vehicle gradient and generate vehicle gradient signal;
wherein said electronic control unit (202) is further configured to select driving mode based on input received from said vehicle load sensor (216), said driving condition sensor (218), and said vehicle gradient sensor (220).
3. The system as claimed in claim 1, wherein each driving mode of said plurality of driving modes correspond to predefined values of rail pressure, fuel injection quantity, and injection timing.
4. The system as claimed in claim 1, wherein said electronic control unit (202) is connected to said vehicle speed sensor (204), said engine speed sensor (206), and said mode controller (208) by a wire harness.
5. The system as claimed in claim 1, wherein said torque limiter (214) limits the torque by controlling the fuel flow quantity.