FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005

COMPLETE SPECIFICATION
(SEE SECTION 10 AND RULE 13)

TITLE OF THE INVENTION

“ENGINE CONTROL UNIT”
APPLICANTS:
Name Nationality Address
Race Dynamics India Private Ltd Indian No 19, 17th e main, 7th cross, 6th block, Koramangala, Bangalore - 560095

The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed:-

FIELD OF THE INVENTION
[001] Embodiments relate to Engine Control Unit (ECU) in general, and more particularly, embodiments relate to retrofitted ECUs.
BACKGROUND
[002] Modern vehicles that are powered by engines have ECU mounted in them. An ECU controls the functioning of the engine. The ECU is generally configured to control aspects of the engine such as quantity of fuel to be injected into a cylinder, injection timing, and valve timing, among others. The ECU executes such controls based on the inputs received by various sensors, such as, fuel pressure sensor, throttle pressure sensor, and air temperature sensor among other sensors to understand engine position, temperature, load, pressures, and density, among others. The ECUs are pre-programmed by vehicle manufacturers to control the engine in a specific manner based on the inputs. Such ECUs which are pre-programmed by the vehicle manufacturers and are mounted in the vehicles when manufactured are known as Original Equipment Manufacturer (OEM) ECU.
[003] The buyers of the vehicles may not be completely satisfied with the originally mounted OEM ECUs, specifically the manner in which the OEM ECUs are configured to control the engine. Hence, many buyers choose to modify the way the engine performs. This modification in the way the engine performs is enabled my mounting the vehicle with a second ECU, generally referred to as Retrofitted Engine Control Unit (RECU). Such RECU is configured to function along with the OEM ECU to enhance the performance of the engine.
[004] The RECU is coupled with the OEM ECU to enhance the performance of the engine. It has been observed that coupling an RECU with OEM ECU is complicated, as a generally followed procedure involves changing some of the configurations of the OEM ECU. Such changes that may be made to the OEM ECU could be time consuming. Further, if the user of the vehicle wishes to use the vehicle in accordance with the configuration earlier provide in the OEM ECU, then the OEM ECU will have to be reconfigured to its original settings, which may again be time consuming. Alternatively, OEM ECU itself can be reconfigured by manufacturer of the OEM ECU to deliver results like RECU, but such changes that may be made to the OEM ECU could be expensive, time consuming, non-reversible, and impractical, among other drawbacks.
[005] RECUs which are currently available are configured to control the engine in a single mode or multiple modes, such as controlling the engine to deliver comparatively higher torque at different instances and/or injecting lesser fuel to the engine as compared to the torque delivered by the engine and/or fuel injected into the engine without the RECU. Further, in the RECU that is configured to control the engine in multiple modes, the driver can switch between modes only by switching off the RECU and subsequently choosing a desired mode of controlling the engine.
[006] RECUs which are currently available are manufactured to suite vehicles of a specific make and model. Hence, RECUs of different configuration have to be manufactured for vehicles of different make and model, for example, a RECU configured to be mounted in a Suzuki swift diesel ® may not function as desired if the RECU with the same configuration is mounted in Tata Safari diesel ®. One of the reasons why the RECU may not function in the desired manner in the above case is that the commands that have to be given to the Engine to deliver a desired output may be different for different vehicles. Hence, to achieve a desired output from an engine, an RECU that is suitably pre-configured is required for different vehicles.
[007] As recited earlier, currently available RECUs are pre-configured to control the engine in a specific mode based on the mode selected by the driver of the vehicle. However, such RECUs ignore the fact that even in a selected mode, different drivers of the same vehicle may have different engine performance expectations. However, the currently available RECUs may fail to satisfy the expectations of different drivers of the same vehicle.
[008] In light of the foregoing discussion there is a need for a RECU which can be coupled with OEM ECU in a comparatively less complicated procedure. Further, the RECU should enable controlling of the engine in multiple modes, and the user of the vehicle should be enabled to select between modes conveniently. Additionally, the RECU should satisfy the engine performance expectations of different drivers of the same vehicle.

STATEMENT OF THE INVENTION
[009] In view of the foregoing, an embodiment herein provides a Retrofitted Engine Control Unit (RECU) for a vehicle. The RECU comprising a mode selector module, a memory module and a central processor. The mode selector module is configured to receive signals indicating desired mode of controlling engine of the vehicle among one or more modes of controlling the engine. The memory module stores performance maps for each of the modes of controlling the engine, and the central processor is configured to receive one or more signals indicating the power requirement of a driver of the vehicle. Further, the central processor is configured to access the performance maps, manipulate the received signals based on the performance maps, and send the manipulated signals to Original Equipment Manufacturer Engine Control Unit (OEM ECU).
[0010] Embodiments further disclose a method for enhancing performance of an engine in a vehicle. The method includes coupling a Retrofitted Engine Control Unit (RECU) with Original Equipment Manufacturer Engine Control Unit (OEM ECU). Further, the method comprises the step of, receiving signals indicating desired mode of controlling the engine of the vehicle among one or more modes of controlling the engine, wherein the signals are received by the RECU. Additionally, the RECU receives signals indicating the power requirement of a driver of the vehicle. Subsequently, the RECU manipulates the signals indicating the power requirement based on the signal indicating desired mode of controlling the engine. These manipulated signals are sent to the OEM ECU, based on which the OEM ECU controls the engine.
[0011] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings.
BRIEF DESCRIPTION OF THE FIGURES
[0012] The embodiments herein will be better understood from the following detailed description with reference to the drawings, in which:
[0013] FIG. 1 is a simplified block diagram illustrating a Retrofitted Engine Control Unit (RECU), in accordance with an embodiment;
[0014] FIG. 2 is a block diagram illustrating RECU coupled with the Original Equipment Manufacturer Engine Control Unit and engine, in accordance with an embodiment;
[0015] FIG. 3 is a flow chart illustrating a method for enhancing performance of engine in a vehicle, in accordance with an embodiment;
[0016] FIG. 4 illustrates a simplified diagram of a Common Rail Diesel engine, in accordance with an embodiment;
[0017] FIG. 5a is a graph illustrating the power delivered by engine, in accordance with an embodiment;
[0018] FIG. 5b is a graph illustrating the power delivered by engine, in accordance with an embodiment; and
[0019] FIG. 5c is a graph illustrating the power delivered by engine, in accordance with an embodiment.

DETAILED DESCRIPTION OF EMBODIMENTS
[0020] 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. 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.
[0021] The embodiments herein disclose a RECU. Referring now to the drawings, and more particularly to FIGS. 1 through 4, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0022] FIG. 1 is a simplified block diagram illustrating a Retrofitted Engine Control Unit (RECU) 100, in accordance with an embodiment. The RECU 100 comprises a central processor 102, mode selector module 104 and memory module 106. The central processor 102 is capable of receiving inputs from various sensors in a vehicle in which the RECU 100 is mounted. Further, the central processor 102 is configured to send signals to an Original Equipment Manufacturer Engine Control Unit (OEM ECU). The RECU 100 is configured to send signals to the OEM ECU based on the mode of controlling an engine present in the vehicle. The mode of controlling the engine is selected by driver of the vehicle. The driver’s input representing the mode of controlling the engine is received by the mode selector module 104. The mode selector module 104 is configured to receive inputs form wired means or wireless means. The RECU 100 is coupled with OEM ECU to enhance performance of the engine.
[0023] In an embodiment, enhancing performance of the engine refers to increasing fuel efficiency of the engine.
[0024] In another embodiment, enhancing performance of the engine refers to increasing power delivered by the engine as a response to signals indicating the power requirement of the driver of the vehicle.
[0025] FIG. 2 is a block diagram illustrating RECU 100 coupled with the OEM ECU 204 and engine 202, in accordance with an embodiment. The RECU 100 is configured to intercept signals sent from sensors relating to the engine 202 and manipulate selected signals and thereafter send the manipulated signals along with signals that are not manipulated to the OEM ECU 204, so that the OEM ECU 204 controls the engine 202 based on the signals received by the RECU 100. The RECU 100 manipulates signals received from selected sensors relating to the engine 202 based on mode of controlling the engine 202, wherein the mode is selected by the driver of the vehicle.
[0026] The RECU 100 is configured to be operated in multiple modes of controlling the engine 202, wherein the mode of controlling the engine 202 can be selected by the driver of the vehicle.
[0027] In an embodiment, one of the modes among the multiple modes may be tuned to increase fuel efficiency of the engine 202.
[0028] In an embodiment, one of the modes among the multiple modes may be tuned to deliver comparatively higher torque at vehicle throttle positions as compared to the torque delivered by the engine 202 without RECU 100 coupled to it.
[0029] In an embodiment, one of the modes among the multiple modes may be tuned to deliver comparatively higher torque as a response to signals indicating power requirement of the driver of the vehicle as compared to the torque delivered by the engine 202 without RECU 100 coupled to it.
[0030] In an embodiment, for each of the modes of controlling the engine 202, memory module 106 stores performance maps. In an embodiment, performance maps are maps that are configured in the RECU 100 while the RECU 100 is installed in the vehicle. However, the performance maps can also be changed even after installing the RECU 100 in the vehicle by reconfiguring the REC 100.
[0031] In an embodiment, the performance maps provide instructions relating to the desired engine 202 output requirements in response to power requirement of the driver of the vehicle.
[0032] In an embodiment, the performance maps provide instructions relating to the required manipulation of signals received by the RECU 100 before the manipulated signals are sent to the OEM ECU 204.
[0033] The mode of controlling the engine 202 is selected by the driver of the vehicle, wherein the driver selects a mode among one or more modes of controlling the engine 202.
[0034] In an embodiment, the driver selects a mode of controlling the engine 202 by actuating a user input device. Subsequent to actuation, mode selector module 104 receives signals indicating desired mode of controlling the engine 202 of the vehicle.
[0035] In an embodiment, the user input device is a knob.
[0036] In another embodiment, the user input device comprises buttons.
[0037] In an embodiment, the user input device is capable of sending the signals indicating desired mode of controlling the engine 202 of the vehicle to the mode selector module 104 wirelessly.
[0038] In an embodiment, the mode selector module 104 receives the signals indicating the desired mode through wired means.
[0039] In an embodiment, the mode selector module 104 is capable of receiving signals indicating the desired mode through wired and wireless means.
[0040] In an embodiment, the RECU 100 calibrates itself in accordance with the OEM ECU 204.
[0041] In an embodiment, when the RECU 100 is newly installed in the vehicle the RECU 100 calibrates itself by construing how the signals sent by the RECU 100 are understood by the OEM ECU 204.
[0042] In an embodiment, the RECU 100 construes how the signals sent by the RECU 100 are understood by the OEM ECU 204 by analyzing signals sent by sensors associated with the engine 202.
[0043] In an embodiment, the RECU 100 construes how the signals sent by the RECU 100 are understood by the OEM ECU 204 by analyzing signals sent by fuel pressure sensor associated with the engine 202.
[0044] The RECU 100 when coupled with OEM ECU 204 to control the engine 202 enhances the performance of the engine 202. FIG. 3 is a flow chart illustrating a method for enhancing performance of engine 202 in a vehicle, in accordance with an embodiment. The vehicle comprises OEM ECU 204 when sold to a user by the manufacturer of the vehicle. The RECU 100 is generally installed after the vehicle is sold to the user. At step 302 the RECU 100 is coupled with OEM ECU 204. The RECU 100 and OEM ECU 204 are connected to establish communication between the two. The RECU 100 which is capable of sending signals to the OEM ECU 204, sends the signals based on mode of controlling the engine 202. At step 304, mode selector module 104 present in the RECU 100 receives one or more signals indicating a desired mode of controlling the engine 202 of the vehicle. The desired mode is selected from one or more modes of controlling the engine. In an embodiment, the mode selector module 104 receives the signals wirelessly. In another embodiment, the mode selector module 104 receives the signals through wired means. The signals indicating a desired mode of controlling the engine 202 is generated when the driver of the vehicle actuates a user input device. The driver can switch between modes while the driver is driving the vehicle. The mode selector module 104 sends the signal indicating the desired mode to the central processor 102. The central processor 102 present in the RECU 100, in addition to receiving the signal indicating the desired mode, also receives signals indicating the power requirement of the driver of the vehicle, at step 306. The signals indicating the power requirement may be received from throttle sensor in the vehicle and fuel pressure sensor, among others. The central processor 102 uses the signals indicating the mode and the power requirement to manipulate the signals indicating the power requirement at step 308. As explained earlier, memory module 106 stores performance maps for each of the modes of operation. The performance map for a mode may comprise the desired engine outputs for specific power requirement inputs. In an embodiment, a selected mode’s objective may be to provide more torque while the throttle pad is being pressed to a certain extent. To achieve the above objective, the central processor receives signals from the throttle sensor. Thereafter, the signals are manipulated to indicate that the throttle pad is pressed more than the extent to which the throttle pad is actually pressed. Such manipulated signals are sent to the OEM ECU 204 from the RECU 100 at step 310. The OEM ECU 204 on receiving the manipulated signal interprets the signal to construe that the driver has pressed the throttle pad to a greater extent than the extent to which the driver has pressed the pad. The OEM ECU 204 with the above interpretation of the signals sends signals to control the engine 202 at step 312 to deliver higher torque as compared to the torque the engine 202 would have delivered if the signals had not been manipulated by the RECU 100.
[0045] The various actions in method illustrated in FIG. 3 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 3 may be omitted.

[0046] In an embodiment, the power requirement of the driver is judged by signals received from the throttle sensor.
[0047] In another embodiment, the power requirement of the driver is judged by signals received from the fuel pressure sensor 408.
[0048] In another embodiment, the power requirement of the driver is judged by signals received from the throttle sensor and fuel pressure sensor 408.
[0049] In another embodiment, the power requirement of the driver is judged by signals received from sensors other than ones specified above.
[0050] In an embodiment, at step 304, the RECU 100 receives signals indicating the desired mode of controlling the engine 202, wherein the objective of the mode may be increase the fuel efficiency of the engine 202. In this mode, the RECU 100 may manipulate the signals to indicate that the power requirement expressed by pressing the throttle pad may be less than the extent to which the pad is pressed. The OEM ECU 204, after receiving the manipulated signals controls functioning of the engine as per the manipulated signals, thereby reducing the fuel consumed.
[0051] In an embodiment, the RECU 100 considers the power requirement of the driver that existed in the past few combustion cycles. Thereafter, the RECU 100 predicts the power requirement of the driver in the next few combustion cycles. For example, if the driver has pressed the throttle pad at a faster pace (driving condition requiring a sudden demand for torque ), then the RECU 100 predicts that the driver would prefer the engine 202 to deliver higher than normal torque (or torque from current mode of operation, as the dynamic torque requirement maybe very different from steady state torque requirement ) whenever there is a need for increased torque. The RECU 100 considers this prediction to manipulate signals which are sent to the OEM ECU 204. Since, the RECU 100 predicts the power requirement of the driver in advance, the driver does not experience a lag in getting the desired power. In an embodiment, the driver prefers the engine 202 to deliver higher than normal torque when the driver is trying to overtake a vehicle.
[0052] In an embodiment, RECU 100 considers the driving pattern of the driver of the vehicle to manipulate the signals indicating the power requirement. The RECU 100 stores the pattern in which the driver had requested for power. This pattern is used by the RECU 100 to manipulate signals that are sent to the OEM ECU 204. For example, a driver “X” might press the throttle pad at a lesser pace (i.e a lower rate of change of throttle), thereby requesting power from the engine 202 at a steady pace. However, a driver “Y” could be a more aggressive driver who presses the throttle pad at a comparatively faster pace (higher rate of change of throttle ). The RECU 100 understands this pattern of user “Y” and interprets that driver “Y” is an aggressive driver and wishes the engine to be comparatively highly responsive. The RECU 100 based on this understanding from the driving patterns manipulates the signals that are sent to the OEM ECU 204.
[0053] In an embodiment RECU 100 is coupled with OEM ECU 204 to control a Common Rail Diesel (CRD) engine. FIG. 4 illustrates a simplified diagram of a CRD engine 400, in accordance with an embodiment. The CRD engine 400 illustrated in FIG. 4 is well known in prior art. The CRD engine 400 comprises a fuel rail 402, high pressure fuel pump 404, fuel pressure controlling valve 406, fuel pressure sensor 408, fuel injectors 410 and engine 412. In the CRD engine 400, the high pressure fuel pump 404 delivers diesel under high pressure to the fuel rail 402. The fuel rail 402 is connected with fuel injectors 410, wherein the opening of the fuel injectors 410 is controlled by OEM ECU 204. The fuel pressure controlling valve 406 regulates the fuel pressure in the fuel rail 402 at the required value. The fuel pressure sensor 408 senses the current fuel pressure in the fuel rail 402 based on which fuel pressure control valve 406 is regulated to obtain desired fuel pressures in fuel rail 402.
[0054] The RECU 100 when initially coupled with the OEM ECU 204 calibrates itself in accordance with the OEM ECU 204. During calibration, the RECU 100 comprehends how signals sent by the RECU 100 are interpreted by OEM ECU 204. Based on this interpretation the RECU 100 determines how the signals received by the RECU 100 should be manipulated before sending the manipulated signals to the OEM ECU 204, so that the OEM ECU 204 controls the CRD engine 400 in accordance with the modes provided in the RECU 204. In an embodiment, the RECU 100 comprehends how signals sent by the RECU 100 are interpreted by OEM ECU 204 by monitoring the output of the CRD engine 400. In an embodiment, the pressure in the fuel rail 402 is monitored by receiving data from fuel pressure sensor 408 that indicates the pressure in the fuel rail 402. The RECU 100 will be able to comprehends how signals are interpreted by OEM ECU 204 by monitoring the pressure in the fuel rail 402 because, the pressure in the fuel rail 402 is directly controlled by the OEM ECU 204 in response to the signals sent by the RECU 100 to the OEM ECU 204.
[0055] The RECU 100 after being coupled with OEM ECU 204 will be capable of enhancing the performance of the CRD engine 400. The performance of the CRD engine 400 is increased by enabling operation of the CRD engine in selectable multiple modes. Each of the modes of controlling the CRD engine 400 will have performance maps. The performance maps provide instructions to achieve desired output from the engine.
TABLE 1
Actual pressure
(bar) Mode 1
(bar) Mode 2
(bar) Mode 3
(bar)
308 308 308 308
375 375 375 375
444 444 444 444
512 500 512 535
580 560 600 620
648 428 668 690
716 696 750 780
784 764 800 850
852 822 890 940
920 872 950 990
988 958 1034 1080
1068 1038 1100 1146
1124 1094 1170 1205
1192 1162 1210 1270
1260 1230 1290 1320
1328 1300 1350 1370
1396 1369 1420 1470
1464 1455 1500 1520
1532 1525 1599 1600
1600 1580 1620 1630

[0056] The above TABLE 1 provides performance maps for three modes of controlling the engine 412, wherein the three modes are mode 1, mode 2 and mode 3. In each of the modes, the associated performance map provides the manipulated value of pressure in fuel rail 402 against actual value of pressure in the fuel rail 402. The RECU 100 after receiving the actual pressure value in the fuel rail 202 manipulates the value according to the performance map and sends the manipulated values to the OEM ECU 204. For example, the RECU 100 after receiving a signal indicating that the pressure inside the fuel rail 402 is 1600 bar (last row in TABLE 1) manipulates the pressure value to indicate to the OEM ECU 204 that pressure is higher than 1600 (ex.1630bar, but actual pressure is not so) which makes the OEM ECU 204 reduce pressure to a lower actual value of 1580 bar (OEM ECU 204 still thinks rail pressure is 1600 bar), if the selected mode of controlling the engine is mode 1. Similarly, the manipulated pressure value sent to OEM ECU 204 if selected mode is mode 2, would indicate to the OEM ECU that pressure is lower than 1600bar, which makes the OEM ECU increase actual pressure (OEM ECU 204 still thinks rail pressure is 1600 bar) to 1620 bar and 1630 bar if the selected mode is mode 3. In the above TABLE 1, Mode 1 is configured to achieve fuel economy, Mode 2 is configured to achieve intermediate power increase, and Mode 3 is configured to achieve maximum power increase.
[0057] In an embodiment, one of the modes of controlling the CRD engine 400 could be optimized to increase fuel efficiency of the CRD engine 400.
[0058] The below TABLE 2 represents data related to fuel consumed by CRD engine 400 when operated in one of the modes of controlling for 20 seconds, wherein the mode is optimized to increase fuel efficiency of the CRD engine 400, in accordance with an embodiment.
TABLE 2
Time Samples
Target Fuel Pressure
(*10 bar)
True Fuel Pressure
(*10 bar) Fuel injected
(millimeter3) Actual fuel injected
(millimeter3) Decrease in fuel consumption
(%)
C1 C2 C3 C4 C5 C6
1 80 80 1.68 1.68 0.00
2 81.9 81.7 1.76 1.75 0.49
3 84.2 83.5 1.86 1.83 1.66
4 85 84.3 1.90 1.87 1.64
5 88.07 87.9 2.04 2.03 0.39
6 95.9 94.7 2.41 2.35 2.49
7 96.3 93.5 2.43 2.29 5.73
8 93 91 2.27 2.17 4.25
9 92 88.5 2.22 2.06 7.46
10 86.9 86 1.98 1.94 2.06
11 91.4 91.4 2.19 2.19 0.00
12 93.5 92.5 2.29 2.25 2.13
13 99.7 97.3 2.61 2.49 4.76
14 110.3 108.7 3.19 3.10 2.88
15 119.3 117.6 3.74 3.63 2.83
16 120.4 118 3.81 3.66 3.95
17 115.4 113 3.50 3.35 4.12
18 110 103.2 3.18 2.80 11.98
19 96.5 91.5 2.44 2.20 10.09
20 90 82.1 2.13 1.77 16.79
[0059] In TABLE 2, column C1 represents the uniform time interval at which samples are collected while the vehicle is operated in the selected mode. At every time interval at which the engine is controlled in the selected mode, data relating to pressure in the fuel rail 402 is collected from fuel pressure sensor 408. The pressure values provided in C2 are the targeted pressure values in the fuel rail 402 at which the OEM ECU 204 is designed to maintain as a default. Further, column C3 represents the true values of pressure in the fuel rail. The true values of pressure in the fuel rail is manipulated by the RECU 100 and sent to OEM ECU 204 so that the OEM ECU 204 tries to reach values given in C3. The OEM ECU 204 on receiving these manipulated values controls the pressure inside the fuel rail 402 to achieve pressure values mentioned in C3, thereby enabling injection of fuel in quantities given in column C5. For example, at time interval when sample 2 is collected, the OEM ECU 204 is designed to maintain a pressure of 819 bar. At that instance, the RECU 100 sends a signal to the OEM ECU 204 indicating that the pressure is greater than 819 bar. The pressure indicated by the RECU 100 is not the actual pressure inside the fuel rail, instead, the RECU 100 indicated that the pressure is greater than what it is actually in the fuel rail. On receiving this signal from the RECU 100, the OEM ECU 204 tries to reduce the pressure to 819 bar, however, in effect, the pressure gets reduced to 817 bar. Hence, lesser fuel is injected into the fuel rail. Additionally, TABLE 2 shows values of quantity of fuel that would have been injected into the engine 412 if the signals representing actual pressure (C3) had been sent to OEM ECU 204 without manipulating. As a result of manipulation, less fuel is injected into the engine 412. Column C6 represents the percentage of fuel saved as a result of manipulation done by RECU 100. It is clear from the above table that RECU 100 can be used to increase fuel economy of a vehicle.
[0060] In another embodiment, one of the modes of controlling the CRD engine 400 could be optimized to increase power delivered by CRD engine 400.
[0061] The below TABLE 2 represents data related to fuel consumed by CRD engine 400 when operated in one of the modes of controlling for 20 time sample, wherein the mode is optimized to increase power delivered by CRD engine 400, in accordance with an embodiment.
TABLE 3
Time Samples
Target Fuel Pressure
(*10 bar) True Fuel Pressure
(*10 bar) Fuel injected
(millimeter3) Actual fuel injected
(millimeter3) Increase in fuel consumption
(%)
C1 C2 C3 C4 C5 C6
1 80 80 1.68 1.68 0.00
2 81.9 83.4 1.76 1.83 3.70
3 84.2 85 1.86 1.90 1.91
4 85 86.5 1.90 1.96 3.56
5 88.07 90.3 2.04 2.14 5.13
6 95.9 97.6 2.41 2.50 3.58
7 96.3 100.2 2.43 2.64 8.26
8 93 95.3 2.27 2.38 5.01
9 92 92 2.22 2.22 0.00
10 86.9 86.9 1.98 1.98 0.00
11 91.4 94.6 2.19 2.35 7.12
12 93.5 100 2.29 2.63 14.39
13 99

.7 103.5 2.61 2.81 7.77
14 110.3 120.1 3.19 3.79 18.56
15 119.3 132.6 3.74 4.62 23.54
16 120.4 139.3 3.81 5.09 33.86
17 115.4 123.4 3.50 4.00 14.35
18 110 118.3 3.18 3.67 15.66
19 96.5 98.1 2.44 2.53 3.34
20 90 91.2 2.13 2.18 2.68
[0062] In TABLE 3, column C1 represents the uniform time interval at which samples are collected while the vehicle is operated in the selected mode. At every time interval at which the engine is controlled in the selected mode, data relating to pressure in the fuel rail 402 is collected from fuel pressure sensor 408. The pressure values provided in C2 are the targeted pressure values in the fuel rail 402 at which the OEM ECU 204 is designed to maintain as a default. Further, column C3 represents the true values of pressure in the fuel rail. The true values of pressure in the fuel rail is manipulated by the RECU 100 and sent to OEM ECU 204 so that the OEM ECU 204 tries to reach values given in C3. The OEM ECU 204 on receiving these manipulated values controls the pressure inside the fuel rail 402 to achieve pressure values mentioned in C3, thereby enabling injection of fuel in quantities given in column C5. For example, at time interval when sample 2 is collected, the OEM ECU 204 is designed to maintain a pressure of 819 bar. At that instance, the RECU 100 sends a signal to the OEM ECU 204 indicating that the pressure is lesser than 819 bar. The pressure indicated by the RECU 100 is not the actual pressure inside the fuel rail, instead, the RECU 100 indicated that the pressure is lesser than what it is actually in the fuel rail. On receiving this signal from the RECU 100, the OEM ECU 204 tries to increase the pressure to 819 bar, however, in effect, the pressure gets increased to 834 bar. Hence, more fuel is injected into the fuel rail. Additionally, TABLE 3 shows values of quantity of fuel that would have been injected into the engine 412 if the signals representing actual pressure (C3) had been sent to OEM ECU 204 without manipulating. As a result of manipulation, more fuel is injected into the engine 412. Column C6 represents the percentage of increase in fuel injected, thereby enabling the engine 412 to deliver more power as a result of manipulation done by RECU 100. It is clear from the above table that RECU 100 can be used to increase power delivered by the engine 412 in accordance with the power requirement of the driver.
[0063] In another embodiment, one of the modes of controlling the CRD engine 400 could be optimized to deliver higher torque at specific power requirements.
[0064] In an embodiment, the driver of the vehicle selects a mode of controlling the vehicle. The driver makes the selection by actuating a user input device. Signals representing the selection of the mode are sent to the RECU 100. The RECU 100 considers the performance map associated with the selected mode for manipulating power requirement signals received by the RECU 100.
[0065] In an embodiment, the power requirement signals are received from throttle sensors in the vehicle.
[0066] In another embodiment, the power requirement signals are received from fuel pressure sensor 408.
[0067] In an embodiment, the power requirement of the driver is assessed by receiving signals from throttle sensors and fuel pressure sensors.
[0068] In light of the foregoing discussion, it will be clear to a person skilled in the art that power requirement of the driver can be accessed by receiving signals from sensors other than the ones mentioned above.
[0069] In an embodiment where power requirement signals are received from the pressure sensors 408, the RECU 100 manipulates the signals received from the fuel pressure sensor 408 before sending the signal to the OEM ECU 204. The RECU 100 receives signals indicating pressure inside the fuel rail 402. Thereafter, the RECU 204 based on the performance map associated with the selected mode, manipulates the signals indicating the pressure inside the fuel rail 402. The RECU 100 may manipulate the signals to indicate that the pressure is lesser or greater that the actual pressure inside the fuel rail 402. These manipulated signals are sent to the OEM ECU 204. By sending the manipulated signals to the OEM ECU 204, the OEM ECU 204 is tricked to understand that the pressure is lesser or greater than the actual pressure inside fuel rail 402.
[0070] In an embodiment where OEM ECU 204 is tricked to understand that the pressure is lesser than the actual pressure inside fuel rail 402, the OEM ECU 204 sends commands to fuel pressure controller 406 to increase the fuel pressure in the fuel rail 402. The increase in the pressure results in injection of more fuel into the engine, thereby increasing the power delivered by the CRD engine 400.
[0071] In an embodiment, the RECU 100 considers the power requirement of the driver in the past few combustion cycles and predicts the power requirement for the next few combustion cycles, based on which signals are manipulated and sent to the OEM ECU 204.
[0072] In an embodiment, based on the power requirement, the RECU 100 manipulates signals to be sent to the OEM ECU 204 such that the power delivered by the engine is not in accordance with the mode selected by the driver. Such deviations from the selected mode may be referred to as corrections. In an embodiment, such corrections are made when the power requirement of the driver drastically changes, for example, the power requirement of the driver drastically changes when the driver is trying to overtake a vehicle. FIG. 5a is a graph illustrating the power delivered by the engine 202 in accordance with an embodiment. In FIG. 5a, curve 502 indicates the power delivered by the engine 202 during a period of drive when the power requirement signals are not altered by the RECU 100. Whereas, curve 504 indicates the power delivered by the engine 202during the above mentioned period of drive when the power requirement signals are altered by the RECU 100, wherein the driver has selected a mode of controlling that intends to achieve higher fuel efficiency. In an embodiment, when the power requirement of the driver increases drastically over a short period of time, the RECU 100 recognises that the driver is in urgent requirement of power, and manipulates the power requirement signals sent to the OEM ECU to enable delivery power in accordance with curve 506. Such drastic increase in requirement of power occurs when the driver is trying to overtake a vehicle. In such cases a correction is made by the RECU as indicated by the curve 506. The RECU may also consider the driver’s driving style to make the correction.
[0073] In an embodiment, the driver of the vehicle may be an aggressive driver which is interpreted by the power requirement of the driver. In such a case, the RECU manipulates the power requirement signals sent to the OEM ECU 204 in such a way that that the engine 202 delivers higher power for a longer duration of time, than what it would have delivered if the power delivered by the engine 202 were to follow the curve as per the mode selected by the driver. The correction made by the RECU 100 is indicated in FIG. 5b. FIG. 5b is a graph illustrating the power delivered by the engine, in accordance with an embodiment. In FIG. 5b curve 508 indicates the correction made by the RECU. In an embodiment, if the driver driving pattern is such that the power requirement of the driver increases drastically for a longer period of time then the correction is such that the power delivered by the engine is more as compared to the curve 504 for a longer period of time before the engine delivers power in accordance with the curve 504. In an embodiment, the RECU predicts driver’s future performance requirement to make corrections.
[0074] In an embodiment, the RECU predicts driver’s future performance requirement based on the current change in power requirement and the driver’s driving pattern. In an embodiment, the RECU 100 predicts that the driver’s power requirement reduces after the driver gets the initial high power desired by the driver. Upon such a prediction, the RECU corrects the power delivered by the engine 202 such that the power delivered by the engine 202 is less for a period of time, as compared to the power delivered by the engine 202 if the engine 202 were to deliver power in accordance to the curve 504. Line 510 in FIG. 5c indicates the correction enabled by the RECU 100. The RECU 100 by reducing the power delivered by the engine, increases the fuel efficiency. In an embodiment, the above correction compensates for the higher fuel consumption which occurred during high power delivery as indicated by embodiments illustrated by FIG 5a and FIG. 5b.
[0075] The embodiments disclosed herein can be implemented through hardware elements or a combination of hardware and software elements.
[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 appended claims.

CLAIMS
What is claimed is:
1. A Retrofitted Engine Control Unit (RECU) to work with Original Equipment Manufacturer Engine Control Unit (OEM ECU) in a vehicle to enhance the performance of the vehicle, the RECU comprising:
a mode selector module configured to receive signals indicating desired mode of controlling engine of the vehicle among one or more modes of controlling the engine;
memory module for storing performance maps for the one or more modes of controlling the engine; and
central processor configured to receive one or more signals indicating the power requirement of a driver of the vehicle, access the performance maps, manipulate the received signals based on the performance maps, and send the manipulated signals to OEM ECU.
2. The RECU according to claim 1, wherein the mode selector module wirelessly receives signals indicating the desired mode of controlling engine of the vehicle.
3. The RECU according to claim 1, wherein the mode selector module receives signals indicating the desired mode of controlling engine of the vehicle as a result of actuation of a user input device.
4. The RECU according to claim 1, wherein the central processor receives one or more signals indicating the power requirement of the driver of the vehicle from at least one of throttle sensor of the vehicle and fuel pressure sensor of the engine.
5. The RECU according to claim to 4, wherein the fuel pressure sensor senses pressure in fuel rail of a common rail diesel engine.
6. The RECU according to claim 1, wherein the engine is a common rail diesel engine.
7. A method for enhancing performance of an engine in a vehicle, the method comprising the steps of:
coupling a Retrofitted Engine Control Unit (RECU) with Original Equipment Manufacturer Engine Control Unit (OEM ECU);
receiving signals indicating desired mode of controlling the engine of the vehicle among one or more modes of controlling the engine, wherein the signals are received by the RECU;
receiving signals indicating power requirement of a driver of the vehicle, wherein the signals are received by the RECU;
manipulating the signals indicating the power requirement based on the signals indicating the desired mode of controlling the engine;
sending the manipulated signals to the OEM ECU; and
controlling the engine based on the manipulated signals.
8. The method according to claim 7, further comprising calibrating the RECU in accordance with the OEM ECU based on the output delivered by the engine as a response to the manipulated signals sent by the RECU.
9. The method according to claim 7, further comprising, receiving signals to switch between modes of controlling among the modes of controlling the engine.
10. The method according to claim 7, wherein the step of manipulating comprises manipulating the signals indicating the power requirement based on the power requirement of the user in the past combustion cycles.
11. The method according to claim 7, wherein the step of manipulating comprises manipulating the signals indicating the power requirement based on the driving pattern of a driver of the vehicle.
12. The method according to claim 7, wherein the step of manipulating comprises manipulating the signals indicating the power requirement based on the prediction of future power requirement of a driver of the vehicle.
13. A Retrofitted Engine Control Unit substantially as herein above described in the specification with reference to the accompanying drawings.
14. A method for enhancing performance of an engine in a vehicle substantially as herein above described in the specification with reference to the accompanying drawings.

ABSTRACT
A method for enhancing performance of an engine in a vehicle is provided. The method includes coupling a Retrofitted Engine Control Unit (RECU) with Original Equipment Manufacturer Engine Control Unit (OEM ECU). Further, the method comprises the step of, receiving signals indicating desired mode of controlling the engine of the vehicle among one or more modes of controlling the engine, wherein the signals are received by the RECU. Additionally, the RECU receives signals indicating the power requirement of a driver of the vehicle. Subsequently, the RECU manipulates the signals indicating the power requirement based on the signal indicating desired mode of controlling the engine. These manipulated signals are sent to the OEM ECU, based on which the OEM ECU controls the engine.
REFERENCE FIGURE: FIG. 3

Dated this 14th May 2009