Description:DESCRIPTION
Technical Field
[001] This disclosure relates generally to improving fuel efficiency of automobiles, and more particular to a method and a system for adjusting fuel supply to an engine of an automobile in cruise control mode.

BACKGROUND
[002] In automobiles with electronically controlled engines, whenever the automobile’s speed is greater than zero and the acceleration pedal input is not pressed (i.e., throttle is zero), then according to the programed logic (of the electronic control unit or ECU), fuel supply to the engine will be automatically cut-off. This phenomenon is called coasting. The above logic of cutting-off fuel supply to the engine during coasting saves fuel penalty during coasting. Coasting may occur during downhill movement or during deceleration movement of the automobile. In this programed logic, a critical input is required from the acceleration pedal, and based on this input fuel, the ECU may cut-off the fuel supply to the engine.
[003] Further, when the automobile is running in cruise control mode, the acceleration pedal input will automatically became zero, since a steady pe-configured speed is automatically maintained by the cruise control system. Based on the pe-configured speed, the ECU tries to maintain the constant speed with adjustment in fueling during operation on flat roads, roads with gradient, and moving downhill. In the cruise control, based on required engine torque, the ECU predicts that the automobile is running in the coasting mode. As such, in the cruise control mode, when actual current running speed of the automobile is set to the pe-configured cruise control speed and the demand for engine torque is continuously decreasing, then the ECU interprets that the automobile is running downhill. In this condition, the demand for fueling is decreased by the ECU which cause decrease in engine torque. As such, the ECU cuts-off the fueling when there is no demand by the engine.
[004] However, in the above process during downhill operation, the fueling cut-off takes place in the engine after a time period of 30-40 seconds, which leads to fuel penalty. This is a major drawback of the cruise control systems, since there is always some fuel penalty when the automobile is running downhill in cruise control mode.
[005] There is therefore a need to provide an improved and efficient method for adjusting the fuel supply to the engine during downhill operation of the automobile running in the cruise control mode and avoid any unnecessary fuel penalty.

SUMMARY OF THE INVENTION
[006] In an embodiment, a method of adjusting fuel supply to an engine of an automobile in cruise control mode is disclosed. The method may include obtaining a current running speed of the automobile and comparing the current running speed of the automobile with a pre-configured cruise control speed for the automobile. The method may further include obtaining an altitude data associated with the automobile over a predefined period of time, and determining a change in an altitude of the automobile within the predefined period of time. The method may further include adjusting a fuel supply to an engine of the automobile, based on: the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and the change in the altitude of the automobile within the predefined period of time.
[007] In another embodiment, a system for adjusting fuel supply to an engine of an automobile in cruise control mode is disclosed. The system may include one or more processors communicably connected to a memory, wherein the memory stores a plurality of processor-executable instructions, which, upon execution, cause the processor to obtain a current running speed of the automobile and compare the current running speed of the automobile with a pre-configured cruise control speed for the automobile. The processor-executable instructions cause the processor to obtain an altitude data associated with the automobile over a predefined period of time, and determine a change in an altitude of the automobile within the predefined period of time, and adjust a fuel supply to an engine of the automobile, based on: the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and the change in the altitude of the automobile within the predefined period of time.

BRIEF DESCRIPTION OF THE DRAWINGS
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 is a block diagram of an exemplary system for adjusting fuel supply to an engine of an automobile in cruise control mode, in accordance with some embodiments of the present disclosure.
[010] FIG. 2 is a graphical representation of relationship between an elevation above sea-level and atmospheric pressure.
[011] FIG. 3 illustrates a block diagram of the fuel supply adjusting device showing one or more modules, in accordance with some embodiments.
[012] FIG. 4 is a flowchart of a process of adjusting fuel supply to an engine of an automobile in cruise control mode, in accordance with some embodiments of the present disclosure.
[013] FIG. 5 is a flowchart of a method of adjusting fuel supply to an engine of an automobile in cruise control mode, in accordance with some embodiments of the present disclosure.
[014] FIG. 6 is an exemplary computing system that may be employed to implement processing functionality for various embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS
[015] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims. Additional illustrative embodiments are listed below.
[016] The disclosure pertains to adjusting fuel supply to an engine of an automobile in cruise control mode. Altitude data of the automobile is obtained, for example, using a barometric pressure sensor present in the engine electronic control unit (ECU). The altitude data allows make an intelligent judgment for adjusting or cutting-off the fuel supply to the engine, when the automobile is running in cruise control mode. In the conventional cruise control technologies, when the automobile is running downhill (coasting stage), the fuel supply to the engine continues for a time period of 30-40 seconds, till net torque requirement becomes zero. This leads to unnecessary fuel loss, as the fuel requirement is vastly reduced or eliminated for much this time period (30-40 seconds).
[017] An objective of the present subject matter is to take altitude data of the automobile to determine whether the vehicle is running on downhill and accordingly adjust (or cut-off) the fuel supply within a shorter time period (shorter than the time period of 30-40 seconds) and thereby improve the fuel efficiency.
[018] Referring now to FIG. 1, a block diagram of a system 100 for adjusting fuel supply to an engine of an automobile in cruise control mode is illustrated, in accordance with an embodiment of the present disclosure. The system 100 may implement a fuel supply adjusting device 102. Further, the system 100 may include a data storage 104. In some embodiments, the data storage 104 may store altitude data or any other data required for adjusting the fuel supply to the engine. The fuel supply adjusting device 102 may be a computing device having data processing capability. Examples of the fuel supply adjusting device 102 may include, but are not limited to a desktop, a laptop, a notebook, a netbook, a tablet, a smartphone, a mobile phone, an application server, a web server, or the like.
[019] Additionally, the fuel supply adjusting device 102 may be communicatively coupled to an external device 108 for sending and receiving various data. Examples of the external device 108 may include, but are not limited to, a remote server, digital devices, and a computer system. The fuel supply adjusting device 102 may connect to the external device 108 over a communication network 106. The fuel supply adjusting device 102 may connect to external device 108 via a wired connection, for example via Universal Serial Bus (USB). A computing device, a smartphone, a mobile device, a laptop, a smartwatch, a personal digital assistant (PDA), an e-reader, and a tablet are all examples of external devices 108.
[020] In some embodiments, the fuel supply adjusting device 102 may be incorporated within the pre-existing electronic control unit (ECU) of the automobile. In alternate embodiments, the fuel supply adjusting device 102 may exist separately from the pre-existing ECU of the automobile and may be communicatively coupled with the pre-existing ECU. The fuel supply adjusting device 102 may, therefore, generate and provide a signal to the pre-existing ECU or the engine 116 in order to adjust the fuel being supplied to the engine, when the engine is configured in the cruise control mode. As will be appreciated by those skilled in the art, in the cruise control (also known as speed control, cruise command, autocruise, or tempomat), the speed of the automobile is automatically controlled. By way of an example, a cruise control system may be a servomechanism that takes over the throttle of the automobile to maintain a steady speed, as set by the driver.
[021] The fuel supply adjusting device 102 may be configured to perform one or more functionalities that may include obtaining a current running speed of the automobile, comparing the current running speed of the automobile with a pre-configured cruise control speed for the automobile, obtaining an altitude data 114 associated with the automobile over a predefined period of time, and determining a change in an altitude of the automobile within the predefined period of time. The one or more functionalities may further include adjusting a fuel supply to an engine of the automobile, based on: the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and the change in the altitude of the automobile within the predefined period of time.
[022] It should be noted that, in some embodiments, the altitude data the automobile may be derived based on barometric (atmospheric) pressure of an environment of the automobile. It is generally known that the barometric (atmospheric) is directly proportional to the altitude, as is shown in FIG. 2 via a graphical representation 200 of relationship between the elevation above sea-level and atmospheric pressure. The graphical representation 200 has the elevation above sea-level (in meters) along the x-axis and the atmospheric pressure (in kilo Pascals or kPa) along the y-axis. As can be seen, the atmospheric pressure decreases with increase in the altitude above sea-level according to a curve 202.
[023] As such, the altitude data 114 may be obtained by the fuel supply adjusting device 102 using a barometer installed in the automobile. Further, the barometer may either be pre-installed in the automobile, or a dedicated barometer may be provided for the implantation of the present subject matter. For example, it may be noted that the Bharat-Stage 4 and Bharat-Stage 6 vehicles have a barometer pre-installed within the engine ECU. The barometer may determine the barometric (atmospheric) pressure of an environment of the automobile, and this barometric pressure may be converted into the altitude data. It should be further noted that the altitude data may be obtained from any other alternate source as well. As will be understood, the altitude data may correspond to the altitude (i.e. elevation) of the automobile from the sea-level.
[024] To perform the above functionalities, the fuel supply adjusting device 102 may include a processor 110 and a memory 112. The memory 112 may be communicatively coupled to the processor 110. The memory 112 may store a plurality of instructions, which upon execution by the processor 110, cause the processor 110 to perform the above functionalities.
[025] Referring now to FIG. 3, a block diagram of the fuel supply adjusting device 102 showing one or more modules is illustrated, in accordance with some embodiments. In some embodiments, the fuel supply adjusting device 102 may include a current running speed obtaining module 302, a comparison module 304, an altitude data obtaining module 306, and a fuel supply adjusting module 308.
[026] The current running speed obtaining module 302 may obtain a current running speed of the automobile. For example, the current running speed may be obtained by the current running speed obtaining module 302 from a speed sensor pre-installed in the automobile. Alternately, the current running speed may be obtained from the speedometer which may be fetching the speed data from one or more speed sensors. As will be understood, the current running speed is indicative of the speed at which the automobile is running.
[027] The comparison module 304 may be configured to compare the current running speed of the automobile with a pre-configured cruise control speed for the automobile. As mentioned above, when the automobile is configured in the cruise control, the speed of the automobile is automatically controlled corresponding to the steady cruise control speed, as pre-configured by the driver. The comparison module 304 may, therefore, compare the current running speed of the automobile with the pre-configured cruise control speed for the automobile. In some embodiments, based on the comparison, the comparison module 304 may determine whether the current running speed of the automobile is greater or lesser than a combination of the pre-configured cruise control speed and a tolerance speed value. The combination may be a sum of the pre-configured cruise control speed and the tolerance speed value.
[028] It should be noted that the tolerance speed value (also, referred to as droop speed value) is the permissible speed value beyond the pre-configured cruise control speed within which the automobile is run allowed to when set in the cruise control. The tolerance speed value may be configured by the manufacturer. For example, when the tolerance speed value is 4 kilometers per hour (4 KPH) and the cruise control speed is pre-configured at 60 kph, then the speed of the automobile may be controlled between 56 kph (pre-configured cruise control speed -tolerance speed value) and 64 kph (pre-configured cruise control speed + tolerance speed value).
[029] In some embodiments, comparing the current running speed of the automobile with the pre-configured cruise control speed may include determining the current running speed of the automobile to be greater than the combination of the pre-configured cruise control speed and the tolerance speed value. In other words, the comparison module 304 may determine that the current running speed of the automobile is greater than the sum of the pre-configured cruise control speed and the tolerance speed value. By way of an example, the current running speed of the automobile is greater than the sum of the pre-configured cruise control speed and the tolerance speed value, when the automobile is running downhill. Running downhill may cause the automobile to go beyond the control of the cruise control, and therefore, the speed to go beyond the sum of the pre-configured cruise control speed and the tolerance speed value.
[030] The altitude data obtaining module 306 may obtain an altitude data associated with the automobile over a predefined period of time. As mentioned above, the altitude data obtaining module 306 may derive the altitude data based on barometric pressure of an environment of the automobile. As such, the altitude data obtaining module 306 may obtain the altitude data using a barometer installed in the automobile. In particular, the barometer may determine the barometric pressure of an environment of the automobile, and this barometric pressure may be converted into the altitude data. The altitude data may be obtained from any other alternate source as well. The altitude data may be obtained after every predefined period of time, for example, 1 second.
[031] The altitude data obtaining module 306 may further determine a change in an altitude of the automobile within the predefined period of time. As such, the altitude data obtaining module 306 may analyze the altitude data for every predefined period of time, to determine whether there is a decrease or increase of the altitude of the automobile within the predefined period of time. In some embodiments, the altitude data obtaining module 306 may determine a decrease of the altitude of the automobile within the predefined period of time, based on the change in the altitude data associated with the automobile obtained over the predefined period of time.
[032] The fuel supply adjusting module 308 may adjust the fuel supply to the engine of the automobile, based on: the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and the change in the altitude of the automobile within the predefined period of time. In particular, fuel supply adjusting module 308 may adjust the fuel supply to the engine of the automobile, when the current running speed is determined to be greater than the combination of the pre-configured cruise control speed and the tolerance speed value of the automobile, when the altitude of the automobile is determined to decrease within the predefined period of time. For example, the fuel supply adjusting module 308 may adjust the fuel supply, when the automobile is found to be running downhill and having acquired a running speed greater than the pre-configured cruise control speed (and combination with the tolerance speed value).
[033] In some embodiments, adjusting the fuel supply to the engine of the automobile by the fuel supply adjusting module 308 may include cutting-off the fuel supply to the engine of the automobile. As such, when the automobile is found to be running downhill and having acquired a running speed greater than the pre-configured cruise control speed, the fuel supply adjusting module 308 may cut-off the fuel supply to the engine of the automobile, to thereby achieve better fuel efficiency.
[034] Referring now to FIG. 4, a flowchart of a process 400 of adjusting fuel supply to an engine of an automobile in cruise control mode is illustrated, in accordance with some embodiments of the present disclosure. For example, the process 400 may be performed by the fuel supply adjusting device 102.
[035] At step 402, a current running speed, a tolerance speed value, and a pre-configured cruise control speed of the automobile may be obtained. As mentioned above, the current running speed may be obtained from a speed sensor pre-installed in the automobile, or from the speedometer which may be fetching the speed data from one or more speed sensors. The tolerance speed value may be configured by the manufacturer within the automobile. The pre-configured cruise control speed of the automobile may be configured by a user (e.g. a driver of the automobile), so as to maintain a steady speed of the automobile without the driver requiring to press the accelerator pedal. In some embodiments, the current running speed, the tolerance speed value, and the pre-configured cruise control speed may be fetched from the ECU of the automobile.
[036] At step 404, a check may be performed to determine whether the current running speed of the automobile is less than or equal to the pre-configured cruise control speed for the automobile. If, at step 404, it is determined that the current running speed of the automobile is less than or equal to the pre-configured cruise control speed, the process 400 may proceed to step 406 (“Yes” path). As will be appreciated, when the current running speed of the automobile is less than or equal to the pre-configured cruise control speed, the automobile may be assumed to be running on a flat terrain or a terrain with gradient, and as such, the need to adjust the fuels supply by the fuel supply adjusting device 102 does not arise. As such, at step 406, the fuel supply may be controlled to achieve or maintain the pre-configured cruise control speed. For example, the fuel supply adjusting device 102 may generate a signal for the ECU to control the fuel supply to achieve or maintain the pre-configured cruise control speed. Further, in this scenario, the fuel adjustment by the fuel supply adjusting device 102 may not be required.
[037] If, at step 404, it is determined that the current running speed of the automobile is not less than or equal to the pre-configured cruise control speed, the process 400 may proceed to step 408 (“No” path). At step 408, a check may be performed to determine whether the current running speed of the automobile is greater than the sum of the pre-configured cruise control speed and the tolerance speed value. If, at step 408, it is determined that the current running speed of the automobile is not greater than the sum of the pre-configured cruise control speed and the tolerance speed value, the process 400 may once again proceed to step 406 (“No” step). As may be appreciated, this may be scenario when the automobile comes across a bump on the which leads to an increase of the current running speed; however, the current running speed still lies within the permissible speed. As such, at step 406, the fuel supply may be controlled to achieve or maintain the pre-configured cruise control speed. Further, in this scenario, the fuel adjustment by the fuel supply adjusting device 102 may not be required.
[038] If, at step 408, it is determined that the current running speed of the automobile is greater than the sum of the pre-configured cruise control speed and the tolerance speed value, the process 400 may proceed to step 410 (“Yes” step). At step 410, it may be determined whether the altitude of the automobile is reducing within the predefined period of time. As mentioned above, the change in the altitude of the automobile within the predefined period of time may be determined based on the altitude data obtained for the predefined period of time. The altitude data may be derived based on barometric pressure of an environment of the automobile, using a barometer installed in the automobile or using altitude data obtained from any other alternate source.
[039] If, at step 410, it is determined that the altitude of the automobile is reducing within the predefined period of time, the process 400 may proceed to step 412, at which the fuel supply to the engine may be cut-off. As will be appreciated, the altitude reducing within the predefined period of time may indicate that the automobile is starting to run downhill. If, at step 410, it is determined that the altitude of the automobile is not reducing within the predefined period of time, the process 400 may once again proceed to step 406. As such, if the automobile is not found to be running downhill (which may indicate that the downhill gradient is on the verge of completion), then at step 406, the fuel supply may be controlled to achieve or maintain the pre-configured cruise control speed. By way of this, fuel efficiency can be improved when the automobile is running downhill while the automobile is in cruise control mode.
[040] Referring now to FIG. 5, a flowchart of a method 500 of adjusting fuel supply to an engine of an automobile in cruise control mode is illustrated, in accordance with some embodiments of the present disclosure. For example, the process 4may be performed by the fuel supply adjusting device 102.
[041] At step 502, a current running speed of the automobile may be obtained. At step 504, the current running speed of the automobile may be with a pre-configured cruise control speed for the automobile. In some embodiments, comparing the current running speed of the automobile with the pre-configured cruise control speed may include determining the current running speed of the automobile to be greater than a combination of the pre-configured cruise control speed and a (droop) tolerance speed value.
[042] At step 506, an altitude data associated with the automobile may be obtained over a predefined period of time. Obtaining the altitude data of the automobile may include deriving the altitude data of the automobile based on barometric pressure of an environment of the automobile. For example, the barometric pressure may be obtained from a barometric pressure sensor installed in the automobile. Further, at step 506, a change in an altitude of the automobile within the predefined period of time may be determined. In some embodiments, determining the change in the altitude of the automobile within the predefined period of time may include determining a decrease of the altitude of the automobile within the predefined period of time, based on the altitude data associated with the automobile obtained over the predefined period of time.
[043] At step 508, a fuel supply to an engine of the automobile may be adjusted, based on: the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and the change in the altitude of the automobile within the predefined period of time. In particular, the fuel supply to the engine of the automobile may be adjusted, when: the current running speed of the automobile is greater than the combination of the pre-configured cruise control speed and the tolerance speed value; and the altitude of the automobile is decreasing within the predefined period of time. In some embodiments, adjusting the fuel supply to the engine of the automobile may include cutting-off the fuel supply to the engine of the automobile.
[044] Referring now to FIG. 6, an exemplary computing system 600 that may be employed to implement processing functionality for various embodiments (e.g., as a SIMD device, client device, server device, one or more processors, or the like) is illustrated. Those skilled in the relevant art will also recognize how to implement the invention using other computer systems or architectures. The computing system 600 may represent, for example, a user device such as a desktop, a laptop, a mobile phone, personal entertainment device, DVR, and so on, or any other type of special or general-purpose computing device as may be desirable or appropriate for a given application or environment. The computing system 600 may include one or more processors, such as a processor 602 that may be implemented using a general or special purpose processing engine such as, for example, a microprocessor, microcontroller or other control logic. In this example, the processor 602 is connected to a bus 604 or other communication media. In some embodiments, the processor 602 may be an Artificial Intelligence (AI) processor, which may be implemented as a Tensor Processing Unit (TPU), or a graphical processor unit, or a custom programmable solution Field-Programmable Gate Array (FPGA).
[045] The computing system 600 may also include a memory 606 (main memory), for example, Random Access Memory (RAM) or other dynamic memory, for storing information and instructions to be executed by the processor 602. The memory 606 also may be used for storing temporary variables or other intermediate information during the execution of instructions to be executed by processor 602. The computing system 600 may likewise include a read-only memory (“ROM”) or other static storage device coupled to bus 604 for storing static information and instructions for the processor 602.
[046] The computing system 600 may also include storage devices 608, which may include, for example, a media drive 610 and a removable storage interface. The media drive 610 may include a drive or other mechanism to support fixed or removable storage media, such as a hard disk drive, a floppy disk drive, a magnetic tape drive, an SD card port, a USB port, a micro-USB, an optical disk drive, a CD or DVD drive (R or RW), or other removable or fixed media drive. A storage media 612 may include, for example, a hard disk, magnetic tape, flash drive, or other fixed or removable media that is read by and written to by the media drive 610. As these examples illustrate, the storage media 612 may include a computer-readable storage medium having stored therein particular computer software or data.
[047] In alternative embodiments, the storage devices 608 may include other similar instrumentalities for allowing computer programs or other instructions or data to be loaded into the computing system 600. Such instrumentalities may include, for example, a removable storage unit 614 and a storage unit interface 616, such as a program cartridge and cartridge interface, a removable memory (for example, a flash memory or other removable memory module) and memory slot, and other removable storage units and interfaces that allow software and data to be transferred from the removable storage unit 614 to the computing system 600.
[048] The computing system 600 may also include a communications interface 618. The communications interface 618 may be used to allow software and data to be transferred between the computing system 600 and external devices. Examples of the communications interface 618 may include a network interface (such as an Ethernet or other NIC card), a communications port (such as for example, a USB port, a micro-USB port), Near field Communication (NFC), etc. Software and data transferred via the communications interface 618 are in the form of signals which may be electronic, electromagnetic, optical, or other signals capable of being received by the communications interface 618. These signals are provided to the communications interface 618 via a channel 620. The channel 620 may carry signals and may be implemented using a wireless medium, wire or cable, fiber optics, or other communications medium. Some examples of the channel 620 may include a phone line, a cellular phone link, an RF link, a Bluetooth link, a network interface, a local or wide area network, and other communications channels.
[049] The computing system 600 may further include Input/Output (I/O) devices 622. Examples may include, but are not limited to a display, keypad, microphone, audio speakers, vibrating motor, LED lights, etc. The I/O devices 622 may receive input from a user and also display an output of the computation performed by the processor 602. In this document, the terms “computer program product” and “computer-readable medium” may be used generally to refer to media such as, for example, the memory 606, the storage devices 608, the removable storage unit 614, or signal(s) on the channel 620. These and other forms of computer-readable media may be involved in providing one or more sequences of one or more instructions to the processor 602 for execution. Such instructions, generally referred to as “computer program code” (which may be grouped in the form of computer programs or other groupings), when executed, enable the computing system 600 to perform features or functions of embodiments of the present invention.
[050] In an embodiment where the elements are implemented using software, the software may be stored in a computer-readable medium and loaded into the computing system 600 using, for example, the removable storage unit 614, the media drive 610 or the communications interface 618. The control logic (in this example, software instructions or computer program code), when executed by the processor 602, causes the processor 602 to perform the functions of the invention as described herein.
[051] One or more techniques for generating recommendations for enhancement of an existing legacy or monolith application are disclosed. The techniques apply a three-dimensional assessment approach with set of parameters along with certain criteria and corresponding weightages that help to identify the appropriate recommendations for the new functionality enhancements in legacy or monolith Brownfield applications. The three-dimensional (i.e., application assessment, business assessment, and risk assessment) approach helps to perform deep analysis and understand the existing Brownfield from application, business and risk perspectives. Further, the techniques are able to derive concrete decisions from business perspective thus ensures the stability of new functionalities, quick time-to-market, and reduce cost and time, along with providing maximum return-on-investment.
[052] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims.
, Claims:CLAIMS
I/We claim:
1. A method of adjusting fuel supply to an engine of an automobile in cruise control mode, the method comprising:
obtaining a current running speed of the automobile;
comparing the current running speed of the automobile with a pre-configured cruise control speed for the automobile;
obtaining an altitude data associated with the automobile over a predefined period of time, and determining a change in an altitude of the automobile within the predefined period of time; and
adjusting a fuel supply to an engine of the automobile, based on:
the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and
the change in the altitude of the automobile within the predefined period of time.

2. The method as claimed in claim 1,
wherein comparing the current running speed of the automobile with the pre-configured cruise control speed comprises:
determining the current running speed of the automobile to be greater than a combination of the pre-configured cruise control speed and a tolerance speed value, and
wherein determining the change in the altitude of the automobile within the predefined period of time comprises:
determining a decrease of the altitude of the automobile within the predefined period of time, based on the altitude data associated with the automobile obtained over the predefined period of time.

3. The method as claimed in claim 2 further comprising:
adjusting the fuel supply to the engine of the automobile, when:
the current running speed of the automobile is greater than the combination of the pre-configured cruise control speed and the tolerance speed value; and
the altitude of the automobile is decreasing within the predefined period of time.

4. The method as claimed in claim 1, wherein obtaining the altitude data of the automobile comprises:
deriving the altitude data of the automobile based on barometric pressure of an environment of the automobile.

5. The method as claimed in claim 4, wherein the barometric pressure is obtained from a barometric pressure sensor installed in the automobile.

6. The method as claimed in claim 1, wherein adjusting the fuel supply to the engine of the automobile comprises:
cutting-off the fuel supply to the engine of the automobile.

7. A fuel-adjusting device for adjusting fuel supply to an engine of an automobile in cruise control mode, the fuel-adjusting device comprising:
a processor; and
a memory storing processor-executable instructions, wherein the processor-executable instructions, upon execution by the processor, cause the processor to:
obtain a current running speed of the automobile;
compare the current running speed of the automobile with a pre-configured cruise control speed for the automobile;
obtain an altitude data associated with the automobile over a predefined period of time, and determining a change in an altitude of the automobile within the predefined period of time; and
adjust a fuel supply to an engine of the automobile, based on:
the comparison of the current running speed with the pre-configured cruise control speed of the automobile, and
the change in the altitude of the automobile within the predefined period of time.

8. The fuel-adjusting device as claimed in claim 7,
wherein comparing the current running speed of the automobile with the pre-configured cruise control speed comprises:
determining the current running speed of the automobile to be greater than a combination of the pre-configured cruise control speed and a tolerance speed value, and
wherein determining the change in the altitude of the automobile within the predefined period of time comprises:
determining a decrease of the altitude of the automobile within the predefined period of time, based on the altitude data associated with the automobile obtained over the predefined period of time.

9. The fuel-adjusting device as claimed in claim 8, wherein the processor-executable instructions, upon execution by the processor, further cause the processor to:
adjust the fuel supply to the engine of the automobile, when:
the current running speed of the automobile is greater than the combination of the pre-configured cruise control speed and the tolerance speed value; and
the altitude of the automobile is decreasing within the predefined period of time.

10. The fuel-adjusting device as claimed in claim 7, wherein obtaining the altitude data of the automobile comprises:
deriving the altitude data of the automobile based on barometric pressure of an environment of the automobile,
wherein the barometric pressure is obtained from a barometric pressure sensor installed in the automobile.

11. The fuel-adjusting device as claimed in claim 7, wherein adjusting the fuel supply to the engine of the automobile comprises:
cutting-off the fuel supply to the engine of the automobile.