CLIAMS:1. A method for controlling operation of a throttle valve in an engine of a vehicle, the method comprising:
receiving, by a control unit, a current pedal position value from one or more first sensors embedded in an acceleration pedal being applied;
receiving, by the control unit, a current angular position value of a shaft of a stepper motor from one or more second sensors embedded in the shaft of the stepper motor being rotated upon applying the acceleration pedal, wherein rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve coupled to the shaft;
evaluating, by the control unit, an angular rotation value using the current pedal position value and the current angular position value required for rotating the stepper motor to a predefined angle; and
actuating, by the control unit, rotation of the stepper motor to the predefined angle using the angular rotation value for controlling the operation of the throttle valve in the engine of the vehicle.

2. The method as claimed in claim 1, wherein the control unit is communicatively connected to the one or more first sensors, the stepper motor and the one or more second sensors.

3. The method as claimed in claim 1, wherein evaluating the angular rotation value is performed by:
retrieving a predefined angular position value mapped to the current pedal position value from a lookup table; and
measuring an angular displacement value related to the rotation of the stepper motor between the current angular position value and the predefined angular position value, wherein the measured angular displacement value corresponds to the angular rotation value.

4. The method as claimed in claim 3, wherein the lookup table is stored in a memory associated to the control unit.

5. A method for controlling speed of the vehicle, the method comprising:
computing, by a control unit, a throttle force value using at least one of a current speed value of the vehicle and a predetermined position of a throttle valve being driven based on a current pedal position value;
computing, by the control unit, a speed error force value with respect to the current speed value of the vehicle; and
controlling, by the control unit, the speed of the vehicle using a lower force value among the throttle force value and the speed error force value.

6. The method as claimed in claim 5, wherein the current pedal position value is received from one or more first sensors embedded in an acceleration pedal being applied.

7. The method as claimed in claim 6 further comprising determining by the control unit, the current speed value of the vehicle using the current pedal position value.

8. The method as claimed in claim 5, wherein the predetermined position of the throttle valve is received from one or more second sensors embedded in a stepper motor comprising a shaft coupled to the throttle valve, upon applying the acceleration pedal, wherein rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve based on the current pedal position.

9. The method as claimed in claim 5 further comprising maintaining the movement of the throttle valve by controlling rotation of the stepper motor with an angular rotation value corresponding to the lower force value.

10. The method as claimed in claim 8, wherein the control unit is communicatively connected to the one or more first sensors, the stepper motor and the one or more second sensors.

11. A system for controlling operation of a throttle valve in an engine of a vehicle comprising:
a control unit configured to:
receive a current pedal position value from one or more first sensors embedded in an acceleration pedal being applied;
receive a current angular position value of a shaft of a stepper motor from one or more second sensors embedded in the shaft of the stepper motor being rotated upon applying the acceleration pedal;
evaluate angular rotation value using the current pedal position value and the current angular position value required for rotating the stepper motor to a predefined angle, wherein rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve; and
actuate rotation of the stepper motor to the predefined angle using the angular rotation value for controlling the operation of the throttle valve in the engine of the vehicle; and
the stepper motor comprising the shaft, the stepper motor configured to:
receive a control signal from the control unit to rotate the stepper motor to the predefined angle using the angular rotation value; and
drive the throttle valve coupled to the shaft.

12. The system as claimed in claim 11, wherein the control unit is communicatively connected to the one or more first sensors, the stepper motor and one or more second sensors.

13. The system as claimed in claim 11, wherein the throttle valve comprises a butterfly valve coupled to the shaft of the stepper motor.

14. The system as claimed in claim 11, wherein the control unit is further configured to evaluate the angular rotation value by performing:
retrieve a predefined angular position value mapped to the current pedal position value from a lookup table; and
measure an angular displacement value related to the rotation of the stepper motor between the current angular position value and the predefined angular position value, wherein the measured angular displacement value corresponds to the angular rotation value.

15. The system as claimed in claim 14, wherein the control unit is further associated to a memory to store the lookup table.

16. A control unit for controlling speed of the vehicle, the control unit configured to:
compute a throttle force value using at least one of the current pedal position value, a current speed value of the vehicle and a predetermined position associated to the throttle valve being driven based on the current pedal position value;
compute a speed error force value with respect to the current speed value of the vehicle;
compare the throttle force value with the speed error force value; and
control the speed of the vehicle using a lower force value among the throttle force value and the speed error force value.

17. The control unit as claimed in claim 16 receives the current pedal position value from one or more first sensors embedded in an acceleration pedal being applied, wherein the control unit is communicatively connected to the one or more first sensors.

18. The control unit as claimed in claim 17 is further configured to determine the current speed value of the vehicle using the current pedal position value.

19. The control unit as claimed in claim 16 receives the predetermined position of the throttle valve from one or more second sensors embedded in a stepper motor comprises a shaft coupled to the throttle valve, wherein the stepper motor is being rotated upon applying the acceleration pedal, said rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve based on the current pedal position.

20. The control unit as claimed in claim 19, wherein the control unit is communicatively connected to the stepper motor and the one or more second sensors.

21. The control unit as claimed in claim 16 is further configured to maintain the movement of the throttle valve by controlling rotation of the stepper motor with an angular rotation value corresponding to the lower force value.
,TagSPECI:TECHNICAL FIELD

The present disclosure generally relates to an engine of a vehicle. Particularly, but not exclusively present disclosure relates to electronically controlling operation of a throttle valve in the engine of the vehicle.

BACKGROUND OF THE DISCLOSURE

Presently, a vehicle comprises an internal combustion engine which is operated mechanically. The internal combustion engine is coupled with a throttle body that comprises a throttle valve. The throttle valve comprises a plate which is operated to be closed or opened to allow or stop the flow of fuel, respectively, into the internal combustion engine. The closing or the opening of the plate inside the throttle valve is operated mechanically by using levers and/or cables. One end of levers and/or cables is connected to the throttle valve and other end is connected to an acceleration pedal of the vehicle. Upon pressing the acceleration pedal, the lever and/or the cable connected to the acceleration pedal is pulled which in turn pulls the throttle valve which opens the throttle valve. Likewise, upon decelerating the acceleration pedal, the lever and/or the cable connected to the acceleration pedal is pushed which in turn pushes the throttle valve to an initial position which closes the throttle valve. In such a way, the opening and closing of the throttle valve is operated mechanically using the lever and/or the cable. However, due to usage of the lever and/or the cable results in lever breakages and/or cable breakages. Also, usage of the lever and/or cable involves huge cost and high maintenance since the lever and/or the cable needs to be connected from a driver’s cabin to the internal combustion engine.

Further, usage of the lever and/or the cable involves complexity in assembling the connection of the lever and/or the cable with the acceleration pedal and the throttle valve. Such a way of assembling results in tampering.

Furthermore, usage of the lever and/or the cable fails in controlling a linear speed of the vehicle because of the tampering. Particularly, in conventional approach, speed of the vehicle is maintained linearly by calculating torque loop, current speed of vehicle and cascade control loop. Such a linear speed calculation is performed using an 8-bit platform i.e. a controller comprising an 8-bit microcontroller. But, calculation of the linear speed using the torque loop, current speed of vehicle and cascade control loop takes huge period of time, and numerous integrations/truncations. Also, in the conventional approach, the 8-bit platform limits the word-length. Such huge period of time, numerous integrations/truncations and limited word-length extends the time for calculating the linear speed and involves complexity and computational errors.

Hence, there is a need to eliminate usage of the levers and/or the cable for moving the throttle valve. Also, there is a need to reduce the computation method for calculating the linear speed over the 8-bit platform.

SUMMARY OF THE DISCLOSURE

The one or more shortcomings of the prior art are overcome by methods, a system and a control unit as claimed and additional advantages are provided through the provision of the methods, the system and the control unit as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure there is provided a method for controlling operation of a throttle valve in an engine of a vehicle. The method comprises receiving a current pedal position value from one or more first sensors embedded in an acceleration pedal being applied. Then, the method comprises receiving a current angular position value of a shaft of a stepper motor from one or more second sensors embedded in the shaft of the stepper motor being rotated upon applying the acceleration pedal. In one embodiment, the rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve coupled to the shaft. The method further comprises evaluating an angular rotation value using the current pedal position value and the current angular position value required for rotating the stepper motor to a predefined angle. Then, the method comprises actuating rotation of the stepper motor to the predefined angle using the angular rotation value for controlling the operation of the throttle valve in the engine of the vehicle.

In an embodiment of the present disclosure, the control unit is communicatively connected to the one or more first sensors, the stepper motor and the one or more second sensors.

In an embodiment, evaluating the angular rotation value is performed by retrieving a predefined angular position value mapped to the current pedal position value from a lookup table. Then, an angular displacement value related to the rotation of the stepper motor between the current angular position value and the predefined angular position value is measured. The measured angular displacement value corresponds to the angular rotation value of the stepper motor.

In an embodiment, the lookup table is stored in a memory associated to the control unit.

In another non-liming embodiment of the present disclosure there is provided a method for controlling speed of the vehicle. The method comprises computing a throttle force value using at least one of a current speed value of the vehicle and a predetermined position of a throttle valve being driven based on a current pedal position value. Then, a speed error force value with respect to the current speed value of the vehicle is computed. The speed of the vehicle is controlled using a lower force value among the throttle force value and the speed error force value.

In an embodiment, the current pedal position value is received from one or more first sensors embedded in an acceleration pedal being applied.

In an embodiment, the current speed value of the vehicle is determined using the current pedal position value.

In an embodiment, the predetermined position of the throttle valve is received from one or more second sensors embedded in a stepper motor comprising a shaft coupled to the throttle valve, upon pressing the acceleration pedal. The rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve based on the current pedal position.

In an embodiment, the movement of the throttle valve is maintained by controlling rotation of the stepper motor with an angular rotation value corresponding to the lower force value.

In an embodiment, the control unit is communicatively connected to the one or more first sensors, the stepper motor and the one or more second sensors.

In another non-liming embodiment of the present disclosure there is provided a system for controlling operation of a throttle valve in an engine of a vehicle. The system comprises a control unit and a stepper motor comprising a shaft. The control unit is configured to receive a current pedal position value from one or more first sensors embedded in an acceleration pedal being applied. Then, the control unit is configured to receive a current angular position value of a shaft of a stepper motor from one or more second sensors embedded in the shaft of the stepper motor being rotated upon applying the acceleration pedal. The control unit is configured to evaluate angular rotation value using the current pedal position value and the current angular position value required for rotating the stepper motor to a predefined angle. The rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve. The control unit is configured to actuate rotation of the stepper motor to the predefined angle using the angular rotation value for controlling the operation of the throttle valve in the engine of the vehicle. The stepper motor is configured to receive a control signal from the control unit to rotate the stepper motor to the predefined angle using the angular rotation value. The stepper motor drives/operates the throttle valve coupled to the shaft.

In an embodiment, the control unit is communicatively connected to the one or more first sensors, the stepper motor and one or more second sensors.

In an embodiment, the throttle valve comprises a butterfly valve coupled to the shaft of the stepper motor.

In an embodiment, the control unit is further configured to evaluate the angular rotation value by retrieving a predefined angular position value mapped to the current pedal from a lookup table. Then, the control unit measures an angular displacement value between the current angular position value and the predefined angular position value. The measured angular displacement value corresponds to the angular rotation value.

In an embodiment, the control unit further comprises a memory to store the lookup table.

In another non-liming embodiment of the present disclosure there is provided a control unit for controlling speed of the vehicle. The control unit is configured to compute a throttle force value using at least one of the current pedal position value, a current speed value of the vehicle and a predetermined position associated to the throttle valve being driven based on the current pedal position value. The control unit computes a speed error force value with respect to the current speed value of the vehicle. The control unit compares the throttle force value with the speed error force value. The control unit controls the speed of the vehicle using a lower force value among the throttle force value and the speed error force value.

In an embodiment, the control unit receives the current pedal position value from one or more first sensors embedded in an acceleration pedal being applied. The control unit is communicatively connected to the one or more first sensors.

In an embodiment, the control unit determines the current speed value of the vehicle using the current pedal position value.

In an embodiment, the control unit receives the predetermined position of the throttle valve from one or more second sensors embedded in a stepper motor comprises a shaft coupled to the throttle valve. The stepper motor is being rotated upon applying the acceleration pedal. The rotation of the stepper motor is proportional to the current pedal position value and movement of the throttle valve based on the current pedal position.

In an embodiment, the control unit is communicatively connected to the stepper motor and the one or more second sensors.

In an embodiment, the control unit is configured to maintain the movement of the throttle valve by controlling rotation of the stepper motor with an angular rotation value corresponding to the lower force value.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

OBJECTIVE OF THE DISCLOSURE

One object of the present disclosure is to control operation of a throttle valve electronically using a control unit and a stepper motor. Further, one object of the present disclosure is to control speed of the vehicle linearly by controlling the movement of the throttle valve. Additionally, one object of the present disclosure is to perform proportional loop and integration loop over 8-bit platform to perform calculation for controlling the speed without any computational errors and more time consumption.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a block diagram of a system for controlling operation of a throttle valve of an engine of a vehicle in accordance with some embodiments of the present disclosure;

Figure 2 illustrates an open loop method in accordance with some embodiments of the present disclosure;

Figures 3a and 3b illustrate a closed loop method in accordance with some embodiments of the present disclosure;

Figure 4 shows a flowchart illustrating a method for controlling operation of a throttle valve in an engine of a vehicle in accordance with some embodiments of the present disclosure;

Figure 5 shows a flowchart illustrating a method for controlling speed of a vehicle linearly in accordance with some embodiments of the present disclosure; and

Figure 6 shows a graph of speed of vehicle and throttle valve movement versus time in accordance with some embodiments of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other mechanism for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

To overcome one or more drawbacks mentioned in the background, the present disclosure provides a method for controlling operation of a throttle valve of an engine of a vehicle. In particular, operation of the throttle valve is related to opening and/or closing of the throttle valve. The method comprises receiving a current pedal position by a control unit from sensors embedded in an acceleration pedal being applied. The control unit is communicatively connected to the first sensors. Upon applying the acceleration pedal, based on the current pedal position value received by the control unit, the control unit provides a control signal to a stepper motor to rotate based on the current pedal position value. The control unit is communicatively connected to the stepper motor. The stepper motor comprises a shaft coupled to the throttle valve. The rotation of the stepper motor moves the shaft which in turn drives the throttle valve. Particularly, the rotation of the stepper motor is proportional to the movement of the throttle valve. The control unit receives a current angular position value of the shaft being rotated from second sensors embedded in the shaft. The control unit is communicatively connected to the second sensors. The control unit evaluates an angular rotation value required for rotating the stepper motor to a predefined angle. The control unit evaluates the angular rotation value using the current pedal position value and the current angular position value. In particular, the control unit retrieves a predefined angular position value mapped to the current pedal position value from a lookup table stored in a memory of the control units. Then, the control unit measures the angular displacement value between the current angular position value and the predefined angular position value. The measured angular position value corresponds to the angular rotation value. The control unit actuates rotation of the stepper motor to the predefined angle using the angular rotation value. In such a way, the operation of the throttle valve in the engine of the vehicle.

The present disclosure discloses a method for controlling speed of a vehicle. The method comprises computing a throttle force value associated with the movement of a throttle valve. The movement of the throttle valve is due to rotation of a stepper motor based on a current pedal position value sensed by a control unit from first sensors embedded in an acceleration pedal being applied. The control unit computes the throttle force value using a current speed value of the vehicle and a predetermined position of the throttle valve being driven based on a current pedal position value. Then, the control unit computes a speed error force value with respect to the current speed value of the vehicle. In particular, the control unit computes error in speed attained with reference to the current speed value determined from the current pedal position value. The control unit provides a control signal having a lower force value of the throttle force value and the speed error force value to the stepper motor for controlling the linear rotation which in turn controls the movement of the throttle valve for controlling linear speed of the vehicle.

The present disclosure discloses the control unit and the system for controlling the operation of the throttle valve in the engine of the vehicle as mentioned in above paragraph. The control unit is an Electronic Control Unit (ECU). Each actuator of the plurality of actuators is connected to the air vent in the vehicle through which the movement of the air vent is controlled by the control unit.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an assembly, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

In the following description the words such as close and open are referred with respect to particular operation of the throttle valve movement as illustrated in drawings of the present disclosure. The words are used to explain the aspects of the present disclosure and for better understanding. However, one should not construe such terms as limitation to the present disclosure, since the terms may interchange based on the performing of the method and the control unit.

Henceforth, the present disclosure is explained with the help of figures of system having control unit to control the movement of an air vent through actuators in the vehicle. However, such exemplary embodiments should not be construed as limitations of the present disclosure. A person skilled in the art can envisage various such embodiments without deviating from scope of the present disclosure. Further, it is to be noted that the system having the control unit and the actuators coupled to the air vent are used in the vehicles. However for the purpose of simplicity the vehicle is not illustrated in the figures of the present disclosure.

Figure 1 illustrates a block diagram of a system 100 for controlling operation of a throttle valve 116 of an engine (not shown in figure 1) of a vehicle (not shown) in accordance with some embodiments of the present disclosure. The vehicle includes, without limitations, cars, tempo travellers, buses, trucks, and the like. In one implementation, the vehicle comprises an internal combustion engine which is referred as “engine” in the present disclosure. The engine is a heat engine where combustion of fuel with air takes place. The supply or injection of the air-fuel mixture into the engine is controlled using the system 100 which is illustrated in detail herein.

The system 100 comprises an acceleration pedal 102, one or more first sensors 104a, 104b,…, 104n (collectively referred to 104) embedded in the acceleration pedal 102, a control unit 106, a stepper motor 108 comprising a shaft 110, one or more second sensors 112a, 112b,…, 112n (collectively referred to 112) and a throttle body 114 comprising a throttle valve 116.

The acceleration pedal 102 is a part of the vehicle. In particular, the acceleration pedal 102 is a component of in the vehicle. In an embodiment, the acceleration pedal 102 may be an electronic acceleration pedal. The acceleration pedal 102 is used to accelerate and/or de-accelerate speed of the vehicle. In an embodiment, one or more parameters are associated to when the acceleration pedal 102 is applied. The one or more parameters include, but are not limited to, pedal position and angular displacement been attained upon applying the acceleration pedal 102. In an embodiment, the pedal position and the angular displacement been attained defines speed of the vehicle with which the vehicle is running. For example, a user applies the acceleration pedal 102 which attains pedal position value of “X” units with angular displacement value of “Y” units. The pedal position of “X” units is considered as a current pedal position value. As per configuration of the running of the vehicle, current speed of the vehicle should attain ‘S” units based on the current pedal position value of “X” units and the angular displacement value of “Y” units.

In an embodiment, one or more parameters i.e. the current pedal position value and the angular displacement value are sensed by one or more first sensors 104 embedded in/mounted on the acceleration pedal 102. The one or more first sensors 104 include, but are not limited to, light emitting sensors, Hall Effect sensor, potentiometer, proximity sensors and the like. The one or more first sensors 104 include such sensors which are configured to sense the current pedal position and the angular displacement of the acceleration pedal 102 being applied. The current speed of the vehicle is sensed by a vehicle speed sensor (not shown) which include, without limitation, tachometer and the like which are configured to sense the current speed of the vehicle. In an embodiment, the one or more first sensors 104 are communicatively connected to the control unit 106. Particularly, the one or more first sensors 104 are communicatively connected to the control unit 106 over Controller Area Network (CAN) (not shown in figure 1).

In one implementation, the control unit 106 is an Electronic Control Unit (ECU) which comprises a microcontroller. The control unit 106 is configured to receive the current pedal position value from the one or more first sensors 104. In one example, the control unit 106 receives an input signal indicative of the current pedal position value from the one or more first sensors 104. In an embodiment, the control unit 106 is communicatively connected to the stepper motor 108 over the CAN. The control unit 106 transmits the received input signal as an output signal to the stepper motor 108. In one example, the control unit 106 transmits the input signal in a form of output pulses to the stepper motor 108.

The stepper motor 108 comprises the shaft 110. The stepper motor 108 is a brushless Direct Current (DC) motor. The stepper motor 108 is configured to rotate itself into equal and/or unequal rotation steps based on the output signal received from the control unit 106. In an embodiment, the shaft 110 is rotated along with rotation of the stepper motor 108. The shaft 110 is coupled to the throttle valve 116 of the throttle body 114 which is a part of the engine. The throttle body 114 allows passage of air or air-fuel mixture to the engine. The throttle valve 116 of the throttle body 114 comprises a butterfly valve which is coupled to the shaft 110 through levers and/or springs. In one implementation, the levers are operated by the rotation of the stepper motor 108 to rotate the throttle valve 116 i.e. to close and/or open the throttle valve 116. The spring provides damping. In an embodiment, rotation of the stepper motor 108 drives the throttle valve 116 or causes movement of the throttle valve 116 i.e. to close and/or to open. The rotation of the stepper motor 108 is proportional to the movement of the throttle valve 116.

In one implementation, the rotation of the stepper motor 108 defines factors which include, without limitation, angular position of the stepper motor 108. Based on the output signal received from the control unit 106, the stepper motor 108 attains some angular position value “A” units which can be expressed in percentage (A%) units and/or angular (A0) units. For example, based on the current pedal value of “X” units, the stepper motor 108 attains “A” units of rotation which is a current angular position value. The current angular position value of the stepper motor 108 is sensed by one or more second sensors 112 embedded in the shaft 110 of the stepper motor 108. The one or more second sensors 112 include, but are not limited to, hall-effect sensors, magnetic sensors and the like. The current angular position value of the stepper motor 108 is received by the control unit 106 from the one or more second sensors 112.

The control unit 106 uses the current pedal position value and the current angular position value to control the operation i.e. an amount of movement of the throttle valve 116 which is illustrated herein. The control unit 106 evaluates an angular rotation value using the current pedal position value and the current angular position value for rotating the stepper motor 108 to a predefined angle. The evaluation of angular rotation value is performed by retrieving a predefined angular position value that is mapped to the current pedal position value from a lookup table. In an embodiment, the lookup table is stored in a memory unit (not shown) associated to the control unit 106. For example, the predefined angular position values mapped to respective pedal position values are shown in below table 1:

Current Pedal Position Value Predefined Angular Position Value
X units 300
Q units 600
R units 900
S units 1100
T units 1350
TABLE 1
The table 1 defines the angular movement that should be attained by the stepper motor 108 based on the current pedal position value. For example, for current pedal position value of “X” units, the stepper motor 108 must attain 300 of rotation. For current pedal position value of “Q” units, the stepper motor 108 must attain 600 of rotation and so on. Upon retrieving the predefined angular position value mapped to the current pedal position value being received by the control unit 106, the control unit 106 measures an angular displacement value. That is, the control unit 106 measures the angular displacement value between the current angular position value and the predefined angular position value. The angular displacement value corresponds to the angular rotation value. In particular, the angular displacement value is taken as the angular rotation value for rotating the stepper motor 108 to the predefined angle. For example, the predefined angular position value mapped to the current pedal position value for “X” units is 300. Assuming, the current angular position value of the stepper motor 108 is 600. From the current angular position value and the predefined angular position value, the angular displacement value evaluated is 300. That is, the stepper motor 108 is required to be rotated for 300. After evaluation, the control unit 106 actuates rotation of the stepper motor 108 to the predefined angle using the angular rotation value for controlling the operation of the throttle value 116 in the engine. Particularly, the control unit 108 provides a control signal indicative of the angular rotation value to the stepper motor 108 so that the stepper motor 108 rotates to the predefined angle. In such a way, linear and/or static rotation of the stepper motor 108 is maintained which in turn maintains the linear movement or static movement of the throttle valve 116. Further, the control of the throttle valve 116 controls the injection of air-fuel mixture into the engine.

In an embodiment, speed of the vehicle is controlled by the control unit 106. The control unit 106 provides a Road Speed Limiter (RSL) functionality which performs controlling of the fuel injection into the engine in order to limit the vehicle speed to a threshold speed value. In an embodiment, the RSL functionality is achieved by using vehicle speed feedback to the control unit 106 and a preferred proportional-integral (PI) control operation. In such a way, a linear speed of the vehicle or a speed of the vehicle is controlled below and/or equal to the threshold speed value configured for the vehicle. The control unit 106 performs the RSL functionality which comprises an open loop method along with a closed loop method involving the proportional-integral (PI) operation. In such a way, evaluation of vehicle speed limit within the threshold speed value is implemented over the 8-bit platform. Such evaluation over the 8-bit platform is implemented since output values from each of the open loop method and the closed loop method are within the word-length and smaller truncation as required for the 8-bit platform. Additionally, evaluating the vehicle speed limit to control the speed of the vehicle using the open loop method and the closed loop method provide low cost and tamper proof solution.

Figure 2 illustrates the system comprising the control unit 106 and the stepper motor 108 coupled to the throttle valve 116 for performing open loop method in accordance with some embodiments of the present disclosure. The control unit 106 receives the input signal indicative of the current pedal position value along with the current speed value of the vehicle based on the current pedal positional value. The control unit 106 provides the control signal to the stepper motor 108 to rotate to the predefined angle as described in the figure 1 which in turn operates the movement of the throttle valve 116. Particularly, the throttle valve 116 opens when the vehicle is in motion. Based on the movement of the throttle valve 116 movement, the control unit 106 computes a throttle force value using the current speed value of the vehicle and a predetermined position of the throttle valve being driven/moved based on the current pedal position value. Particularly, a value associated with the predetermined position of the throttle valve 116 movement is multiplied with a constant value to compute the throttle force value. For example, the current speed of the vehicle of “Y” units and the current pedal position value of “X” units causes the throttle valve 116 movement to be 20%. The throttle valve 116 movement of 20% is multiplied by the constant value of “C”. Assuming, the throttle force value outputted is 20% after the throttle valve 116 movement of 20% is multiplied by the constant value of “C”.

Figure 3a illustrates the system for performing closed loop method in accordance with some embodiments of the present disclosure. The closed loop method is performed to compute a speed error force value with respect to the current speed value of the vehicle. The computation of the speed error force value is illustrated in detail herein. In an embodiment, the closed loop method is performed when the current speed value of the vehicle is reaching the threshold speed value configured for the vehicle. Such computation is performed to control the linear speed of the vehicle within the threshold speed value. For example, consider the threshold speed value of the vehicle is 40kmph. But, the current speed value of the vehicle is at 38kmph. Therefore, the control unit 106 performs controlling linear speed for 2kmph when the current speed value of 38kmph is reaching the threshold speed value of 40kmph by performed closed loop method for 2kmph i.e. between 38kmph and 40kmph.

In an embodiment, the closed loop method uses the current speed value of the vehicle and feedback value outputted from the throttle valve 116 after being driven based on the control signal. The control unit 106 computes an error in speed between the current speed value and the threshold speed value of the vehicle the value. From the illustrated figure 3a, the reference is the current speed value and the feedback signal is indicative of the value associated with the movement achieved by the throttle valve 116 being driven. Upon computing the error in speed, the control unit 106 performs proportional loop (P) as shown in figure 3b. The proportional loop (P) is performed to minimize the error and increasing the speed of the vehicle near to the threshold speed value steadily and linearly. The P value is computed using below equation:
P= Kp * e(t) (1)
Where, Kp is the proportional gain,
e is the error = threshold speed value – current speed value, and
t is the time.

After computing P value, the control unit 106 performs integral loop (I) when the error in speed is less than or equal to a pre-set value, for example 5kmph. If the error in speed is less than the pre-set value then the control unit 106 performs integral loop (I) as shown in figure 3b. In an embodiment, the integral loop (I) sums the error over time. In an embodiment, the integral loop (I) response continually increases over time unless the error is zero to maintain the steady-state error to zero. The steady-state error is the final difference between the current speed value and threshold speed value. In an embodiment, the integral loop (I) performs integral windup which results in when integral loop (I) saturates the control unit 106 without having the control unit 106 to perform the error signal toward zero. The integral loop (I) is computed using below equation:
I= Ki*ʃe(t)dt (2)
Where, Ki is the integral gain.

After computing the integral loop (I), the output of P and I are used to compute the speed error force value. The output of P and I is computed using below equation:

From equation (3), the speed error force value is obtained. But, if the P value is greater than the pre-set value, then the P value itself is used as the speed error force value without computing the integral loop (I) value. In an embodiment, the closed loop method eliminates forced oscillations and steady state error resulting operation.

Now, the control unit 106 uses a lower force value among the throttle force value and the speed error force value to control the speed of the vehicle linearly.

Figure 4 shows a flowchart illustrating a method 400 for controlling operation of the throttle valve 116 in an engine of a vehicle in accordance with one embodiment of the present disclosure.

At block 402, the control unit 106 receives the current pedal position value from the one or more first sensors 104 embedded in the acceleration pedal 102 being applied. The current pedal position value is received as the input signal by the control unit 106. In an embodiment, upon applying the acceleration pedal, the control unit 106 provides the input signal as the output signal to rotate the stepper motor 108. The rotation of the stepper motor 108 moves the shaft 110 of the stepper motor 108 which in turn drives the throttle valve 116 in the throttle body 114. The throttle valve 116 is coupled to the shaft 110. In an embodiment, the rotation of the stepper motor 108 is proportional to the movement of the throttle valve 116.

At block 404, the control unit 106 receives the current angular position value of the shaft of the stepper motor 108 from the one or more second sensors 112 embedded in the shaft 110. In an embodiment, the control unit 106 is communicatively connected to the one or more first sensors 104, the stepper motor 108 and the one or more second sensors 112.

At block 406, the control unit 108 evaluates the angular rotation value using the current pedal position value and the current angular position value for rotating the stepper motor to the predefined angle. The angular rotation value is evaluated by performing retrieving the predefined angular position value mapped to the current pedal from the lookup table. In an embodiment, the lookup table is stored in the memory of the control unit 106. Then, the control unit 106 performs measuring the angular displacement value between the current angular position value and the predefined angular position value. The measured angular displacement value corresponds to the angular rotation value for rotating the stepper motor 108 to the predefined angle having the angular displacement value which is the angular rotation value.

At block 408, the control unit 106 actuates rotation of the stepper motor 108 to the predefined angle using the angular rotation value for controlling the operation of the throttle valve 116 in the engine of the vehicle.

Figure 5 shows a flowchart illustrating a method 500 for controlling speed of a vehicle linearly in accordance with some embodiments of the present disclosure.

At block 502, the process for controlling the speed of the vehicle linearly is started.

At block 504, the control unit 106 receives the current speed value of the vehicle and the throttle valve movement value (in %) based one the current pedal position value.

At block 506, the control unit 106 computes the throttle force value by multiplying the throttle valve movement value with the constant value.

At block 508, the control unit 106 computes the error in speed with respect to the current speed value from the threshold speed value.

At block 510, the control unit 106 computes the proportional loop (P) value using equation (1).

At block 512, a condition is checked whether the error in speed is less than or equal to pre-set value, for example 5kmph. If the error in speed is not less than or equal to the pre-set value, then the process goes to block 514 where the speed error force value is computed using P value. After block 514, the process goes to block 520. If the error in speed is less than or equal to the pre-set value, then the process goes to block 516.

At block 516, the control unit 106 computes the integral loop (I) value using equation (2).

At block 518, the speed error force value is computed using the P and I values by using equation (3). After block 518, the process goes to block 520.
At block 520, the throttle force value is compared with the speed error force value to determine the lower force value among the throttle force value and the speed error force value. The lower force value is used to control the speed of the vehicle linearly.

Figure 6 shows a graph illustrating vehicle speed and the throttle valve 116 movement against time. In the illustrated graph, the speed error is determined of 2 to 3kmph and speed limit graph is shown close to 42kmph which is the threshold speed value.

It is to be understood by a person of ordinary skill in the art would design the air vent assembly in any shape, dimension and configuration to blow the air into vehicle cabin without deviating from the scope of the present disclosure. Also, various modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.

Advantage:
The present disclosure controls the operation involving closing and/or opening of the throttle valve unlike the prior arts.

The present disclosure provides a method for control linear speed of the vehicle with the threshold speed of the vehicle to avoid forced oscillations of the vehicle.

Industrial applicability:
The throttle valve operation control as described can be deployed in the vehicle to control the closing and/or opening of the throttle valve to control the speed of the vehicle and fuel injection into the engine. However, manner of controlling the operation of the throttle valve in the vehicle should not be construed as limitation to present disclosure.

Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals:

Reference Number Description
100 System
102 Acceleration Pedal
104a,104b,…,104n First Sensors
106 Control Unit
108 Stepper Motor
110 Shaft
112a,112b,….,112n Second Sensors
114 Throttle Body
116 Throttle Valve