Claims:
1. A method (200) of controlling operation of a starter motor (2) of an engine (3) of a vehicle, the method (200) comprising:
receiving by an electronic control unit (ECU) (1), an electrical signal from at least one fuel pressure sensor (4), wherein the electrical signal corresponds to volume of fuel pressurized;
determining by the ECU (1), a zero-fuel - zero pressure state based on the electrical signal generated by the at least one fuel pressure sensor (4);
determining by the ECU (1), an operational state of the starter motor (2) based on the electrical signal of the at least one fuel pressure sensor (4); and
actuating by the ECU (1), a relay (7) for selectively prohibiting operation of the starter motor (2) based on the zero-fuel - zero-pressure state determination.

2. The method (200) as claimed in claim 1 wherein, the at least one fuel pressure sensor (4) is a fuel rail pressure sensor (4), a fuel pump pressure sensor (4) and a gas pressure sensor (4).

3. The method (200) as claimed in claim 1 wherein, the electrical signal from the at least one fuel pressure sensor (4) is below a threshold voltage of 0.5 volts.

4. The method (200) as claimed in claim 1comprises, regulating by the ECU (1), the operation of the starter motor (2) by allowing the operation of the starter motor (2) when the electrical signal from the at least one fuel pressure sensor (4) is greater than the threshold voltage.

5. The method (200) as claimed in claim 1comprises, generating by the control unit, a warning signal in the form of at least one of an audio signal and a visual signal when the electrical signal from the at least one fuel pressure sensor (4) is lower than the threshold voltage.

6. A system (100) for regulating operation of a starter motor (100) of a vehicle, the system (100) comprising:
a starter motor (2) engaged with a flywheel of an engine (3);
an ignition (5) control module connectable to the starter motor (2);
an electronic control unit (ECU) (1) associated with the starter motor (2), wherein the ECU (1) is configured to:
receive an electrical signal from at least one fuel pressure sensor (4), wherein the electrical signal corresponds to volume of fuel pressurized;
determine a zero-fuel - zero-pressure state based on the electrical signal generated by the at least one fuel pressure sensor (4);
determine an operational state of the starter motor (2) based on the electrical signal of the at least one fuel pressure sensor (4);
actuate a relay (7) for selectively prohibiting operation of the starter motor (2) based on the zero-fuel - zero-pressure state determination.

7. The system (100) as claimed in claim 6 wherein, an error signal in the form of at least one of an audio signal and a visual signal is generated by the control unit, when the power consumption by at least one fuel pressure sensor (4) is lower than the pre-determined threshold limit.

8. The system (100) as claimed in claim 6 comprises, a relay (7) connected to the ignition (5) and to a starter crank terminal supply (8) wherein, the starter crank terminal supply (8) is connected to a second terminal of the starter motor (2) and the starter crank terminal supply (8) controls the operation of the starter motor (2).
, Description:TECHNICAL FIELD

Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to an operation of a starter motor of an engine of a vehicle. Further, embodiments of the present disclosure relate to a method and a system for controlling operation of the starter motor.

BACKGROUND OF THE INVENTION

Internal combustion engines rely on inertia from each cycle to initiate next cycle during operation. For example, in a four-stroke engine (which includes intake, compression, combustion and exhaust strokes), combustion stroke generates energy/power, whereby piston is actuated and powers a crankshaft, also some of this power is utilized as inertial energy to actuate the subsequent intake and compression strokes. However, when a vehicle is in OFF condition, there has to be an external power in order to begin engine operation, the first two strokes (i.e., intake stroke and compression stroke) of the engine must be powered by the external means, such as a starter motor. Thus, most vehicle engines are generally equipped with the starter motor (also referred to as ‘cranking motor’ or simply as ‘starter’) to provide initial rotation (crank) such that the engine begins to operate on its own power.

A cranking operation of an engine may be considered successful, only if the engine reaches a certain speed and begins to operate on its own power. Actuation from the starter motor is not required once the engine starts running and hence, operation of the starter motor may be stopped soon after successful cranking of the engine. The starter motor employed in vehicles are usually electric starter motors, however, pneumatic, and hydraulic starter motors may also be employed. Further, the starter motor may be mounted on the engine’s gearbox housing and may be positioned such that a driving gear of the starter motor may be meshed/unmeshed with a ring gear or engine flywheel’s teeth based on requirement.

In some situations, the cranking operation of the engine may not be successful due to a variety of reasons such as, but not limited to, a dead battery, engine stalling/locking due to insufficient fuel supply, clogged fuel/air filter, mechanical failure, faulty alternator, failed starter motor (the starter motor being unable to engage with engine flywheel’s teeth), a faulty ignition switch, and sudden increase in engine load and the like. Generally, one of the major reasons for cranking operation to be unsuccessful is due to insufficient fuel in the vehicle. An unsuccessful cranking operation may be defined as such condition of the engine where the engine fails to reach a required speed (which may be measured in revolutions per minute (rpm)). During such unsuccessful cranking attempts, a general tendency among user is to repeatedly crank the engine. Due to such repetitive cranking of the engine by the starter motor, the starter motor will be energized for a prolonged period of time, resulting in buildup of heat in the starter motor windings. Such heat buildup in the starter motor windings may cause damage to the windings. Furthermore, due to prolonged energization of the starter motor, a battery energizing the starter motor may also get entirely discharged, resulting in dead battery. In addition, due to excessive flow of current towards the starter motor from the battery, wiring harness and fuse connecting the starter motor and the battery may be damaged. In rare cases, excessive flow of current towards the starter motor from the battery may also result in open sparks/fire, which is detrimental to the safety of the user and the vehicle.

Generally, in petrol & diesel-based vehicles, there is a fuel level sensor mounted inside the fuel tank to detect the fuel level through float movement as per varying fuel quantity. Fuel level sensor provides the indication of fuel level on an instrument cluster. The above-mentioned method of fuel detection is not accurate as the empty tank condition is displayed once the float reaches the lowest point. However, even below the float bottom surface, there is some quantity of fuel inside fuel tank.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional configuration of starter motor cranking systems of the engine.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or method are overcome, and additional advantages are provided through the provision of the method 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 disclosure, a method of controlling operation of a starter motor of an engine of a vehicle is disclosed. The method includes aspects of receiving by a control unit, an electrical signal from at least one fuel pressure sensor, wherein the electrical signal corresponds to volume of fuel pressurized. The control unit determines a zero-fuel zero-pressure state based on the electrical signal generated by the at least one fuel pressure sensor. Further, the control unit determines an operational state of the starter motor based on the electrical signal of the at least one fuel pressure sensor. The control unit actuates a relay for selectively prohibiting operation of the starter motor based on the zero-fuel zero-pressure state determination.

In an embodiment of the disclosure, the at least one fuel pressure sensor is a fuel rail pressure sensor, a fuel pump pressure sensor and a gas pressure sensor.

In an embodiment of the disclosure, the electrical signal from the at least one fuel pressure sensor (4) is below a threshold voltage of 0.5 volts.

In an embodiment of the disclosure, the control unit regulates the operation of the starter motor by allowing the operation of the starter motor when the electrical signal from the at least one fuel pressure sensor is greater than the threshold voltage.

In an embodiment of the disclosure, the control unit generates a warning signal in the form of at least one of an audio signal and a visual signal when the electrical signal from at least one fuel pressure sensor is lower than the threshold voltage.

In one non-limiting embodiment of the disclosure, a system for regulating operation of a starter motor of a vehicle is disclosed. The system includes a starter motor engaged with a flywheel of an engine. An ignition control module connectable to the starter motor is provided. A control unit is associated with the starter motor, where the control unit is configured to receive an electrical signal from at least one fuel pressure sensor, where the electrical signal corresponds to volume of fuel pressurized. The control unit determines a zero-fuel zero-pressure state based on the electrical signal generated by the at least one fuel pressure sensor. Further, the control unit determines an operational state of the starter motor based on the electrical signal of the at least one fuel pressure sensor. The control unit actuates a relay for selectively prohibiting operation of the starter motor based on the zero-fuel zero-pressure state determination.

In an embodiment of the disclosure, an error signal in the form of at least one of an audio signal and a visual signal is generated by the control unit, when the power consumption by at least one fuel pressure sensor is lower than the pre-determined threshold voltage.

In an embodiment of the disclosure, a relay is connected to the ignition and to a starter crank terminal supply where, the starter crank terminal supply is connected to a second terminal of the starter motor and the starter crank terminal supply controls the operation of the starter motor.

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.

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 schematic block diagram of a system for controlling operating a starter motor of an engine of a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 is a flow chart of a method for controlling operation of the starter motor of the engine of the vehicle, in accordance with an embodiment of the present disclosure.

Figure 3 is a flow chart of a method for controlling operation of the starter motor for a diesel engine of the vehicle, in accordance with an embodiment of the present disclosure.

Figure 4 is a flow chart of a method for controlling operation of the starter motor for a petrol engine of the vehicle, in accordance with an embodiment of the present disclosure.

Figure 5 is a flow chart of a method for controlling operation of the starter motor for a CNG engine of the vehicle, in accordance with an embodiment of the present disclosure.

The figure depicts 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 system and method for controlling operating a starter motor of an engine of a vehicle 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 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 disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other system 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 spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, 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.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

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

Embodiments of the present disclosure discloses a method of controlling operation of a starter motor. Generally, a major reason for cranking operation of the engine to be unsuccessful is due to insufficient fuel in the vehicle. During unsuccessful cranking attempts, a general tendency among user is trying to crank the engine repeatedly. This repetitive cranking of the engine energizes the starter motor for a prolonged period of time, resulting in buildup of heat in the starter motor windings. Such heat buildup in the starter motor windings will be at a rapid rate and may cause damage to the windings. Furthermore, due to prolonged energization of the starter motor, a battery energizing the starter motor may be entirely discharged, resulting in dead battery. In addition, due to excessive flow of current towards the starter motor from the battery, wiring harness and fuse connecting the starter motor and the battery may be damaged. In rare cases, excessive flow of current towards the starter motor from the battery may also result in open sparks/fire, which is detrimental to the safety of the user and the vehicle.

Accordingly, the present disclosure discloses a method of controlling operation of a starter motor. The method includes aspects of receiving by a control unit, an electrical signal from at least one fuel pressure sensor, wherein the electrical signal corresponds to volume of fuel pressurized. The control unit determines a zero-fuel, zero-pressure state based on the electrical signal generated by the at least one fuel pressure sensor. Further, the control unit determines an operational state of the starter motor based on the electrical signal of the at least one fuel pressure sensor. The control unit actuates a relay for selectively prohibiting operation of the starter motor based on the zero-fuel, zero-pressure state determination.

The following paragraphs describe the present disclosure with reference to Figs. 1 and 2. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including the engine and the starter motor is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be used in any vehicles that employs/includes at least one starter motor associated with the engine of the vehicle, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 illustrates schematic block diagram of a system (100) for controlling operating a starter motor (2) of an engine (3) of a vehicle. The system includes an electronic control unit (ECU) (1) associated with engine (3) and at least one fuel pressure sensor (4) of the vehicle. The starter motor (2) may be connectable to the engine (3) of the vehicle for cranking the engine (3). In an embodiment, the starter motor (2) may be a three terminal starter motor. However, a four terminal starter motor may also be employed based on requirement. The present disclosure is described by considering the starter motor (2) as a three terminal starter motor and such description shall not be viewed as a limitation of the present disclosure. The system (100) further includes a battery (6) configured to provide power supply to the starter motor (2) based on requirement. As per usual electrical wiring, a positive terminal of the battery (2) may be connected to a first terminal of the starter motor (2). Further, the positive terminal of the battery (2) may also be connected to an ignition (5) switch or ignition button (simply referred to as ‘ignition’ hereinafter) associated with the starter motor (2).

However, in the present invention, the ignition (5) may be connected to a relay (7), which is further connected to a starter crank terminal supply (8). The starter crank terminal supply (8) is further connected to a second terminal of the starter motor (2). Electrical current supply to the second terminal of the starter motor (2) from the ignition (5) via the relay (7) and the starter crank terminal supply (8), may be configured to regulate (i.e., start and stop) operation of the starter motor (2). The ignition (5) along with the relay (7) and the starter crank terminal supply (8) may be collectively referred to as a starter control circuit (9). The relay (7) may also be connected to the (ECU) (1) to receive control signals for regulating operation of the starter motor (2). Further, a third terminal of the starter motor (2) may be configured to power windings of the starter motor (2) to drive the starter motor (2). Lastly, a negative terminal of the battery (6) may be connected to a ground/earthing point such as, but not limited to, engine cylinder block, transmission, which may be positioned close to the starter motor (2). Furthermore, working and operational control of the starter motor (2) is well known in the art and is not described in detail in the present disclosure for simplicity.

The starter motor (2) may be selectively coupled to the engine (3), to provide rotational energy during cranking operation of the engine (3). The engine (3) may be further connected to the ECU (1). Further, at least one fuel pressure sensor (4) [hereinafter referred to as “the fuel pressure sensor”] may be connected to the ECU (1). The fuel pressure sensor (4) may generate an electrical signal to the ECU (1) when volume and pressure of fuel in the vehicle reaches a zero-fuel, zero-pressure state. The electrical signal from the sensor (4) may correspond to the fuel volume at a pre-determined pressure. The fuel pressure sensor (4) may generate the electrical signal when power consumed by the fuel pressure sensor (4) goes below a threshold voltage. The threshold voltage may vary for different fuel pressure sensors (4) housed in different internal combustion engines.

For instance, the fuel pressure sensor (4) in diesel engines may be a fuel rail pressure sensor (4) configured to determine pressure of diesel fuel in a fuel rail. The fuel rail pressure sensor (4) in the diesel engine may detect a zero pressure inside fuel lines or fuel rail of the engine. As an example, during normal operation of the vehicle with sufficient fuel, the fuel pressure sensor (4) electrical output corresponding to fuel pressure variation inside fuel lines may range from 0.5 V to 4.5V. However, when there is no fuel in the vehicle, the fuel pressure in the fuel rail also drops drastically. Since, there is no pressure in the fuel rail, the output voltage from the fuel pressure sensor (4) will also fall below 0.5V. The threshold voltage may herein be defined as 0.5 V and when the output voltage from the fuel pressure sensor (4) drops below 0.5 V, the electrical signal transmitted to the ECU (1) and the ECU (1) may interpreted this condition as the zero-fuel, zero-pressure.

In case of a petrol engine, the electrical signal may be transmitted to the ECU (1) by a fuel pump located inside a fuel tank of the vehicle. During normal operational condition, the fuel pump current corresponds to the pressure of fuel inside fuel tank and is defined as per operating voltage. However, during an empty fuel tank condition, there is no pumping action by the fuel pump leading to reduced fuel pressures. Consequently, a motor of the fuel pump will run on no load. Accordingly, the current consumption will also drop down indicating an empty fuel tank condition. The threshold voltage may herein be set as >0.5 V. When the current consumption in the fuel pump drops below the pre-determined threshold voltage, the electrical signal transmitted to the ECU (1) may be interpreted as the zero-fuel, zero-pressure state of the vehicle.

Further, for compressed natural gas engines (CNG), the fuel pressure sensor (4) may be a CNG tank gas pressure sensor. During normal operating mode, the CNG tank gas pressure sensor output may vary depending on the quantity of the gas in the CNG tank and the corresponding pressure in the tank. Further, when the gas in the tank becomes empty, the corresponding pressure in the tank also drops. As the pressure in the tank drops, the output from the CNG tank gas pressure sensor may also drop. When the output drops below a pre-determined threshold limit of 0.5V, an electrical signal transmitted to the ECU (1) may be interpreted as zero-fuel state of the vehicle.

In an embodiment, the ECU (1) may be configured to prohibit operation of the starter motor (2) through the relay (7) when the value of the received electrical signal drops below the pre-determined threshold voltage. As the value from the electrical signal transmitted by the fuel pressure sensor (4) drops below the pre-determined threshold voltage, the ECU (1) may interpret that the vehicle is in the zero-fuel, zero-pressure state and the ECU (1) may subsequently prevent the operation of the starter motor (2) by cutting off the power supply to the starter motor (2) through the relay (7).

Figure 2 is a flow chart of a method (200) for controlling operation of the starter motor (2) of the engine of the vehicle. The first step (201) involves the aspect of receiving by the ECU (1) an electrical signal from at least one fuel pressure sensor (4). The received electrical signal may correspond to the level of the fuel in the vehicle. Subsequently, the ECU (1) may compare the received electrical signal with the pre-determined threshold voltage. For instance, when the pre-determined threshold voltage in the diesel engine is set to 0.5 V and the received electrical signal is equal to 5 V, the ECU (1) interprets the received electrical signal from the sensor (4) to be indicative of the normal operation of the vehicle. However, if the received electrical signal is 0.3 V, the ECU (1) initially compares the received electrical signal form the fuel pressure sensor (4) with the pre-determined threshold voltage. Since, the received electrical signal of 0.3 V is lesser than the pre-determined threshold voltage of 0.5 V, the ECU (1) interprets the received electrical signal to be indicative of the zero-fuel, zero-pressure state of the vehicle.

The next step (202) involves the aspect of determining the zero-fuel, zero-pressure state of the vehicle. As described above, once the ECU (1) compares the received electrical signal form the fuel pressure sensor (4) with the pre-determined threshold voltage and determines that the value of the received electrical signal is lesser than the pre-determined threshold voltage, the ECU (1) interprets that the vehicle is in the zero-fuel, zero-pressure state. If the received electrical signal from the fuel pressure sensor (4) is greater than the pre-determined threshold voltage, the ECU (1) interprets the received electrical signal to be indicative of the normal operation of the vehicle and the program is terminated.

Further, the subsequent step (203) involves the aspect of the ECU (1) determining an operational state of the starter motor (2). If the determined state of the vehicle is the normal state i.e., if the value of the received electrical signal is greater than the pre-determined threshold voltage, the ECU (1) allows for the operation of the starter motor. However, if the determined state of the vehicle is a zero-fuel, zero-pressure state i.e., if the value of the received electrical signal is lower than the pre-determined threshold voltage, the ECU (1) decides a non-operational state for the starter motor (2).

The final step (204) involves the aspect of prohibiting operation of the starter motor (2) with the engine (3) when the determined state of the vehicle is the zero-fuel, zero-pressure state. The ECU (1) prohibiting operation of the starter motor (2) from the engine (3) through the relay valve (7) when there is no fuel in the vehicle. The ECU (1) sends a signal to the relay (7) and the relay (7) cuts off the power supply to the starter motor (7). Consequently, the starter motor (7) remains prohibited from operating with the engine (3) when there is no fuel in the vehicle. Upon prohibition of operation of the starter motor (2) from the engine (3), the ECU (1) may be configured to generate a Diagnostic Trouble Code (DTC) and may be configured to notify/alert the user that the starter motor (2) is prohibited from operating with the engine (3) since, there is no fuel in the vehicle. The user may be notified or warned through at least one of a beeper alarms, an audio and/or visual notification on a dashboard of the vehicle, through an application on the user cellphone and the like. In addition to generating a notification/alert, the unsuccessful cranking operation may be recorded in a memory module that may be associated with the ECU (1). The unsuccessful cranking operation may also be recorded in a memory module associated with an Engine Management System (EMS) of the engine (3) of the vehicle. In the event of a successful cranking operation, subsequent to unsuccessful cranking operations, such record of unsuccessful cranking operations may be erased from the memory module of at least one of the ECU (1) and the EMS. The generated DTC may be communicated to the EMS from the ECU (1) for recordation in the EMS and may be used by a technician/serviceman for identification of reason for unsuccessful cranking of the engine (3). The generated DTC may be further analyzed using On-board diagnostics (OBD) techniques and may be used during troubleshooting and/or servicing of the engine (3).

Figure 3 is a flow chart of the method (300) for controlling operation of the starter motor (2) for a diesel engine of the vehicle. As described above, the fuel pressure sensor (4) in diesel engines may be the fuel rail pressure sensor (4) configured to determine pressure of diesel fuel in a fuel rail. Once, the ignition of the vehicle is in the ON condition, the ECU (1) checks if the electrical output from the fuel pressure sensor (4) is below the threshold voltage at step 301. If the electrical output from the fuel pressure sensor (4) is above or greater than the threshold voltage, the ECU (1) allows for the starter motor (2) to be operated at step 302. However, if electrical output from the fuel pressure sensor (4) is below the threshold voltage, the ECU (1) interprets that the electrical output from the fuel pressure sensor (4) is indicative of zero-fuel state of the vehicle. Consequently, ECU (1) will not provide the power to the relay (7) for operating the starter motor (2) at step 303.

Figure 4 is a flow chart of a method (400) for controlling operation of the starter motor (2) for a petrol engine of the vehicle. The electrical signal may be transmitted to the ECU (1) by the fuel pump located inside the fuel tank of the vehicle. Once, the ignition of the vehicle is in the ON condition, the ECU (1) checks if the current consumption from the fuel pump is below the threshold voltage at step 401. If the current consumption in the fuel pump is above the pre-determined threshold voltage, the ECU (1) interprets that there is fuel in the vehicle and allows for the starter motor (2) to be operated at step 402. When the current consumption in the fuel pump drops below the pre-determined threshold voltage, the electrical signal transmitted to the ECU (1) may be interpreted as the zero-fuel, zero-pressure state of the vehicle. Consequently, ECU (1) will not provide the power to the relay (7) for operating the starter motor (2) at step 403.

Figure 5 is a flow chart of a method (500) for controlling operation of the starter motor (2) for a CNG engine of the vehicle. For compressed natural gas engines (CNG), the fuel pressure sensor (4) may be the CNG tank gas pressure sensor. After, the ignition of the vehicle is in the ON condition, the ECU (1) checks if the output from the CNG tank gas pressure sensor is below the threshold output at step 501. If the output from the CNG tank gas pressure sensor is above the threshold output, the ECU (1) concludes that there exists fuel in the CNG tank and allows for the normal operation of the starter motor (2) at step 502. However, when the output from the CNG tank gas pressure sensor is below the threshold output, the electrical signal transmitted to the ECU (1) may be interpreted as zero-fuel state of the vehicle and the starter motor (2) is subsequently prevented from being operated at step 503.

In an embodiment of the disclosure, the ECU (1) may be a centralized control unit, or a dedicated control unit associated with the system (100). The ECU (1) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The ECU (1) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron, or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), and the like.

Further, in some embodiments, the processing unit may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, and the like.

In an embodiment, the present disclosure provides a system (100) and a method (200) for protecting starter motor (2) of the engine (3) by controlling the operation of the starter motor (2). The system (100) and the method (200) prevent failure of starter motor (2) that may be caused by buildup of heat in the starter motor (20 windings, by prohibiting operation of the starter motor (2) from the engine (3) due to repetitive cranking operation by the user. Protecting the starter motor (2) from failure reduces service and replacement costs associated with such failures. In the event of the zero-fuel state of the engine (3), the system (100) and the method (200) prevent the cranking of the starter motor (2) and ensure that any possible mechanical damage to the engine (3) is prevented, by prohibiting operation of the starter motor (2) from the engine (3). Fire hazards are eliminated by inhibiting excessive flow of current towards the starter motor (2) from the battery (6), whereby increasing the safety of the user and the vehicle. Further, the aspect of generating a Diagnostic Trouble Code (DTC) and notifying/alerting the user on the zero-fuel state of the vehicle, prevents the failure of starter motor (2). The DTC may be used by a technician/serviceman for identification of reason for unsuccessful cranking of the engine (3), thereby saving time associated with diagnosis of reason for unsuccessful cranking of the engine (3).

In an embodiment, the ECU (1) receives electrical signals form the fuel pressure sensors (4). The ECU (1) prohibits operation of the starter motor (2) from the engine (3) only when the zero-fuel, zero-pressure state is detected i.e., if the value of the received electrical signal from the fuel pressure sensor (4) is lower than the pre-determined threshold voltage. Therefore, the ECU (1) does not rely on the fuel level indication received from the float for prohibiting the operation of the starter motor (4) from the engine (3) where, some quantity of fuel still exists below the float in the fuel tank. Consequently, the ECU (1) prohibits the operation of the starter motor (2) with the engine (3) only when the fuel is completely exhausted in the vehicle. .

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, 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 description 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, 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 in the description.

Referral Numerals:

Description Referral numerals
System for regulating operation of a starter motor 100
Electronic Control Unit (ECU) 1
Starter motor 2
Engine 3
Fuel pressure sensor 4
Ignition 5
Battery 6
Relay 7
Starter crank terminal supply 8
Starter control circuit 9
Method flow chart 200
Flow chart blocks 201-203