FORM-2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(Section 10; rule 13)
"MULTIPLE MODE CONTROL SYSTEM FOR A VEHICLE"
MAHINDRA & MAHINDRA LIMITED
an Indian Company,
Automotive & Farm Equipment Sector, Mahindra Towers.
Dr. G.M. Bhosale Marg, Worli, Mumbai - 400018,
Maharashtra. India
The following specification particularly describes the nature of the invention and the manner in which it is to be performed.

Field of the Invention:
The present invention relates to an engine control system for enhanced fuel economy and vehicle performance. More particularly the present invention relates to a vehicle controller to enable judicious selection and further migration between multiple operating modes through Engine Control Unit of a vehicle for effective fuel economy and vehicle performance based on / as a function of maximum vehicle speed, acceleration, road gradient and drivability conditions of a vehicle for diverse load and/or drivability and/or other road conditions.
Background of the invention
Fuel economy of vehicles has been a thrust area of research in the global auto industry due to the depleting resources and rising fuel costs. It has been observed that drivers of vehicles use higher power than necessary under the road conditions and traffic. On the other hand it is desirable to drive vehicles based on automatically optimised fuel consumption related parameters appropriate to the road, load and environmental conditions to achieve enhanced fuel economy and vehicle performance.
Several examples in prior art have addressed such issues though with limited success.
JP H05 332236A discloses an invention that is related to the combination of engine power limitation through a switch which controls fuel injection timing map and an ignition timing map. It is to be appreciated that ignition timing is appropriate for spark ignited engines like petrol. LPG and CNG, where the throttle valve is used for controlling the air supplied to engine

based on the demand. In specific terms, the invention in JP H05 33223 6A is related to two or more injection timing and ignition timing maps. The invention in JP H05 332236A does not provide automatic selection control in the operating mode. Further it does not provide inputs from the road gradient and load which is of immense significance in selection of the correct operating mode that impacts driveability performance and fuel consumption. The input response is only controlled through a switch and a driver's aggressive driving habit and over speeding of a vehicle cannot be restricted by the system in JP H05 332236A .
DE 10 2009 008 872 Al discloses a method for controlling / limiting the acceleration of a vehicle. By actuating the accelerator, engine power is controlled by the engine control unit. To achieve this, different characteristics are stored in the engine control unit. The engine is mechanically connected to an automatic transmission, system controlled by a transmission control unit which is connected to the gear shifting lever. Operating modes of the gear transmission can be adjusted by the driver. In addition, a kick-down switch disposed at the limiting stop of the accelerator gets actuated with a complete pressing down of the accelerator. DE 10 2009 008 872 Al does not provide automatic selection control of the operating mode. Specifically DE 10 2009 008 872 Al is related to the combination of engine power limitation as well as automatic transmission shift strategy. It does not have provisions for inputs from the road gradient and load, the power limitation being removed by complete pressing down of the accelerator. Such a system has the limitation that it cannot control aggressive driving habit and over speeding of a vehicle.
EP 0110226 A2relates to a fuel demand signal derived in accordance with selected one (A, B or C) of a plurality of functions each specifying a

respective predetermined related between value of fuel command signal, corresponding to fuel flow rate, and accelerator pedal displacement. This also determines the corresponding optimum air flow rate and controls the opening of the throttle valve. The selection of the respective function defining the relationship of the accelerator pedal movement to actual fuel flow command made by the operator or driver via a selector switch provides the desired engine response characteristic. This allows the variation within a range from normal to either a faster or more conservative engine reaction. The invention in this patent is appropriate for spark ignited petrol, LPG and CNG engines. This invention does not provide automatic selection control of the selection mode with inputs from injection timing, rail pressure, road gradient which are crucial in determining correct operating mode that impacts the driveability performance and fuel economy of the vehicle.
JP03132370B2disclosesa device which has a target speed level setting unit that sets desired speed level based on detection signals from a vehicle speed detector and an engine load detector. A vehicle load degree which corresponds to the weight and inclination resistance of the vehicle is detected by a vehicle load degree calculator. The engine auxiliary brake operation is also determined by means of another detector. A speed change controller controls speed change level, shifting the target speed level to speed level which is one step lower when the computed vehicle load degree is below a predetermined value and when operating the engine auxiliary brake. It achieves enough braking force which suits driver intention especially when traversing a downhill road. JP03132370B2 is therefore related to deceleration control of a vehicle on downhill. There is no provision of the multiple operating modes.

US 7003394B2 describes an engine controller that controls injection quantity or intake airflow supplied to a cylinder of an engine using vehicle level sensors and determining the demanded torque from driver. A fairly complex algorithm is used to arrive at the target acceleration resistance based on the target acceleration and the vehicle weight. Air resistance and rolling resistance are added to the acceleration resistance to determine the running resistance for accelerating or decelerating the vehicle at the target acceleration. The driving wheel torque is determined using the running resistance and a constant based on the effective tire radius. The engine output shaft torque equivalent to a driver requested torque is determined using the driving wheel torque and a constant based on the final gear ratio. There is no provision for the use of multiple map operating modes
US 7967724B2 is primarily related to two wheeler type applications describes plurality of shift maps for deriving shift timing of an automatic transmission, and a controller for selecting one shift map of said plurality of shift maps according to output signals from said plurality of load sensors, and controls the shift timing of the automatic transmission according to the selected one shift mode. The Controller switches the Shift map of a standard type to an output-emphasizing type Shift map based on the total value of loaded weight sensed by the load sensors than the predetermined time. . The system has no provision for inputs from road gradient and therefore suffers from severe limitations in ensuring enhanced driveability performance and fuel economy.
US 8311722B2 describes an active driver control system. Additionally, in various example embodiments, this technology provides methods for optimizing fuel economy (or energy consumption) through active compensation of driver controlled inputs. The Active Compensation

functionality is used to moderate 'sweet spot' vehicle response with driver desired performance. In particular, the active compensation functionality can be used to smooth the vehicle response and attenuate undesired frequency content from the driver input. The system is not fail safe, has no active control or audio command to driver while driving. Further, the driver may neglect the rating provided by "Green driving index" and continue to over-speed
US 2008000671 lAlrelates to auxiliary engine drive control based on the demand mode of economy or normal mode. It is controlled by a demand switch for fuel economy with various blower speed control maps using inputs of coolant temperature sensor. When the economy switch signal is ON to instruct that fuel economy should be given priority, a blower of an air conditioning device is operated using a blower characteristic map for fuel economy so that a blower level of the air conditioning device is changed with respect to the change in an engine coolant temperature at a low rate. The system is not provided with any provision to control the ECU for activation of operational modes dependent on engine torque curve, injection quantity, timing and rail pressure that are crucial in the determination of driveability performance and fuel economy benefits.
PCT Application no. PCT/IN2013/000349 describes an invention related to a common rail electronically controlled vehicle provided with operation selection mode wherein the user can select either of the power mode and the economy mode of vehicle operation depending on the road and load conditions. The system neither provides for automatic selection control of the operating mode nor does it provide inputs in terms of road gradient and load to the ECU which are key determinants in the selection of the appropriate operating mode for the best fuel efficiency and driveability

performance. The input response is controlled through a switch and a driver's aggressive driving habit and over speeding of a vehicle cannot be restricted by such a system. It uses only one set of Rail pressure, injection quantity & injection timing parameters for all modes.
There remains an unmet need to provide modes selected switching control for vehicle that is capable of optimizing the operating conditions based on load and gradient sensed inputs to the vehicle for the best mode of operation that would result in enhanced fuel economy and vehicle performance.
The challenge therefore lies in providing a comprehensive system involving the engine and vehicle power-train configuration that would be valid for multiple applications [ e.g. high power applications, load applications, one side empty applications, under-load applications, better turnaround time applications, and their combinations depended on market demand] with best fuel economy and drivability performance.
Objects of the invention
The main object of the invention is to provide a vehicle controller system that enables Electronic Control Unit (ECU) to select of a particular operating mode that is arrived at based on the vehicle load, driving conditions and gradient wherein each of the particular operating mode corresponds to a defined values of the rail pressure, fuel injection quantity and injection timing to enhance fuel economy and vehicle performance irrespective of diverse and variable load, road and other driving conditions of the vehicle.

Another object of the invention is to provide a multiple mode control for vehicle with optimized modes of operation independent of each other, each mode determined by unique combination of rail pressure, injection quantity and injection timing.
Another object of the invention is to provide a multiple mode control for vehicle wherein the mode selection is done by load and gradient combination sensing as input to select the correct operating mode.
Another object of the invention is to provide a multiple mode control for vehicle with automated actuation / selection along with manual override control with given logic / permissions.
Another object of the invention is to provide a multiple mode control for vehicle wherein input to the vehicle controller with its embedded logic selects and controls appropriate mode of operation during a driving cycle.
Yet another object of the invention is to provide a multiple mode control for vehicle to prevent over acceleration of the vehicle by a driver.
Yet another object of the invention is to provide a multiple mode control for vehicle based on inputs from vehicle sensors and in built logic of the current state of vehicle operating mode and provide audio output to inform the driver to use the proper operating mode.
Yet another object of the invention is to provide a multiple mode control for vehicle that enables migration of the mode based on the driver input with specific system logic / permissions.

Another object of the invention is to enable migration between the modes by a process of switching, either automatic or manual in such a way that the transition time t' between the two modes can be varied so that the transition is seamless / smooth to avoid any abruptness or jerks Yet another object of the invention is to provide a multiple mode control for vehicle with auto selection of the previous mode of operation after ignition key ON-OFF cycle.
Yet another object of the invention is to provide a multiple mode control for vehicle with optimization options for individual limited torque curve to maximize fuel economy.
Yet another object of the invention is to provide a multiple mode control for vehicle with minimized vehicle power train variants in diverse applications, usage profiles, routes, and terrains.
Yet another object of the invention is to provide a multiple mode switching control for vehicle with a back-up of manual selection mode in case of sensor failure or failure of the automatic selection control unit.
Yet another object of the invention is to provide a multiple mode control for vehicle to provide user friendly interface tools and operating modes.
Thus in accordance with one of the aspects of the invention the vehicle controller system of the present invention enables Electronic Control Unit (ECU) to select and further switch / migrate operating mode/s based on the vehicle load, driving conditions and gradient wherein each of the particular operating mode corresponds to a predefined effective / optimized values of the rail pressure, fuel injection quantity and injection timing to enhance

fuel economy and vehicle performance irrespective of diverse and variable load, road and other driving condition of the vehicle.
In yet another aspect of the invention the vehicle load and gradient sensors provide inputs to the vehicle controller which has embedded logic for the selection mode. The vehicle controller triggers the Electronic Control Unit (ECU) of engine to select the appropriate operating mode from multiple inputs. The diverse modes correspond to the one or combination of driving conditions, road condition, gradient and load on the vehicle.
Thus in accordance with the invention the multiple mode control system for a vehicle comprises of a vehicle control unit that is operably configured with manual override switch (50), one or plurality of sensors, audio output means (80) and ECU; the vehicle control unit comprising processor configured with Read Only Memory (ROM), Random Access Memory (RAM), analog to digital converter, switch driver and an optional communication engine and hard disk drive; wherein an engine of the vehicle that is configured with ECU .
In another aspect of the invention the multiple mode control system for a vehicle comprising a vehicle control unit is operably configured with manual override switch (50), one or plurality of sensors, audio output means (80) and ECU; the vehicle control unit comprising processor configured with Read Only Memory (ROM), Random Access Memory (RAM), analog to digital converter, switch driver and an optional communication engine and hard disk drive; wherein the vehicle control unit is characterized in







acquiring input signal from one or plurality of sensors relating to load, road gradient, road condition, vehicle condition but not limited to it;
processing the input signals and data, correlating it with the preloaded performance maps and arrive at / selecting the most effective operating mode in the vehicle controller; checking for manual override command by the vehicle control unit;
sending the output signal of the selected optimum operating mode to ECU (20) and providing audio output signal by the vehicle control unit;
receiving signal relating to the selection of specific operating mode in the ECU by the vehicle control unit; activating specific operating mode in the ECU (20) that is configured with an engine (10) of the vehicle wherein the said specific operating mode activates a set of parameters such as rail pressure, injection quantity and injection timing specific to operating modes.

Brief description of the drawings
Features and advantages of this invention will become apparent in the following detailed description and the preferred embodiments with reference to the accompanying drawings. The embodiments are illustrated by way of example and not by way of limitation in the figures of the accompanying drawings.

Figure 1 illustrates a block diagram of a mode selected switching control system for a vehicle in accordance with the present invention (Sheet 1).
Figure la illustrates schematic of the vehicle control unit and its configuration with other components
Figure 2 illustrates working flowchart of the mode selected switching control system for vehicle in accordance with the present invention (Sheet 2).
Figure 2a and Figure 2b illustrate logic of the method of working of the system (Sheet 4 and Sheet 5)
Figure 3 illustrates the different operating modes of a vehicle as per the present invention (Sheet 6).
Explanation of Term: A mode in the context of the present invention corresponds to a set of parameters such as rail pressure, injection quantity, injection time, ET, FMTC (but not limited to it) wherein the mode is a function of the gradient, driving conditions, vehicle load (but not limited to it)
Detailed description of the invention
The automated system of the present invention comprises a vehicle controller / control unit with embedded logic that takes inputs from load and gradient sensors. The vehicle controller of the present system of the invention automatically triggers the Electronic Control Unit (ECU) to switch / migrate over operating modes, based on the vehicle operating

conditions. Three sets of parameters namely rail pressure; injection quantity and injection timing are integrated in electronic control unit (ECU) of the engine. Each set of the said parameters are specific for the each individual operating mode and the automated selection of the appropriate operating mode provides the best optimized fuel economy and vehicle performance.
The schematic of the system is depicted in Figure 1. The system comprises of an engine (10) of the vehicle that is configured with ECU (20). The vehicle controller / control unit (40) is operably configured with manual override switch (50), gradient sensor (60), load sensor (70), audio output means (80) and ECU (20).
As depicted in Figure la, the vehicle control unit (40) comprises of a processor configured with Read Only Memory (ROM), Random Access Memory (RAM), analog to digital converter, switch driver and an optional communication engine and hard disk drive. The said vehicle control unit (40) is configured with the engine control unit (20) and manual override switch (103), mode selection switch (104) and one or plurality of sensors (105). The communication protocol (100 and 101) for the configuration is in the form of wired or wireless connections. In one of the embodiments the control unit, manual switch, mode selection switch, and sensors are configured using communication protocol selected from CAN, RFID, WAN, Wired, SENT, LIN, Flexray, Infrared, Bluetooth, RS 232, RS485, TCP/IP.
In the context of the present invention the migration between modes is achieved by a process of switching, either automatic or manual in such a

way that the transition time t' can be varied so that the transition is seamless / smooth to avoid any abruptness or jerks.
The system of the present operates in following steps:
• the vehicle controller / vehicle control unit(40) receives inputs from Load sensor (70), gradient sensor (60) and manual override switch (50) and communicates to ECU (20) that selects an appropriate operating mode for the best fuel efficiency and vehicle performance based on optimization of the three parameters namely rail pressure, injection timing and injection quantity. The ECU (20) also controls and monitors other parameters necessary for the function of the system;
• the ECU (20) communicates the selected operating mode together with the optimized parameters namely Rail pressure, Injection timing, injection quantity but not limited to it to the engine (10) to operate as per the selected mode;
• the ECU provides inputs and controls the engine operation to ensure that it operates in the selected mode.
Vehicle load and gradient sensors provide inputs to a vehicle controller (40) which has embedded logic for the selection of mode. The vehicle controller triggers the Electronic Control Unit (ECU) of engine to select the appropriate operating mode from multiple inputs. The inputs from other sensors, engine speed, gear status, rail pressure, and accelerator pedal are also integrated as a particular mode gets activated. In one of the embodiments the system of the present invention is adapted to receive the signal/s from rain Sensor, Tire pressure, Brake position, Vehicle speed, Ambient Temp., Ambient Pressure, Gear Position, Fuel Level, Fuel Temp.,

Lambda sensor. NOx Sensor, Coolant Level, Oil Temp, Oil Press, Retarder, Boost Pressure, Boost Temp., Engine speed, GPS, Rail pressure, Injector needle lift, to achieve the same or similar output.
Each of the operating modes is dependent on independent sets of values of the parameters such as rail pressure, injection quantity of fuel and injection timing. These are integrated in the ECU of the engine. These sets of parameters namely rail pressure, injection quantity and injection timing are specific to a selection mode, and provide the best optimized fuel economy and vehicle performance.
The vehicle controller (40) is connected to a switch (50) which overrides the automatic control in the system in case of failure of the said inputs. Further, a driver may encounter an emergency situation in which the vehicle ought not to run in the automatically selected mode, he may override the system. The driver is periodically alerted that the vehicle is running in the "overriding mode" so that he can affect a changeover to the automatic mode at an appropriate time. Such overriding interventions are securely logged in the system that can be retrieved for routine monitoring.Figure 2 illustrates the process comprising steps of:
• Activating ignition to enable all sensors, actuators and controllers functionalise / operationalize;
• Acquiring input signal from the Load sensor (70), Gradient sensor (60) and other vehicle sensors by the vehicle controller (40);
• Processing the input signals and data, correlating it with the already present data / performance maps and arrive at / selecting the most effective operating mode in the vehicle controller (40);
• Checking for manual override command by the vehicle controller;

• Sending the output signal of best operating mode (say 1, 2 or 3 in the context of this description. However there could be plurality of operating modes not limited to only 3) to ECU and providing audio output signal by the vehicle controller;
• Receiving signal relating to the selection of specific operating mode in the ECU by the vehicle control unit (40);
• Activating specific operating mode (say 1, 2 or 3) in the ECU;
• Activating specific set of parameters such as rail pressure, injection quantity and injection timing specific to operating mode 1, 2 or 3;
o In one of the embodiments, the said specific set of parameters comprises of ET and FMTC as depicted in Figure 2
• Selecting the mode of operation based on vehicle requirements in the form of automatic control or override switch input;
• Displaying the indication in the form visible display on the vehicle controller board as per the said input;
• Processing the parameters (as per the mode selection) in the ECU to select the predefined fuel quantity, rail pressure and injection timing:
• Sending the signal from ECU to actuate the engine common rail and injector to supply the selected quantity of fuel at specified timing with specified pressure to the engine to operate as per the selected / migrated mode.
Figure 2a and Figure 2cb depicts the logic of the method of working / operation to enable appropriate mode selection. As depicted in Figure 2b provides the flow chart of the process that comprises of:
Initiating ignition and selecting auto or manual switch position;




The manual switch selection enables (the user/operator) mode
selection from either of the modes viz. mode 1, mode 2, mode 3,
mode n
The auto switch selection enables capturing signals from diverse
sensors and selection of the appropriate mode using the said vehicle
control unit (40)
The input from the said vehicle control unit (40) is provided to ECU
(20) to operate the engine accordingly.

Based on the said flow chart depicted in Figure 2b, the logic of operation is illustrated in Figure 2c. The input parameters relating to the load on the vehicle and gradient are considered for this illustration. It is to be noted that however, the invention is not limited by this parameter. There could be plurality of other input parameters. As depicted in Figure 2c. there is a decision between manual or auto switching. If the auto switching is selected, the signal from load (on the vehicle) and the gradient is monitored on the real time basis to arrive at the decision of the appropriate mode. For example, load monitoring is done every 60 minutes, gradient is monitored every 100 ms; it is to be noted that the time-interval to acquire the signals of these parameters could be pre-defined independently. The appropriate mode out of the three modes, is a function of the load and the gradient as indicated in the Table A. The load is categorised in overload, rated load and unladen based on the defined value of the load. The extent of gradient is also defined based on the predefined value (x) of the gradient. For example, if the load is less than or equal to the rated load and gradient is more than defined (X %), that is the gradient is steep; then the mode 1 is selected. If there is no gradient and the load is less than rated load, mode 3 is selected.

Figure 3 illustrates the engine output curves (RPM vs. Torque) in all operating modes 1, 2 and 3 in accordance with the present invention along with its corresponding operating mode 1\ V and 3' specific for the Rail pressure, Injection timing & injection quantity parameters.
In one of the embodiments, audio input is provided to the driver to manually select the appropriate operating mode determined by the system.
In another embodiment, the vehicle is selected from a compression ignition or spark ignition vehicle. In yet another variant of the embodiment, the vehicle is selected from hybrid, hydrogen fuel driven, conventional.
In another embodiment the vehicle is selected from the category of commercial, light commercial, passenger that includes sports utility vehicle and therelike.
In another embodiment, the inputs to the vehicle controller for the automatic selection of mode are provided using a global positioning system.
In another embodiment, inputs to the vehicle controller for the automatic selection of mode are provided from pre-loaded data for the routes and road conditions stored in the system.
In another embodiment inputs to the vehicle controller for the automatic selection of mode is provided from the driver's input for the road gradient and load carried in vehicle.

In another embodiment the system has inbuilt operating tolerance of 10% of the selected operating mode.
It is evident that the synergistic integration and configuration of the vehicle controller (40) with the sensors to acquire diverse inputs related to load, vehicle driving conditions and road and further with the ECU to enable selection and switching of the effective operating mode provides enhanced fuel economy and vehicle performance. The system of the present invention results in following advantages as follows:
• Independent of the driver's understanding or competence, the system automatically triggers the ECU to switch over the operating modes, based on the load and road conditions.
• Driver to driver variation affecting fuel economy is minimised.
• Fuel economy benefit is achieved in range of 6% to 10% over conventional systems.
• Better fuel economy optimization is achieved in operating zone of each mode by controlling rail pressure, injection quantity and injection timing.
• Vehicle can be run in different applications with optimized driveability.
• Flexibility to operate the vehicle in different terrain with optimized torque (traction) at wheel with single power train solution

Example
The following example substantiate the aspect of the effective fuel
economy and enhanced performance by virtue of using the system of the
present invention and without using the system of the present invention is
contemplated and compared.
The commercial vehicle type 25T GVW, powered by 260hp engine is
considered.
Comparative trials under controlled driving conditions (varied load
condition) were performed on different routes with varied gradients
namely, steep, moderate and No gradient. The fuel consumption is
measured while using the system of the present invention and without
using the said system.
Differentiated performance is obtained by applying 3 modes in this example. The modes correspond to the loading condition and road gradient. It is depicted in Table 1. It is observed that there is about 5% fuel saving using the system of the present invention.
There exists further scope to optimize the modes to enhance the fuel economy benefit (say >10%).
Table 1 Fuel Economy Performance Comparison

Route Steep gradients road Moderate gradient road No gradient road
Application Vehicle with invention Vehicle without invention Vehicle with invention Vehicle without invention Vehicle with invention Vehicle without invention
Overload At par Base 3.5 % better Base 3 % better Base
Rated Load At par Base 4.5 % better Base 4% better Base
Unladen (No load) 3% better Base 5.5 % better Base 5 % better Base

The capability of the vehicle to negotiate different grades (expressed in %) was tested under controlled conditions with 3 modes . The results are provided in Table 2.
Table 2 Gradient Negotiation Performance

Sr
No. Parameters Mode 1 Mode 2 Mode 3
1 Stop-start - % @ 25T 17.16 14.17 12.67
2 Flying - % @ 25T 24.58 22.12 17.99
The capability of the vehicle to accelerate from a speed of Okm/h to 60 km/h in terms of time (sec) is tested with 3 modes under controlled conditions. The results are provided in Table 3.
Table 3 Acceleration Performance

Sr
No. Parameters Model Mode 2 Mode 3
1 WOT 0-60 km/h time required sec @ 25T 33.7 43.2 61
The capability of the vehicle to attain the max speed (km/h) with 3 modes under controlled conditions is tested, the results are provided in Table 4
Table 4 Maximum Speed Performance

Sr
No. Parameters Mode 1 Mode 2 Mode 3
1 Max Speed - km/h @ 25T 104 102 89

We Claim
1. A multiple mode control system for a vehicle comprising
a vehicle control unit (40) is operably configured with manual
override switch (50), one or plurality of sensors, audio output means
(80) and ECU (20);
the vehicle control unit comprising
processor configured with Read Only Memory (ROM), Random
Access Memory (RAM), analog to digital converter, switch driver
and an optional communication engine and hard disk drive;
wherein an engine (10) of the vehicle that is configured with ECU
(20).
2. A multiple mode control system for a vehicle comprising
a vehicle control unit (40) is operably configured with manual
override switch (50), one or plurality of sensors, audio output means
(80) and ECU (20);
the vehicle control unit comprising
processor configured with Read Only Memory (ROM), Random
Access Memory (RAM), analog to digital converter, switch driver
and an optional communication engine and hard disk drive;
wherein the vehicle control unit (40) is characterized in
acquiring input signal from one or plurality of sensors relating to load, road gradient, road condition, vehicle condition but not limited to it;






processing the input signals and data, correlating it with the preloaded performance maps and arrive at / selecting the most effective operating mode in the vehicle controller (40); checking for manual override command by the vehicle control unit;
sending the output signal of the selected optimum operating mode to ECU (20) and providing audio output signal by the vehicle control unit;
receiving signal relating to the selection of specific operating mode in the ECU by the vehicle control unit (40); activating specific operating mode in the ECU (20) that is configured with an engine (10) of the vehicle wherein the said specific operating mode activates a set of parameters such as rail pressure, injection quantity and injection timing specific to operating modes.

3. A multiple mode control system as claimed in claim 1 wherein
the vehicle control unit (40) is configured with the engine control unit (20) and manual override switch (103), mode selection switch (104) and one or plurality of sensors (105) wherein the communication protocol (100 and 101) for the configuration is in the form of wired or wireless connections.
4. A multiple mode control system as claimed in claim 1 wherein the
control unit, manual switch, mode selection switch, and sensors are
configured using communication protocol selected from CAN, RFID,
WAN, Wired, SENT, LIN, Flexray, Infrared, Bluetooth, RS 232,
RS485, TCP/IP.

5. A multiple mode control system as claimed in claim 1 wherein the system operates in steps of:

receiving the inputs by the vehicle control unit(40) receives
inputs from load sensor (70), gradient sensor (60) and manual

override switch (50
communicating with the ECU (20) that selects operating mode
for the best fuel efficiency and vehicle performance based on
optimization of the three parameters namely rail pressure,

injection timing and injection quantity;
controlling of the parameters by the ECU (20) for the function of

the system;
communication of the selected operating mode together with the
optimized parameters namely Rail pressure, Injection timing,
injection quantity to engine (10) by ECU.
6. A multiple mode control system as claimed in claim 1 wherein the migration between multiple modes is achieved by a process of switching, either automatic or manual to enable variation of the transition time so that the transition is seamless to avoid any abruptness or jerks.
7. A multiple mode control system as claimed in claim 1 wherein the said sensors receive the signal/s from load sensor, gradient sensor, rain Sensor, Tire pressure, Brake position, Vehicle speed, Ambient Temp., Ambient Pressure, Gear Position, Fuel Level, Fuel Temp., Lambda sensor, NOx Sensor, Coolant Level, Oil Temp, Oil Press, Retarder, Boost Pressure, Boost Temp., Engine speed, GPS, Rail pressure, Injector needle lift.

8. A multiple mode control system as claimed in claims 1, 5 wherein
each of the said operating modes is dependent on independent sets of
values of the parameters such as rail pressure, injection quantity of
fuel and injection timing
wherein the said values are integrated in the said ECU; wherein these sets of parameters namely rail pressure, injection quantity and injection timing are specific to a selection mode, and provide the best optimized fuel economy and vehicle performance.
9. A multiple mode control system as claimed in claim 1 wherein the vehicle control unit (40) is connected to a switch (50) which overrides the automatic control in case of failure of the inputs from the said sensors.
10. A multiple mode control system as claimed in claim 9 wherein the system provides the driver periodically alert signals regarding the status of the "overriding mode" so that he can affect a changeover to the automatic mode at an appropriate time
wherein such overriding interventions are securely logged in the system that can be retrieved for routine monitoring.
11. A multiple mode control system as claimed in claims 1, 5 wherein the
method of working / operation to enable appropriate mode selection
comprises steps of:
initiating ignition and selecting auto or manual switch position;




optionally using manual switch selection enables selecting appropriate mode selection from either of the modes; if manual switch selection is not opted, the auto switch selection enables capturing signals from diverse sensors and selection of the appropriate mode using the said vehicle control unit (40); providing input from the said vehicle control unit (40) to ECU (20) to operate the engine accordingly.

12. A multiple mode control system as claimed in claims 1, 5, 11 wherein the system operates in steps of:

activating ignition to enable all sensors, system

functionalization;
acquiring input signal from Load sensor (70), Gradient sensor
(60) and other vehicle sensors by the vehicle controller (40);

processing the input signals and data, correlating it with the
already present data / performance maps and arrive at / selecting
the most effective operating mode in the vehicle controller (40);

checking for manual override command by the vehicle control
unit;

sending the output signal of best operating mode to ECU and
providing audio output signal by the vehicle control unit;

receiving signal relating to the selection of specific operating
mode in the ECU by the vehicle control unit (40);

activating specific operating mode in the ECU;

activating specific set of parameters such as rail pressure,
injection quantity and injection timing specific to operating

mode 1, 2 or 3;
selecting the mode of operation based on vehicle requirements in
the form of automatic control or override switch input;




displaying the indication in the form visible display on the
vehicle controller board as per the said input;
processing the parameters as per the mode selection in the ECU
to select the predefined fuel quantity, rail pressure and injection
timing;
communicating the signal from ECU to actuate the engine
common rail and injector to supply the selected quantity of fuel
at specified timing with specified pressure to the engine to
operate as per the selected / migrated mode.

13. A multiple mode control system as claimed in claims 1-12 wherein the vehicle is a compression ignition or spark ignition vehicle, hybrid, hydrogen fuel driven vehicle.
14. A multiple mode control system as claimed in claims 1-13 wherein the vehicle is selected from the category of commercial, light commercial, passenger that includes sports utility vehicle.
15. A multiple mode control system as claimed in claims 1-14 wherein the inputs to the said vehicle control unit for the automatic selection of mode are provided using a global positioning system.
16. A multiple mode control system as claimed in claims 1-15 wherein inputs to the vehicle control unit for the automatic selection of mode are provided from pre-loaded data for the routes and road conditions stored in the system.

17. A multiple mode control system as claimed in claims 1-16 wherein inputs to the vehicle control unit for the automatic selection of mode is provided from the driver's input for the road gradient and load carried in vehicle.