Description:TECHNICAL FIELD
[0001] The present invention relates to the field of an electric vehicle and, more particularly to a speed controlling system for a host vehicle and a method thereof for providing an automatic change in the speed of the vehicle with help of a motor controller at a same throttle position(s) depending on a plurality of vehicle parameters. This system helps in maintaining the pace of the vehicle while providing comfort to the user.
BACKGROUND
[0002] Gears are used to transfer torque and speed. The gears are mechanical devices that are responsible for the change in the direction, speed, and torque of a power device or a vehicle. It improves a driver's convenience while driving the vehicle on the road and minimized the chances of road accidents.
[0003] Many people face issues in an electric vehicle using a throttle while riding the vehicle for long hours because it creates fatigue and it requires the high attention of the rider. People need to continuously press the throttle to a higher extent as compared to an IC engine vehicle having more than one gear in the forward/reverse direction, even after achieving good speed, thereby causing fatigue/discomfort to the rider, which is a major cause of road accidents. Due to the limited comforts and safety features of the electric vehicle compared to an IC engine vehicle, the riders may face issues while riding, leading to fatal accidents. To overcome these difficulties, many technologies and features are added to the electric vehicle specifically.
[0004] Many systems and methods are available in the market for controlling the speed of the IC engine vehicle, more particularly having the automatic transmission. For example, the vehicle speed is controlled by adjusting a vehicle's torque by changing the physical gear either manually or automatically by using the throttle. But in case of the electric vehicle (having only one or two speed transmission system), there is still no such comfort provided to the rider because no multispeed gearbox is used in most of the electric vehicles. If the same gearbox (Manual or Automatic) as the IC engine vehicle is used in electric vehicles, this might give similar comfort to the electric vehicle's rider. But it adds up to a huge cost in the manufacturing of the electric vehicle and the servicing cost due to integration of the same. But there is no such system currently available that gives the same level of comfort to the rider of the electric vehicle without using the gearbox (Manual or Automatic) of the IC engine vehicle.
[0005] For example, C.N. patent 103635720 A discloses a method for controlling gear changes in an automatic transmission of a motor vehicle, having the following steps, predefining different upper threshold speeds of the motor vehicle at which a gear change into a next higher gear takes place, predefining different lower threshold speeds of the motor vehicle at which a gear change of the automatic transmission into a next lower gear takes place, wherein one or each upper threshold speed is assigned a lower threshold speed which forms a shift hysteresis that lies below the upper threshold speed by a predefined difference. Further, a gear change into the next higher gear takes place early already at the lower threshold speed or at a speed between the lower threshold speed and the upper threshold speed. The required torque of the internal combustion engine is calculated from the vehicle acceleration after the gear change in order to be able to attain or maintain the present vehicle acceleration or a predefined relatively reduced vehicle acceleration that is provided by the internal combustion engine. The predicted fuel consumption after the gear change is lower than the present fuel consumption by a predefined amount.
[0006] The above patent discloses an oil-engine-driven automatic gearbox gearshift that reduces the average fuel consumption of the internal-combustion engine of an automobile or driving automobile. The method is used for adopting the oil-engine driven automobile, also it is used for a hybrid vehicle that also uses one or more motoring automobiles except for internal-combustion engine.
[0007] In none of the conventional systems and devices, there is any specification of the motor controller that sets a target speed/torque range of a host vehicle according to the plurality of vehicle parameters and a motor receives electric power generated by an electric battery to drive the vehicle at the set target speed/torque range.
[0008] In light of the above-stated discussion, there is a need for a novel speed controlling system for a host vehicle and a method thereof for setting a target speed/torque range by using a motor controller via an ECU (Electronic Control Unit), hence eliminating the need for frequent changes in the throttle position for increasing or decreasing the speed of the vehicle & also to minimize the effort for pressing the throttle to a full position or to a certain position which is uncomfortable for the rider & may cause fatigue/discomfort to the rider, while trying to maintain the required speed as desired by the rider. This system is more convenient, effortless and involves less human intervention to press the throttle to different position(s) that may cause fatigue/discomfort to the rider for accomplishing the required vehicle's speed.
OBJECT OF THE DISCLOSURE
[0009] A primary objective of the present disclosure is to provide a speed controlling system for a host vehicle for eliminating the need for continuously pressing a throttle to maintain the required speed of the host vehicle as desired by a rider.
[0010] Another objective is to provide the speed controlling system for the host vehicle to provide comfort to the rider which the rider does not experience because of pressing the throttle continuously or pressing the throttle to different position(s) for a longer time.
[0011] Another objective is to provide the speed controlling system for the host vehicle for setting a target speed/torque range by using a motor controller via an ECU (Electronic Control Unit).
[0012] Another objective is to provide the speed controlling system for the host vehicle that is easy in design, economical, and reduces manual efforts of controlling the speed of the vehicle while riding the vehicle on the road.
[0013] Another object of the present invention is to provide the speed controlling system for the host vehicle that provides a seamless driving experience for the rider by making the system automatic to operate conveniently since the speed is always in control of the rider without moving the throttle at the different throttle position(s) which may cause fatigue/discomfort to the rider.
[0014] Another object of the present invention is to provide the system for controlling the host vehicle speed that reduces the chances of road accidents.
[0015] Another object of the present invention is to provide the system for controlling the host vehicle speed that is helpful in riding on a bumpy road, a dense traffic area, or a hilly road, among others.
[0016] Another object of the present invention is to provide the system for controlling the host vehicle speed that helps riders to be more aware and have a greater focus on the road as they do not have to divert their attention while riding to use the throttle continuously to change the speed of the host vehicle.
[0017] Yet another objective of the present invention is to provide the speed controlling system for the host vehicle that is cost-effective (both in terms of a manufacturing cost & a servicing cost) due to non-integration of a physical gear box (Manual or Automatic) in the host vehicle.
SUMMARY OF THE DISCLOSURE
[0018] The following is a summary description of illustrative embodiments of the invention. It is provided as a preface to assist those skilled in the art to more rapidly assimilate the detailed design discussion which ensues and is not intended in any way to limit the scope of the claims which are appended hereto in order to particularly point out the invention.
[0019] An embodiment of the present invention relates to a speed controlling system of a vehicle. The system includes a throttle, an electronic control unit (ECU), a motor controller, a motor, and an electric battery. Other embodiments of this aspect include corresponding architecture, apparatus, and computer programs recorded on one or more storage devices, each configured to perform the actions of the systems.
[0020] In accordance with an embodiment of the present invention, the throttle is configured for generating a throttle movement information via a throttle movement.
[0021] In accordance with an embodiment of the present invention, the electronic control unit (ECU) is communicably coupled with the throttle for decoding the throttle movement information to generate and send a speed request to increase or decrease a speed of the host vehicle.
[0022] In accordance with an embodiment of the present invention, the ECU is anyone of a Powertrain Control Module (PCM), a Body Control Module (BCM), or a Transmission Control Module (TCM)
[0023] In accordance with an embodiment of the present invention, the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU. Further, the plurality of vehicle parameters is anyone of at least one of a throttle position, a host vehicle speed (velocity) & pre-defined speed limit(s), a vehicle maximum speed vs maximum torque depending on a transmission system, a torque & pre-defined torque limit(s), an acceleration, a predefined time limit, a predefined distance limit, a SOC (state-of-charge) of the electric battery, and a SOH (state-of-health) of the electric battery, among others.
[0024] In accordance with an embodiment of the present invention, a mapping between a target speed/torque range and the throttle position depends on a throttle speed/torque curve that is anyone of a linear curve, a parabolic curve, a s-curve, or a lookup curve, among others.
[0025] In accordance with an embodiment of the present invention, the motor controller is communicably coupled with the ECU for setting the target speed/torque range of the host vehicle upon receiving the speed request from the ECU. Further, the motor controller generates a control signal to transmit/acquire required electric power from the electric battery depending on the plurality of vehicle parameters.
[0026] In accordance with an embodiment of the present invention, the motor is connected to the motor controller for receiving the electric power generated by the electric battery to drive the host vehicle at the target speed/torque range set by the motor controller. Further, the motor connects with a cog to turn a wheel of the host vehicle by receiving the electric power generated by the motor controller.
[0027] In accordance with an embodiment of the present invention, the motor is anyone of a DC (Direct Current) Series Motor, a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM), a Three Phase AC Induction Motors, or a Switched Reluctance Motors (SRM).
[0028] In accordance with an embodiment of the present invention, the vehicle is an electric vehicle that is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
[0029] In accordance with another embodiment of the present invention, a method for controlling a host vehicle speed is disclosed. The method includes a throttle, an electronic control unit (ECU), a motor controller, a motor, and an electric battery for performing multiple steps. Other embodiments of this aspect include corresponding architecture, apparatus, and computer programs recorded on one or more storage devices, each configured to perform the actions of the methods.
[0030] In accordance with an embodiment of the present invention, in the first step, the throttle is configured for generating a throttle movement information via a throttle movement. In the second step, the electronic control unit (ECU) is communicably coupled with the throttle for decoding the throttle movement information to generate and send a speed request to increase or decrease a speed of a host vehicle. Further, the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU. In the third step, the motor controller sets a target speed/torque range of the host vehicle upon receiving the speed request from the ECU. Further, the motor controller generates a control signal to transmit/acquire required electric power from the electric battery depending on the plurality of vehicle parameters. In the last step, the motor receives the electric power generated by the electric battery to drive the host vehicle at the target speed/torque range set by the motor controller.
[0031] These and other aspects herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawing. The foregoing objectives are attained by employing the speed controlling system and the method thereof for providing a seamless driving experience for the rider by making the system automatic to operate conveniently, since the speed is always in control of the rider without the frequent use of the throttle.
BRIEF DESCRIPTION OF DRAWINGS
[0032] To describe the technical solutions in the embodiments of the present disclosure or in the prior art more clearly, the following briefly describes the accompanying drawings required for describing the embodiments or the prior art. Apparently, the accompanying drawings in the following description merely show some embodiments of the present disclosure, and a person of ordinary skill in the art can derive other implementations from these accompanying drawings without creative efforts. All of the embodiments or the implementations shall fall within the protection scope of the present disclosure.
[0033] Fig. 1 is a block diagram illustrating a speed controlling system 100 of a vehicle in accordance with an embodiment of the invention;
[0034] Fig. 2 is a flowchart illustrating a method 200 for controlling vehicle speed in accordance with an embodiment of the invention;
[0035] Fig. 3 depicts multiple graphs illustrating a throttle speed/torque curve in accordance with an exemplary embodiment of the present invention; and
[0036] Fig. 4 depicts a graph 400 illustrating a S-curve 306 of the throttle speed/torque curve in accordance with another exemplary embodiment of the invention.
[0037] It should be noted that the accompanying figure is intended to present illustrations of a few examples of the present disclosure. The figure is not intended to limit the scope of the present disclosure. It should also be noted that the accompanying figure is not necessarily drawn to scale.
DETAILED DESCRIPTION
[0038] Those skilled in the art will be aware that the present disclosure is subject to variations and modifications other than those specifically described. It is to be understood that the present disclosure includes all such variations and modifications. The disclosure also includes all such steps, features, compositions and compounds referred to or indicated in this specification, individually or collectively, and any and all combinations of any or more of such steps or features.
[0039] For convenience, before further description of the present disclosure, certain terms employed in the specification, and examples are collected here. These definitions should be read in the light of the remainder of the disclosure and understood as by a person of skill in the art. The terms used herein have the meanings recognized and known to those of skill in the art, however, for convenience and completeness, particular terms and their meanings are set forth below.
[0040] The articles "a", "an" and "the" are used to refer to one or to more than one (i.e., to at least one) of the grammatical object of the article.
[0041] The terms "comprise" and "comprising" are used in the inclusive, open sense, meaning that additional elements may be included. It is not intended to be construed as "consists of only". Throughout this specification, unless the context requires otherwise the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated element or step or group of element or steps but not the exclusion of any other element or step or group of element or steps.
[0042] The term "including" is used to mean "including but not limited to". "Including" and "including but not limited to" are used interchangeably. The accompanying drawing is used to help easily understand various technical features and it should be understood that the alternatives presented herein are not limited by the accompanying drawing. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawing. Although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.
[0043] Conditional language used herein, such as, among others, "can," "may," "might," "may," “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain alternatives include, while other alternatives do not include, certain features, elements and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more alternatives or that one or more alternatives necessarily include logic for deciding, with or without other input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular alternative. The terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list.
[0044] Disjunctive language such as the phrase “at least one of X, Y, Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to present that an item, term, etc., may be either X, Y, or Z, or any combination thereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is not generally intended to, and should not, imply that certain alternatives require at least one of X, at least one of Y, or at least one of Z to each be present.
[0045] Fig. 1 is a block diagram illustrating a speed controlling system 100 of a vehicle in accordance with an embodiment of the invention. The system 100 includes a throttle102, an electronic control unit (ECU) 104, a motor controller 106, a motor 108, an electric battery 110. Other embodiments of this aspect include corresponding architecture, apparatus, and computer programs recorded on one or more storage devices, each configured to perform the actions of the systems.
[0046] In accordance with an embodiment of the present invention, the throttle 102 is configured for generating a throttle movement information via a throttle movement.
[0047] In accordance with an embodiment of the present invention, the electronic control unit (ECU) 104 is communicably coupled with the throttle 102 for decoding the throttle movement information to generate and send a speed request to increase or decrease a speed of the host vehicle.
[0048] In accordance with an embodiment of the present invention, the ECU 104 is anyone of a Powertrain Control Module (PCM), a Body Control Module (BCM), or a Transmission Control Module (TCM).
[0049] In accordance with an embodiment of the present invention, the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU 104. Further, the plurality of vehicle parameters is anyone of at least one of a throttle position, a host vehicle speed (velocity) & pre-defined speed limit(s), a vehicle maximum speed vs maximum torque depending on a transmission system, a torque & pre-defined torque limit(s), an acceleration, a predefined time limit, a predefined distance limit, a SOC (state-of-charge) of the electric battery 110, and a SOH (state-of-health) of the electric battery 110, among others.
[0050] In accordance with an embodiment of the present invention, the electronic control unit (ECU) 104 measures the plurality of vehicle parameters of the system 100 like the voltage, current, and motor speed, among others. Further, these plurality of vehicle parameters are collected & some are controlled by the motor controller 106. The combination of the ECU 104 and the motor controller 106 provides self-protection to the system 100 when any fault is detected in the system 100.
[0051] In accordance with an embodiment of the present invention, a mapping between the target speed/torque range and the throttle position depends on a throttle speed/torque curve (considering other parameters also) that is anyone of a linear curve 302 (refer fig.3), a parabolic curve 304, a s-curve 306, or a lookup curve 308, among others.
[0052] In accordance with an embodiment of the present invention, the motor controller 106 is communicably coupled with the ECU 104 for setting a target speed/torque range of the host vehicle upon receiving the speed request from the ECU 104. Further, the motor controller 106 generates a control signal to transmit/acquire required electric power from the electric battery 110 depending on the plurality of vehicle parameters.
[0053] In accordance with an embodiment of the present invention, the motor 108 is connected to the motor controller 106 for receiving the electric power generated by the electric battery 110 to drive the host vehicle at the target speed/torque range set by the motor controller 106. Further, the motor 108 connects with a cog to turn a wheel of the host vehicle by receiving the electric power generated by the motor controller 106.
[0054] In accordance with an embodiment of the present invention, the motor 108 is anyone of a DC (Direct Current) Series Motor, a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM), a Three Phase AC Induction Motors, or a Switched Reluctance Motors (SRM).
[0055] In accordance with an embodiment of the present invention, the vehicle is an electric vehicle that is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
[0056] Fig. 2 is a flowchart illustrating a method 200 for controlling vehicle speed in accordance with an embodiment of the invention. The method 200 includes a throttle 102, an electronic control unit (ECU) 104, a motor controller 106, a motor 108, an electric battery 110 for performing multiple steps. Other embodiments of this aspect include corresponding architecture, apparatus, and computer programs recorded on one or more storage devices, each configured to perform the actions of the methods.
[0057] In accordance with an embodiment of the present invention, in the first step, the throttle 102 is configured for generating a throttle movement information via a throttle movement, as shown in 202. In the second step, the electronic control unit (ECU) 104 is communicably coupled with the throttle 102 for decoding the throttle movement information (considering other parameters also) to generate and send a speed request to increase or decrease a speed of a host vehicle. Further, the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU 104, as shown in 204. In the third step, the motor controller 106 sets a target speed/torque range of the host vehicle upon receiving the speed request from the ECU 104, as shown in 206. Further, the motor controller 106 generates a control signal to transmit/acquire required electric power from the electric battery 110 depending on the plurality of vehicle parameters. In the last step, the motor 108 receives the electric power generated by the electric battery 110 to drive the host vehicle at the target speed/torque range set by the motor controller 106, as shown in 208.
[0058] In accordance with an embodiment of the present invention, the ECU 104 is anyone of a Powertrain Control Module (PCM), a Body Control Module (BCM), or a Transmission Control Module (TCM).
[0059] . Further, the plurality of vehicle parameters is anyone of at least one of a throttle position, a host vehicle speed (velocity) & pre-defined speed limit(s), a vehicle maximum speed vs maximum torque depending on a transmission system, a torque & pre-defined torque limit(s), an acceleration, a predefined time limit, a predefined distance limit, a SOC (state-of-charge) of the electric battery 110, and a SOH (state-of-health) of the electric battery 110, among others.
[0060] In accordance with an embodiment of the present invention, a mapping between the target speed/torque range and the throttle position depends on a throttle speed/torque curve that is anyone of a linear curve 302 (refer fig.3), a parabolic curve 304, a s-curve 306, or a lookup curve 308, among others.
[0061] In accordance with an embodiment of the present invention, the motor 108 is anyone of a DC (Direct Current) Series Motor, a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM), a Three Phase AC Induction Motors, or a Switched Reluctance Motors (SRM).
[0062] In accordance with an embodiment of the present invention, the motor 108 connects with a cog to turn a wheel of the host vehicle by receiving the electric power generated by the motor controller 106.
[0063] In accordance with an embodiment of the present invention, the vehicle is an electric vehicle that is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
[0064] Fig. 3 depicts multiple graphs illustrating the throttle speed/torque curve, according to an exemplary embodiment of the present invention. Plot 302 shows the linear curve between the target speed/torque range and the throttle movement percentage. This allows the target speed/torque range to change at the same rate for all throttle positions. This means, the rider has to press the throttle 102 for a long time, and again and again for increasing the speed of the host vehicle.
[0065] Plot 304 shows the parabolic curve between the target speed/torque range and the throttle movement percentage. This provides a better riding experience since the target speed/torque range changes at low throttle values. This means, the rider puts less effort to press the throttle 102 for increasing or decreasing the speed of the host vehicle.
[0066] Plot 306 shows the S-curve between the target speed/torque range and the throttle movement percentage. This combines the advantages of linear curve 302 and parabolic curve 304. At low throttle values the target speed/torque range changes according to the choice of the rider, and at the same throttle position, the rider easily increases the target speed/torque range linearly which provides good control of the speed of the host vehicle. The S-Curve 306 throttle relationship allows the feature to operate in its best mode. It gives the best riding experience to a rider.
[0067] Plot 308 shows the lookup curve between the target speed/torque range and the throttle movement percentage. This allows any relationship between the throttle movement and the target speed/torque range, with their advantages and disadvantages. Every curve (302,304,306,308) provides the different riding experience.
[0068] Fig. 4 depicts a graph 400 illustrating the S-curve of the throttle speed/torque curve in accordance with another exemplary embodiment of the invention. In the graph 400, the S-curve shows the target speed/torque range with respect to the percentage of the throttle movement.
[0069] Plot 402 shows the target speed/torque range when the rider has to apply a very minimal amount of effort to push the throttle 102 to increase the target speed/torque range of the host vehicle.
[0070] Plot 404 shows the target speed/torque range when the rider applies a higher throttle 102 than plot 402 to increase the target speed/torque range further.
[0071] Plot 406 shows the target speed/torque range when the rider applies a little higher throttle 102 than plot 404 to further increase the target speed/torque range.
[0072] Plot 408 shows the target speed/torque range when the rider applies a little greater throttle 102 than plot 406 for again increasing the target speed/torque range.
[0073] When the rider wants to increase the target speed/torque range to the full speed range, then the rider again applies a minimal higher throttle 102 than plot 408 to increase the target speed/torque range again, as shown in plot 410. This allows the rider to increase the target speed/torque range again and again by applying a minimal throttle 102 or by putting very less effort to move the throttle position. The user easily increases the target speed/torque range without pushing the throttle 102 for a long time.
[0074] In accordance with another exemplary embodiment of the present invention, when the rider is driving their vehicle in a dense traffic area and the rider wants to frequently alter the speed of the host vehicle to move forward with the traffic. At that time, the rider moves the throttle 102 by putting very less effort and the ECU 104 decodes that the rider wants to accelerate the host vehicle. Further, the ECU 104 sends the speed request to the motor controller 106 for increasing the speed of the host vehicle. Further, the motor controller 106 set the target speed/torque range on which the rider wants to move the host vehicle and generates the control signal to transmit/acquire required electric power from the electric battery 110 depending on the plurality of vehicle parameters. Further, the motor 108 drives the host vehicle at the set target speed/torque range. Therefore, for moving the host vehicle at different speeds in different traffic conditions, the rider need not to push the throttle 102 frequently and for a long time.
[0075] In accordance with another exemplary embodiment of the present invention, when the rider is driving their vehicle at the same speed for a long time, the rider needs to increase or decrease the speed according to the torque generated by the host vehicle. In this case, the rider presses the throttle 102 to send the throttle movement information to the ECU 104 regarding increasing or decreasing the speed of the host vehicle because the throttle movement information is related to the torque of the host vehicle. The ECU 104 decodes the throttle movement information and increases or decreases the speed of the host vehicle by using the combination of the motor 108 and the motor controller 106.
[0076] Similarly, in accordance with another exemplary embodiment of the present invention, when the rider is driving their vehicle at the same speed for a long time, the rider needs to increase or decrease the speed according to the acceleration of the host vehicle. In this case, the rider presses the throttle 102 to send the throttle movement information to the ECU 104 regarding increasing or decreasing the speed of the host vehicle because the throttle movement information is related to the acceleration of the host vehicle. The ECU 104 decodes the throttle movement information and increases or decreases the speed of the host vehicle by using the combination of the motor 108 and the motor controller 106.
[0077] In accordance with an advantageous embodiment of the present invention, the present invention helps in eliminating the need for continuously pressing the throttle 102 to maintain the required speed of the host vehicle as desired by a rider. Further, this invention helps in providing comfort to the rider which the rider does not experience because of pressing the throttle 102 continuously or pressing the throttle 102 to different position(s) for a longer time.
[0078] In accordance with another advantageous embodiment of the present invention, the plurality of vehicle parameters also includes the SOC and the SOH of the electric battery 110. The rider decides the target speed/torque range according to the SOC and the SOH of the electric battery 110. So that the rider completes their ride without any difficulty.
[0079] In accordance with another advantageous embodiment of the present invention, the present invention is easy in design, economical, and reduces manual efforts of controlling the speed of the host vehicle while riding the host vehicle on the road. Further, this invention provides a seamless driving experience for the rider by making the system 100 automatic to operate conveniently since the speed is always in control of the rider without moving the throttle 102 at the different throttle position(s) which may cause fatigue/discomfort to the rider.
[0080] In accordance with another advantageous embodiment of the present invention, the present invention helps in reducing the chances of road accidents. Further, this invention is helpful in riding on a bumpy road, a dense traffic area, or a hilly road, among others.
[0081] In accordance with another advantageous embodiment of the present invention, the present invention helps the rider to be more aware and have a greater focus on the road as they do not have to divert their attention while riding to use the throttle 102 continuously to change the speed of the host vehicle. This is a cost-effective invention (both in terms of a manufacturing cost & a servicing cost) due to non-integration of a physical multispeed gear box (Manual or Automatic) in the host vehicle.
[0082] In accordance with an alternative embodiment of the present invention, a communication interface may be configured with the ECU 104 of the system 100. Further, the communication interface is anyone of a CAN (Controller Area Network), a LIN (Local Interconnect Network), a UART (Universal Asynchronous Receiver Transmitter), among others. The communication interface is configured to enable the motor controller 106 to share the data with an external system or other devices. This is used for establishing communication between the present invention's vehicle with the proximity vehicles. The communication interface helps in informing the speed of the present invention's vehicle to the proximity vehicle. Therefore, it avoids collision of the present invention's vehicle with the proximity vehicle.
[0083] While the detailed description has shown, described, and pointed out novel features as applied to various alternatives, it can be understood that various omissions, substitutions, and changes in the form and details of the devices or algorithms illustrated can be made without departing from the scope of the disclosure. As can be recognized, certain alternatives described herein can be embodied within a form that does not provide all of the features and benefits set forth herein, as some features can be used or practiced separately from others.
[0084] The disclosures and the description herein are intended to be illustrative and are not in any sense limiting the invention, defined in scope by the following claims.
, C , Claims:We claim,
1. A speed controlling system for a host vehicle, comprising:
a throttle 102, wherein the throttle 102 generates a throttle movement information via a throttle movement;
an electronic control unit (ECU) 104 communicably coupled with the throttle 102 for decoding the throttle movement information to generate and send a speed request to increase or decrease a speed of the host vehicle, wherein the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU 104;
a motor controller 106 communicably coupled with the ECU 104 for setting a target speed/torque range of the host vehicle upon receiving the speed request from the ECU 104, wherein the motor controller 106 generates a control signal to transmit or acquire required electric power from an electric battery 110 depending on the plurality of vehicle parameters; and
a motor 108 connected to the motor controller 106 for receiving the electric power generated by the electric battery 110 to drive the host vehicle at the target speed/torque range set by the motor controller 106.
2. The system 100 as claimed in claims 1, wherein the motor 108 connects with a cog to turn a wheel of the host vehicle by receiving the electric power generated by the motor controller 106.
3. The system 100 as claimed in claims 1, wherein the motor 108 is anyone of a DC (Direct Current) Series Motor, a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM), a Three Phase AC Induction Motors, or a Switched Reluctance Motors (SRM).
4. The system 100 as claimed in claim 1, wherein the host vehicle is an electric vehicle that is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
5. The system 100 as claimed in claim 1, a mapping between the target speed/torque range and the throttle position depends on a throttle speed/torque curve that is anyone of a linear curve 302, a parabolic curve 304, a s-curve 306, or a lookup curve 308, among others.
6. The system 100 as claimed in claim 1, wherein the plurality of vehicle parameters is anyone of at least one of a throttle position, a host vehicle speed (velocity) & pre-defined speed limit(s), a vehicle maximum speed vs maximum torque depending on a transmission system, a torque & pre-defined torque limit(s), an acceleration, a predefined time limit, a predefined distance limit, a SOC (state-of-charge) of the electric battery 110, and a SOH (state-of-health) of the electric battery 110, among others.
7. The system 100 as claimed in claim 1, wherein the ECU 104 is anyone of a Powertrain Control Module (PCM), a Body Control Module (BCM), or a Transmission Control Module (TCM).
8. A method for controlling a host vehicle speed, comprising:
generating, by a throttle 102, a throttle movement information via a throttle movement;
decoding, by an electronic control unit (ECU) 104 communicably coupled with the throttle102, the throttle movement information to generate and send a speed request to increase or decrease a speed of a host vehicle, wherein the throttle movement information relates to a plurality of vehicle parameters that are stored in the ECU 104;
setting, by a motor controller 106, a target speed/torque range of the host vehicle upon receiving the speed request from the ECU 104, wherein the motor controller 106 generates a control signal to transmit or acquire required electric power from an electric battery 110 depending on the plurality of vehicle parameters; and
receiving, by a motor 108, the electric power generated by the electric battery 110 to drive the host vehicle at the target speed/torque range set by the motor controller 106.
9. The method 200 as claimed in claim 8, wherein the motor 108 connects with a cog to turn a wheel of the host vehicle by receiving the electric power generated by the motor controller 106.
10. The method 200 as claimed in claim 8, wherein the motor 108 is anyone of a DC (Direct Current) Series Motor, a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM), a Three Phase AC Induction Motors, or a Switched Reluctance Motors (SRM).
11. The method 200 as claimed in claim 8, wherein the host vehicle is an electric vehicle that is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
12. The method 200 as claimed in claim 8, a mapping between the target speed/torque range and the throttle position depends on a throttle speed/torque curve that is anyone of a linear curve 302, a parabolic curve 304, a s-curve 306, or a lookup curve 308, among others.
13. The method 200 as claimed in claim 8, wherein the plurality of vehicle parameters is anyone of at least one of a throttle position, a host vehicle speed (velocity) & pre-defined speed limit(s), a vehicle maximum speed vs maximum torque depending on a transmission system, a torque & pre-defined torque limit(s), an acceleration, a predefined time limit, a predefined distance limit, a SOC (state-of-charge) of the electric battery 110, and a SOH (state-of-health) of the electric battery 110, among others.
14. The method 200 as claimed in claim 8, wherein the ECU 104 is anyone of a Powertrain Control Module (PCM), a Body Control Module (BCM), or a Transmission Control Module (TCM).