Claims:We claim:

1. A method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition, comprising:
receiving, by a first control unit, an input signal from at least one of an accelerator knob and an accelerator switch associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle; and
controlling, by the first control unit, the engine RPM of the vehicle based on the input signal, wherein said controlling is performed until accelerator pedal of the vehicle is pressed.

2. The method as claimed in claim 1, wherein the accelerator knob and the accelerator switch are hand operated by a driver to control the engine RPM.

3. The method as claimed in claim 1, wherein the accelerator switch is coupled to a solenoid connected to an accelerator cable of the vehicle, to increase the engine RPM to a predefined value of RPM.

4. A first control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition, comprises:
a processor; and
a memory communicatively coupled to the processor, wherein the memory stores processor-executable instructions, which, on execution, cause the processor to:
receive an input signal from at least one of an accelerator knob and an accelerator switch associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle; and
control the engine RPM of the vehicle based on the input signal, wherein said controlling is performed until an accelerator pedal of the vehicle is pressed.

5. The first control unit as claimed in claim 4, wherein the accelerator knob and the accelerator switch are hand operated to control the engine RPM.

6. The first control unit as claimed in claim 4, wherein the accelerator switch is coupled to a solenoid connected to accelerator cable of the vehicle, to increase the engine RPM to a predefined value of RPM.

7. A method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition, comprising:
receiving, by a second control unit, a signal from at least one of a gradient sensor and a load sensor associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle; and
controlling, by the second control unit, the engine RPM of the vehicle when the signal reaches a predefined value, by operating a throttle associated with engine of the vehicle.

8. The method as claimed in claim 7, wherein the throttle is configured to vary air flow to the engine based on the signal for controlling the engine RPM of the vehicle.

9. The method as claimed in claim 7, wherein the gradient sensor senses gradient value of a path associated with the vehicle and the load sensor senses a weight value of load associated with the vehicle.

10. A second control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition, comprises:
a processor; and
a memory communicatively coupled to the processor, wherein the memory stores processor-executable instructions, which, on execution, cause the processor to:
receive a signal from at least one of a gradient sensor and a load sensor associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle; and
control engine RPM of the vehicle when the signal reaches a predefined value, by operating a throttle associated with engine of the vehicle.

11. The second control unit as claimed in claim 10, wherein the throttle is configured to vary air flow in the engine based on the signal, for controlling the engine RPM of the vehicle.

12. The second control unit as claimed in claim 10, wherein the gradient sensor senses gradient value of a path associated with the vehicle and the load sensor senses a weight value of load associated with the vehicle.

13. A method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition, comprising;
activating, by a third control unit, an Antilock Braking System (ABS) associated with a vehicle, to apply brake when a clutch pedal and a brake pedal are pressed and one of a first gear and a reverse gear is engaged in the vehicle;
monitoring, by the third control unit, an accelerator pedal associated with vehicle upon activating the ABS; and
deactivating, by the third controlling unit, the ABS to release the brake when the accelerator pedal is pressed for controlling the engine RPM.

14. The method as claimed in claim 13, wherein the step of deactivating is performed when one of, the accelerator pedal is pressed for a predefined amount of time and a predefined engine RPM is achieved.

15. A third control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in hill gradient under braking condition, comprises:
a processor; and
a memory communicatively coupled to the processor, wherein the memory stores processor-executable instructions, which, on execution, cause the processor to:
activate an Antilock Braking System (ABS) associated with a vehicle, to apply brake when a clutch pedal and a brake pedal are pressed and one of a first gear and a reverse gear is engaged in the vehicle;
monitor an accelerator pedal associated with vehicle upon activating the ABS; and
deactivate the ABS to release the brake when the accelerator pedal is pressed for controlling the engine RPM.

16. The third control unit as claimed in claim 15, wherein the ABS is deactivated when one of, the accelerator pedal is pressed for a predefined amount of time and a predefined engine RPM is achieved.
, Description:TECHNICAL FIELD
The present disclosure relates to automobiles. Particularly, but not specifically, the present disclosure relates to system and method for controlling engine Revolutions Per Minute (RPM) in a vehicle.

BACKGROUND
Vehicles can be driven in various types of terrain. For example, a plain terrain, a hilly terrain, a muddy terrain and so on. In current scenarios, driving a manually transmitted vehicle in a hilly gradient is difficult. Especially, when the vehicle has to move from a stand still position in the hilly gradient paths. In such situations, a driver of the vehicle may have to control a clutch pedal, an accelerator pedal and a brake pedal simultaneously to avoid rolling of the vehicle. Often time, the driver may experience fatigue while controlling the clutch, the brake and the accelerator pedal.

Conventional systems take control of such situations to avoid rolling of the vehicle. However, the conventional systems are autonomous systems which work independent of driver actions. Here, the conventional systems take complete control of the vehicle when a gradient is detected. Then, the conventional systems provide control mechanisms to autonomously drive through the gradient. Often times, such autonomous systems may not be reliable. Also, when there is a failure of the system, control of the vehicle may have to be given to the driver immediately. Under such circumstances, the vehicle is prone to be damaged.

The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

SUMMARY
In an embodiment, the present disclosure relates to a method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition. The method comprises receiving, by a first control unit, an input signal from at least one of an accelerator knob and an accelerator switch associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle and controlling the engine RPM of the vehicle based on the input signal, where the controlling is performed until accelerator pedal of the vehicle is pressed.
In an embodiment, the present disclosure relates to a first control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition. The first control unit comprises a processor and a memory communicatively coupled to the processor, where the memory. The processor is configured to receive an input signal from at least one of an accelerator knob and an accelerator switch associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle and control the engine RPM of the vehicle based on the input signal, wherein said controlling is performed until an accelerator pedal of the vehicle is pressed.

In an embodiment, the present disclosure relates to a method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition. The method comprises receiving, by a second control unit, a signal from at least one of a gradient sensor and a load sensor associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle and controlling the engine RPM of the vehicle when the signal reaches a predefined value, by providing the signal to a throttle associated with engine of the vehicle.

In an embodiment, the present disclosure relates to a second control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition. The second control unit comprises a processor and a memory. The processor is configured to receive a signal from at least one of a gradient sensor and a load sensor associated with a vehicle, when a clutch pedal and a brake pedal of the vehicle are pressed and one of a first gear and a reverse gear is engaged in the vehicle and control engine RPM of the vehicle when the signal reaches a predefined value, by providing the actuation signal to throttle associated with engine of the vehicle.

In an embodiment, the present disclosure relates to a method for controlling engine Revolutions Per Minute (RPM) of a vehicle in a hill gradient under braking condition. The method comprises activating, by a third control unit, an Antilock Braking System (ABS) associated with a vehicle, to apply brake when a clutch pedal and a brake pedal are pressed and one of a first gear and a reverse gear is engaged in the vehicle, monitoring an accelerator pedal associated with vehicle upon activating the ABS and deactivating the ABS to release the brake when the accelerator pedal is pressed.

In an embodiment, the present disclosure relates to a third control unit for controlling engine Revolutions Per Minute (RPM) of a vehicle in hill gradient under braking condition. The third control unit comprises a processor and a memory. The processor is configured to activate an Antilock Braking System (ABS) associated with a vehicle, to apply brake when a clutch pedal and a brake pedal are pressed and one of a first gear and a reverse gear is engaged in the vehicle, monitor an accelerator pedal associated with vehicle upon activating the ABS and deactivate the ABS to release the brake when the accelerator pedal is pressed.

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 DRAWINGS
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 shows an exemplary block diagram of a vehicle comprising a first control unit for controlling RPM of an engine, in accordance with some embodiments of the present disclosure;

Figure 2 shows a flowchart illustrating method steps for controlling RPM of an engine, in accordance with some embodiments of the present disclosure;

Figure 3 shows an exemplary flowchart illustrating method steps for controlling RPM of an engine using an accelerator knob, in accordance with some embodiments of the present disclosure;

Figure 4 shows an exemplary flowchart illustrating method steps for controlling RPM of an engine using an accelerator switch, in accordance with some embodiments of the present disclosure;

Figure 5 shows an exemplary block diagram of a vehicle comprising a second control unit for controlling RPM of an engine, in accordance with some embodiments of the present disclosure;

Figure 6 shows an exemplary flowchart illustrating method steps for controlling RPM of an engine, in accordance with some embodiments of the present disclosure;

Figure 7 shows an exemplary block diagram of a vehicle comprising a third control unit for controlling RPM of an engine, in accordance with some embodiments of the present disclosure; and

Figure 8 shows an exemplary flowchart illustrating method steps for controlling RPM of an engine, in accordance with some embodiments of the present disclosure.

It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.

DETAILED DESCRIPTION
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 embodiment thereof has been shown by way of example in the drawings and will be described in detail 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 inclusion, such that a setup, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

Embodiments of the present disclosure relate to a system and methods for controlling engine Revolutions Per Minute (RMP)of a vehicle. The system comprises a first control unit, a second control unit and a third control unit. Each of the control units employ a method for controlling the engine RPM.

Figure 1 shows an exemplary block diagram of a vehicle 100. The vehicle comprises a first control unit 101, an accelerator knob 102, an accelerator switch 103, a solenoid 104, an accelerator pedal 105, an accelerator pedal cable 105A, a brake pedal 106, a brake pedal cable 106A, a clutch pedal 107, a clutch pedal cable 107A, a gear 108 and an engine 109. The accelerator knob 102 is a provision for providing a supplementary acceleration to the vehicle 100. The accelerator knob 102 may be applied when the engine 109 has a low Revolutions Per Minute (RPM). The first control unit 101 is configured to receive an input from the accelerator knob 102 when the accelerator pedal 105 is not pressed. When the first control unit 101 detects the accelerator pedal 105 is not pressed and the brake pedal 106 and the clutch pedal 107 are pressed, inputs from the accelerator knob 102 is received. Further, the first control unit 101 continues to receive inputs from the accelerator knob 102 until the accelerator pedal 105 is pressed by the driver, upon releasing the brake pedal 106 and the clutch pedal 107. When the accelerator pedal 105 is pressed, the first control unit 101 ceases to receive inputs from the accelerator knob 102, and instead receives inputs from the accelerator pedal 105. The accelerator knob 102 helps in increasing acceleration, thereby increasing engine RPM.

In an embodiment, the accelerator knob 102 may be hand operated by a driver of the vehicle 100. In an embodiment, the accelerator knob 102 may be fixed to body of the vehicle 100 adjacent to steering of the vehicle 100. In an embodiment, the accelerator knob 102 may be fixed to the body of the vehicle 100 such that the driver may access the accelerator knob 102 with ease.

In an embodiment, the accelerator knob 102 may be operated by pulling or pushing the accelerator knob 102. When the knob is operated, a predefined amount of engine RPM may be increased. In an embodiment, the increase in engine RPM may be based on amount of operation of the accelerator knob 102.

In an embodiment, the accelerator knob 102 may be activated when the clutch pedal and the brake pedal are pressed, and one of a first gear and a reverse gear is engaged. In an embodiment, the said condition may be achieved while the vehicle 100 is driven in a hilly gradient.

The accelerator switch 103 is a provision for increasing acceleration of the vehicle 100. The accelerator switch 103 may be connected to the solenoid 104, which in turn is connected to the accelerator pedal cable 105A. Upon pressing the accelerator switch 103, a signal is passed to the solenoid 104. The solenoid 104 receives the signal from the accelerator switch 103 and may close a pair of contacts for providing an acceleration signal to the first control unit 101. The acceleration signal may be carried to the first control unit 101 through the accelerator pedal cable 105A. The first control unit 101 receives the acceleration signal from the solenoid 104 when the accelerator pedal 105 is not pressed. The first control unit 101 receives the acceleration signal from the solenoid 104 until the accelerator pedal 105 is pressed, and ceases to receive the acceleration signal when the accelerator pedal 105 is pressed. When the first control unit 101 detects the accelerator pedal 105 is not pressed and the brake pedal 106 and the clutch pedal 107 are pressed, inputs from the accelerator switch 103 is received. Further, the first control unit 101 continues to receive inputs from the accelerator switch 103 until the accelerator pedal 105 is pressed by the driver, upon releasing the brake pedal 106 and the clutch pedal 107.

In an embodiment, the accelerator switch 103 may be fixed on the steering, or on the body of the vehicle 100 such that the accelerator switch 103 is accessed by the driver with ease.

In an embodiment, the accelerator switch 103 may be activated when the clutch pedal 107 and the brake pedal 106 are pressed, and one of a first gear and a reverse gear is engaged. In an embodiment, the said condition may be achieved while the vehicle 100 is driven in a hilly gradient.

In an embodiment, the gear 108 is monitored by the first control unit 101 to identify which gear is engaged.

In an embodiment, the first control unit 101 controls RPM of the engine 109 upon receiving inputs from one of the accelerator knob 102 and the accelerator switch 103. In an embodiment, the vehicle 100 can include one of the accelerator knob 102 and the accelerator switch 103. In an embodiment, the vehicle 100 may include both the accelerator knob 102 and the accelerator switch 103 for providing redundancy.

In an embodiment, the accelerator switch 103 may increase RPM of the engine 109 by a predefined value.

Figure 2, 3, 4, 6 and 8 show a flow chart, each flowchart illustrating a method for controlling RPM of the engine 109 in the vehicle 100, in accordance with some embodiments of the present disclosure.

As illustrated in Figure 2, 3, 4, 6 and 8, the methods 200, 200A, 200B, 600 and 800 may comprise one or more steps for controlling RPM of the engine 109 in the vehicle 100, in accordance with some embodiments of the present disclosure. The methods 200, 200A, 200B, 600 and 800 may be described in the general context of computer executable instructions. Generally, computer executable instructions can include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.

The order in which the methods 200, 200A, 200B, 600 and 800 are described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

Referring to Figure 2. At step 201, the first control unit 101 receives an input signal from at least one of the accelerator knob 102 and the accelerator switch 103. The input signal is received when the clutch pedal 107 and the brake pedal 106 are pressed, and the gear 108 is engaged in one of a first gear and a reverse gear.

At step 202, the first control unit 101 controls RPM of the engine 109 based on the input signal. Here, the first control unit 101 detects that the vehicle 100 needs a supplementary acceleration when the clutch pedal 107 and the brake pedal 106 are pressed. For instance, when the vehicle 100 is on a hilly terrain, the vehicle 100 may require additional acceleration when then brake pedal 106 and the clutch pedal 107 are pressed. When the brake pedal 106 and the clutch pedal 107 are pressed, RPM of the engine 109 reduces. In this condition, the accelerator knob 102 or the accelerator switch 103 provides necessary acceleration when the brake pedal 106 and the clutch pedal 107 are pressed. As a result of the acceleration, RPM of the engine 109 increases.

In one embodiment, the first control unit 101 may receive the input signal from the accelerator knob 102. Figure 3 illustrates method steps for controlling RPM of the engine 109 based on the accelerator knob 102.

At step 301, the first control unit 101 checks whether the clutch pedal 107 and the brake pedal 106 are pressed, and one of, the first gear and the reverse gear is engaged.

At step 302, the first control unit 101 identifies whether the accelerator pedal 105 is pressed. When the accelerator pedal is pressed, step 303A is executed, and when the accelerator pedal 105 is not pressed, step 303B is executed.

At step 303A, the first control unit 101 receives inputs from the accelerator pedal 105. Here, the first control unit 101 detects that the vehicle 100 is in control of the driver, and the driver may not require supplementary acceleration to navigate the path.

At step 303B, the first control unit 101 activates the accelerator knob 102 and waits to receive input from the accelerator knob 102. Upon receiving inputs from the accelerator knob 102, the first control unit 101 detects that the vehicle 100 may be in a hilly gradient, the driver may require supplementary acceleration to navigate the path.

At step 304, the first control unit 101 controls RPM of the engine 109 based on the input received from one of the accelerator pedal 105 and the accelerator knob 102. Here, as the acceleration is provided, the first control unit 101 configures a throttle to allow more air to flow into the engine 109, thereby increasing the RPM.

In one embodiment, the first control unit 101 may receive the input signal from the accelerator switch 103. Figure 4 illustrates method steps for controlling RPM of the engine 109 based on the accelerator switch 103.

At step 401, the first control unit 101 checks whether the clutch pedal 107 and the brake pedal 106 are pressed, and one of, the first gear and the reverse gear is engaged.

At step 402, the first control unit 101 identifies whether the accelerator pedal 105 is pressed. When the accelerator pedal is pressed, step 403A is executed, and when the accelerator pedal 105 is not pressed, step 403B is executed.

At step 403A, the first control unit 101 receives inputs from the accelerator pedal 105. Here, the first control unit 101 detects that the vehicle 100 is in control of the driver, and the driver may not require supplementary acceleration to navigate the path.

At step 403B, the first control unit 101 activates the accelerator switch 103 and waits to receive input from the accelerator switch 103. Upon receiving inputs from the accelerator switch 103, the first control unit 101 detects that the vehicle 100 may be in a hilly gradient, and the driver may require supplementary acceleration to navigate the path. The accelerator switch 103 is coupled to the solenoid 104. The solenoid 104 receives the signal from the accelerator switch 103 and may close a pair of contacts for generating an acceleration signal to the first control unit 101. The acceleration signal may be carried to the first control unit 101 through the accelerator pedal cable 105A.

At step 404, the first control unit 101 controls the engine 109 based on the input received from one of the accelerator pedal 105 and the accelerator switch 103. Here, as the acceleration is provided, the first control unit 101 configures a throttle to allow more air to flow into the engine 109, thereby increasing the RPM.

Figure 5 shows an exemplary block diagram of the vehicle 100. The vehicle 100 comprises the second control unit 501, a load sensor 502, a gradient sensor 503, the accelerator pedal 105, the brake pedal 106, the clutch pedal 107, the gear 108 and the engine 109. The load sensor 502 may determine load of the vehicle. When the load of the vehicle is more than a predefined value, the second control unit 501 may operate the throttle to increase RPM of the engine 109. Here, RPM of the engine 109 may be increased by a predefined value. In an embodiment, the gradient sensor 503 may measure gradient of a path on which the vehicle 100 moves. The gradient indicates inclination of the path from a reference plane. When the gradient is more than a predefined value, the second control unit 501 operates the throttle to increase RPM of the engine 109. Here, RPM of the engine 109 may be increased by a predefined value.

The second control unit 501 monitors a throttle position sensor (not shown in figure) to determine position of the throttle. Further, an actuator present on a throttle body is controlled by the second control unit 501 to adjust position of the throttle such that enough air is injected into the engine 109 to achieve the predefined RPM of the engine 109.

In an embodiment, the throttle may be operated when the clutch pedal 107 and the brake pedal 106 are pressed, and one of a first gear and a reverse gear is engaged.

Referring now to Figure 6. At step 600, the second control unit 501 receives a signal from at least one of the load sensor 502 and the gradient sensor 503. The second control unit 501 receives a signal indicative of at least one of a load of the vehicle 100 and gradient of the path in which the vehicle 100 moves. The load of the vehicle is received from the load sensor 502 and the gradient of the path is received from the gradient sensor 503.

At step 602, the second control unit 502 controls the throttle of the vehicle 100 based on the signal. The second control unit 501 operates the throttle to allow air flow into the engine 109, thereby increasing RPM of the engine 109. In an embodiment, the air flow into the engine 109 can be regulated such that a predefined RPM of the engine 109 is achieved.

Figure 7 shows an exemplary block diagram of a vehicle 100. The vehicle 100 comprises a third control unit 701, an Antilock Braking System (ABS) 702, a brake 703, the accelerator pedal 105, the brake pedal 106, the clutch pedal 107, the gear 108, and the engine 109. The ABS 702 allow wheels of the vehicle 100 to maintain tractive contact with the path, while braking. This prevents locking of the wheels, thereby reduces uncontrolled skidding of the vehicle 100. The ABS 702 acts on the brakes 703, coupled to the wheels of the vehicle 100.

In an embodiment, the ABS 702 may be activated when the clutch pedal 107 and the brake pedal 106 are pressed. In one embodiment, the ABS 702 may be activated when one of a first gear and a reverse gear is engaged. In an embodiment, said condition may be achieved while the vehicle 100 is driven in a hilly gradient. In an embodiment, the ABS 702 may be activated when RPM of the engine 109 is less than a predefined value.

In an embodiment, the ABS 702 is activated for a predefined time interval or until a predefined RPM of the engine 109 is achieved. Here, when the ABS 702 is activated, the brakes 703 are applied to hold the wheels. The ABS 702 stays activated until the accelerator pedal 105 is pressed and a predefined RPM of the engine 109 is achieved. Alternatively, the ABS 702 may be activated for a predefined time interval, providing the driver enough time to release the brake pedal 106 and the clutch pedal 107 to increase acceleration by pressing the accelerator pedal 105.

Referring now to Figure 8. At step 801, the third control unit 701 activates the ABS 702. When the ABS 702 is activated, the brakes 703 are applied on the wheels, thus preventing the vehicle 100 from rolling. The ABS 702 is activated when the clutch pedal 107 and the brake pedal 106 are pressed, and the first gear or the reverse gear is engaged.

At step 802, the third control unit 701 monitors the accelerator pedal 105. Here, the third control unit 701 checks whether the accelerator pedal 105 is pressed.

At step 803, the third control unit 701 deactivates the ABS 702 when the accelerator pedal 105 is pressed. When the ABS 702 is deactivated, the brakes 703 are released from the wheels, thus allowing movement of the wheels. Also, when the accelerator pedal 105 is pressed, and upon achieving desired RPM of the engine 109, the vehicle 100 sets into motion in desired direction.

In an embodiment, the ABS 702 may be activated for a predefined time interval. In on embodiment, the ABS 702 may be activated until a predefined RPM of the engine 109 is achieved.

In an embodiment, the first control unit 101, the second control unit 501 and the third control unit 701 may be coupled to a central Electronic Control Unit (ECU) of the vehicle 100. Alternatively, the first control unit 101, the second control unit 501 and the third control unit 701 may be implemented as modules of the ECU.

In an embodiment, components of Figure 1, components of Figure 5b and components of Figure 7 may relate to a single system.

The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.

The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise.

The enumerated listing of items does not imply that any or all of the items are mutually exclusive, unless expressly specified otherwise. The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.

A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.

When a single device or article is described herein, it will be readily apparent that more than one device/article (whether or not they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether or not they cooperate), it will be readily apparent that a single device/article may be used in place of the more than one device or article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself.

The illustrated operations of Figure 2, Figure 3, Figure 4, Figure 6 and Figure 8 show certain events occurring in a certain order. In alternative embodiments, certain operations may be performed in a different order, modified or removed. Moreover, steps may be added to the above described logic and still conform to the described embodiments. Further, operations described herein may occur sequentially or certain operations may be processed in parallel. Yet further, operations may be performed by a single processing unit or by distributed processing units.

In an embodiment, the present disclosure discloses method and a system to control engine RPM. Controlling engine RPM in a hilly gradient reduces driver fatigue while driving;

In an embodiment, the present disclosure discloses method to control engine RPM when load of the vehicle increases beyond a predefined value.

In an embodiment, the present disclosure discloses a system and method that reduces accidents due to vehicle roll back.

In an embodiment, the present disclosure discloses a system and method for increasing clutch lifetime and reducing vehicle downtime.

Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the disclosure of the embodiments of the invention is intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

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

REFERRAL NUMERALS:
Reference number Description
100 Vehicle
101 First control unit
102 Accelerator knob
103 Accelerator switch
104 Solenoid
105 Accelerator pedal
105A Accelerator pedal cable
106 Brake pedal
106A Brake pedal cable
107 Clutch pedal
107A Clutch pedal cable
108 Gear
109 Engine
501 Second control unit
502 Load sensor
503 Gradient sensor
701 Third control unit
702 ABS
703 Brake