TECHNICAL FIELD
[0001] The present disclosure, in general, relates to a fuel supply control system for an internal combustion engine having dual fuel source, and, more particularly, to systems and methods for controlling safety of a bi-fuel vehicle.
BACKGROUND
[0002] Background description includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed subject matter, or that any publication specifically or implicitly referenced is prior art.
[0003] As is well known to those skilled in the art, a bi-fuel vehicle is used for fuel efficiency, economical efficiency of fuel, exhaust gas, and so on. For example, the bi-fuel vehicle may use both compressed natural gas (CNG) and gasoline.
[0004] The bi-fuel vehicle may drive on either gasoline or CNG according to a driver's selection. When the bi-fuel vehicle drives on gasoline, it is referred to as a gasoline mode, while when the bi-fuel vehicle drives on CNG, it is referred to as a CNG mode.
[0005] In the bi-fuel vehicle, two electronic control units (ECUs) are used. One ECU is an engine control module (ECM) which acts as a master ECU for
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performing engine management system (EMS) related functions. Second ECU is a bi-fuel (BF) ECU which acts as a slave ECU for performing EMS related functions including actuation of injectors of both fuel sources. However, since BF ECU acts a slave ECU for performing EMS related functions including actuation of injectors of both fuel sources, the ECM has to approve the EMS related judgements carried out by the BF ECU. Because of such approval mechanism between the different ECUs, the time involved in usual reception, processing, approval and actuation processes will be quite high during vehicle collision/impact.
[0006] Accordingly, there is a need for a new concept of speeding up the approval communication between different ECUs during the vehicle collision/impact.
OBJECTS OF THE DISCLOSURE
[0007] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed hereinbelow.
[0008] It is a general object of the present disclosure to provide systems and methods for controlling safety of a bi-fuel vehicle.
[0009] It is another object of the present disclosure to perform Fuel Inhibition independently by the BF ECU without any approval from the ECM.
[0010] These and other objects and advantages of the present invention will be apparent to those skilled in the art after a consideration of the following detailed description taken in conjunction with the accompanying drawings in which a preferred form of the present invention is illustrated.
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SUMMARY
[0011] This summary is provided to introduce concepts related to systems and methods for controlling safety of a bi-fuel vehicle. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0012] The present disclosure relates to a system for controlling safety of a bi-fuel (BF) vehicle. The system includes impact sensors to sense impact on the bi-fuel vehicle during collision of the vehicle; and a BF electronic control unit (ECU), coupled to the impact sensors, to receive impact signals from the impact sensors when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision, transmit a first inhibition signal to injectors of a gas fuel source and a liquid fuel source, and simultaneously transmit a second inhibition signal to a tank shut-off valve and a regulator shut-off valve.
[0013] In an aspect, the system includes an engine control module (ECM) to approve the engine management system related judgements carried out by the BF ECU.
[0014] In an aspect, the BF ECU independently transmits both the first and second inhibition signals, without having the approval from the ECM.
[0015] In an aspect, the BF ECU receives the impact signals from the impact sensors through a direct hardwired line.
[0016] In an aspect, the BF ECU receives the impact signals from the impact sensors through an airbag module or any other impact judgement ECU.
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[0017] In an aspect, the BF ECU receives the impact signals from the impact sensors through the airbag module or any other impact judgment ECU using controller area network (CAN) communication bus.
[0018] In an aspect, the airbag module is to inflate an airbag upon receipt of the impact signals and to forward the impact signals to the BF ECU.
[0019] In an aspect, the tank shut-off valve is for allowing or disallowing a gas fuel to flow from gas fuel tank to a fuel delivery pipe, and the regulator shut-off valve is for allowing or disallowing supply of the gas fuel from high pressure regulator to a fuel rail.
[0020] The present disclosure further relates to a method for controlling safety of a bi-fuel (BF) vehicle. The method includes sensing, by impact sensors, impact on the BF vehicle during collision of the vehicle; receiving, at a BF electronic control unit (ECU), impact signals from the impact sensors when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision; transmitting, by the BF ECU, a first inhibition signal to injectors of a gas fuel source and a liquid fuel source; and simultaneously transmitting, by the BF ECU, a second inhibition signal to a tank shut-off valve and a regulator shut-off valve. In an aspect, the tank shut-off valve is for allowing or disallowing a gas fuel to flow from gas fuel tank to a fuel delivery pipe, and the regulator shut-off valve is for allowing or disallowing supply of the gas fuel from high pressure regulator to a fuel rail.
[0021] In an aspect, the method includes approving, by an engine control module (ECM), the engine management system related judgements carried out by the BF ECU.
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[0022] In an aspect, the transmitting of both the first and second inhibition signals is carried out without having the approval from the ECM.
[0023] In an aspect, the receiving, at the BF ECU, the impact signals from the impact sensors is carried out through a direct hardwired line.
[0024] In an aspect, the receiving, at the BF ECU, the impact signals from the impact sensors is carried out through an airbag module.
[0025] In an aspect, the receiving, at the BF ECU, the impact signals from the impact sensors is carried out through the airbag module using controller area network (CAN) communication bus.
[0026] In an aspect, the method includes inflating, by the airbag module, an airbag upon receipt of the impact signals and forwarding the impact signals to the BF ECU.
[0027] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.
[0028] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined to form a further embodiment of the disclosure.
[0029] 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.
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BRIEF DESCRIPTION OF THE DRAWINGS
[0030] The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and methods that are consistent with the subject matter as claimed herein, wherein:
[0031] FIG. 1 illustrates a conventional architecture of a fuel supply control system;
[0032] FIG. 2 illustrates an architecture of a fuel supply control system in accordance with an embodiment of the present disclosure;
[0033] FIG. 3 illustrates exemplary components of a bi-fuel electronic control unit in accordance with an exemplary embodiment of the present disclosure; and
[0034] FIG. 4 illustrates a method for controlling safety of a bi-fuel vehicle, in accordance with an exemplary embodiment of the present disclosure.
[0035] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0036] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It
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should be noted that the embodiments are described herein in such details as to clearly communicate the disclosure. However, the amount of details provided herein is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0037] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0038] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises”, “comprising”, “includes” and/or “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.
[0039] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may, in fact, be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
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[0040] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
[0041] Embodiments explained herein pertain to systems and methods for controlling safety of a bi-fuel vehicle. FIG. 1 illustrates a conventional architecture of a fuel supply control system. In FIG. 1, the fuel supply control system includes an engine control module (ECM) 102 and a slave bi-fuel (BF) ECU 104, where both of them are connected through controller area network (CAN) communication bus106 or a hardwired line 108.
[0042] The ECM 102 as a master performs engine management system (EMS) related functions (102A) as a master ECU, while the BF ECU 104 as a master performs dedicated functions (104A) related to second fuel source. In addition to the master role, the BF ECU 104 as a slave performs EMS related functions (104B). However, for the slave role of the BF ECU 104, the ECM 102 has to approve the EMS related judgements (102B) carried out by the BF ECU 104 by transmitting injection base/reference pulses through the hardwired line 108. Once the approval has been received from the ECM 102, the BF ECU 104 actuates the injectors corresponding to the respective injector pulse from ECM 102. Because of such transmission of pulses by the BF ECU 104 after approval from the ECM 102, the time involved in usual reception, processing, approval and actuation processes will be quite high during vehicle collision/impact. In order to speed up this process, the present disclosure provides a modified architecture of a fuel
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supply control system as shown in FIG. 2 in accordance with an exemplary embodiment of the present disclosure.
[0043] As shown in FIG. 2, the fuel supply system includes impact sensors 202 to sense impact on the bi-fuel (BF) vehicle during collision of the vehicle. When an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision, the impact sensors 202 transmits the impact signals to the BF ECU 104 either through the hardwired line 108 or through the CAN communication line 106. The CAN communication bus 106 may receive the impact signals from an airbag module 204 which receives the impact signals from the impact sensors 202.
[0044] Once the BF ECU 104 receives the impact signals from the impact sensors 202, the BF ECU 104 acts as a master for performing fuel injection inhibition during vehicle collision/impact (206). In other words, the BF ECU 104 transmits a first inhibition signal to injectors of a gas fuel source and a liquid fuel source (208), and simultaneously transmit a second inhibition signal to a tank shut-off valve and a regulator shut-off valve (210). Accordingly, the BF ECU 104 independently transmits both the first and second inhibition signals, without having the approval from the ECM 102.
[0045] Thus, as can been appreciated by those skilled in the art that since collision is an event which occurs in a very small time scale, timing of the process becomes quite critical. In case of a two ECUs performing functions related to EMS, the EMS judgment approvals conventionally lie in the hand of the master ECU, i.e., ECM 102. Same applies for fuel injection inhibition during vehicle collision. With the architecture proposed in the present disclosure, the time delay of propagation of information will be reduced greatly if the decision is made by the BF ECU 104 that directly controls the injectors.
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[0046] Also, during collision, there is chance that a second fuel source delivery pipe (compressed natural gas (CNG) delivery pipe) may rupture and there can be leakage of the second fuel (CNG). In such scenarios, the architecture proposed in the present disclosure allows the BF ECU (CNG ECU) to shut the operations of both fuel source supply valves, namely (i) tank shut-off valve (allowing CNG to flow from CNG tank to delivery pipe) and (ii) regulator shut-off valve (allowing supply of CNG from high pressure regulator to fuel rail). In addition to fuel injection inhibition, if these two shut-off valves are also closed, then leakage of the second fuel (CNG) is prevented and thereby damage can be minimized.
[0047] Furthermore, it has been inferred that embodiment of BF vehicle function feature in a single ECU would cost high, since these two automotive ECUs are generally sourced from third party suppliers and the costing would outweigh the volume of BF vehicles sold in the market. Accordingly, embedding the feature of allowing the BF ECU 104 to independently transmit both the first and second inhibition signals, without having the approval from the ECM 102, has been found to be a very economical solution. This would be a very economical solution in respect of both time and cost over the scenario where the master, i.e., the ECM 102 would dictate the same to BF ECU 104.
[0048] FIG. 3 illustrates functional components of the BF ECU 104 proposed herein. The BF ECU 104 includes a processor(s) 302, an interface(s) 304, and a memory 306. The processor(s) 302 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate data based on operational instructions. Among other capabilities, the one or more processor(s) 302 are configured to fetch and execute computer-readable
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instructions and one or more routines stored in the memory 306. The memory 306 may store one or more computer-readable instructions or routines, which may be fetched and executed to manage warehouse over a network service. The memory 306 may include any non-transitory storage device including, for example, volatile memory such as RAM, or non-volatile memory such as EPROM, flash memory, and the like.
[0049] The interface(s) 304 may include a variety of interfaces, for example, interfaces for data input and output devices referred to as I/O devices, storage devices, and the like. The interface(s) 304 may facilitate communication of the BF ECU 104 with various devices coupled to the BF ECU 104. The interface(s) 304 may also provide a communication pathway for one or more components of the BF ECU 104. Examples of such components include, but are not limited to, controlling module 308 and data 310. The data 310 may include data that is either stored or generated as a result of functionalities implemented by any of the components of the controlling module 308.
[0050] The controlling module 308 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the controlling module 308. In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the controlling module 308 may be processor executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the controlling module 308 may include a processing resource (for example, one or more processors), to execute such instructions. In the present examples, the machine-readable storage medium may store instructions that, when executed by the processing resource, implement the controlling module 308. In such examples, the
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BF ECU 104 may include the machine-readable storage medium storing the instructions and the processing resource to execute the instructions or the machine-readable storage medium may be separate but accessible to the BF ECU 104 and the processing resource. In other examples, the controlling module 308 may be implemented by electronic circuitry.
[0051] In an aspect, the BF ECU 104 may include other module(s) 312. The other module(s) 312 may implement functionalities that supplement applications or functions performed by the BF ECU 104 or the controlling module 308.
[0052] In operation, the controlling module 308 receives impact signals from the impact sensors 202 when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision, transmits a first inhibition signal to injectors of a gas fuel source and a liquid fuel source, and simultaneously transmits a second inhibition signal to a tank shut-off valve and a regulator shut-off valve.
[0053] Thus, with the implementation of the present subject matter, leakage of the fuel is prevented and thereby damage to the vehicle can be minimized.
[0054] FIG. 4 illustrates a method 400 for controlling safety of a bi-fuel (BF) vehicle, according to an implementation of the present disclosure. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to carry out the method 400 or an alternative method. Additionally, individual blocks may be deleted from the method 400 without departing from the scope of the subject matter described herein.
[0055] At block 402, the method 400 includes sensing, by impact sensors 202, impact on the bi-fuel vehicle during collision of the vehicle.
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[0056] At block 404, the method 400 includes receiving, at a BF electronic control unit (ECU) 104, impact signals from the impact sensors 202 when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision.
[0057] At block 406, the method 400 includes transmitting, by the BF ECU 104, a first inhibition signal to injectors of a gas fuel source and a liquid fuel source.
[0058] At block 408, the method 400 includes simultaneously transmitting, by the BF ECU 104, a second inhibition signal to a gas fuel shut-off valve and a liquid fuel cut-off valve.
[0059] Thus, with the implementation of the method 400 of the present subject matter, the BF ECU 104 independently transmits both the first and second inhibition signals, without having the approval from the ECM 102. In addition to fuel injection inhibition, the BF ECU 104 closes the tank shut-off valve and the regulator shut-off valve, so as to prevent the leakage of the second fuel (CNG) and thereby minimizing the damage to the vehicle and passengers.
[0060] The above description does not provide specific details of the manufacture or design of the various components. Those of skill in the art are familiar with such details, and unless departures from those techniques are set out, techniques, known, related art or later developed designs and materials should be employed. Those in the art can choose suitable manufacturing and design details.
[0061] It should be understood, however, that all of these and similar terms are to be associated with the appropriate physical quantities and are merely convenient labels applied to these quantities. Unless specifically stated otherwise, as apparent from the discussion herein, it is appreciated that throughout the
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description, discussions utilizing terms such as “receiving,” or “transmitting,” or the like, refer to the action and processes of an electronic control unit, or similar electronic computing device, that manipulates and transforms data represented as physical (electronic) quantities within the control unit’s registers and memories into other data similarly represented as physical quantities within the control unit memories or registers or other such information storage, transmission or display devices.
[0062] Further, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. It will be appreciated that several of the above-disclosed and other features and functions, or alternatives thereof, may be combined into other systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may subsequently be made by those skilled in the art without departing from the scope of the present disclosure as encompassed by the following claims.
[0063] The claims, as originally presented and as they may be amended, encompass variations, alternatives, modifications, improvements, equivalents, and substantial equivalents of the embodiments and teachings disclosed herein, including those that are presently unforeseen or unappreciated, and that, for example, may arise from applicants/patentees and others.
[0064] It will be appreciated that variants of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.

We claim:
1. A system for controlling safety of a bi-fuel (BF) vehicle, the system comprising:
impact sensors (202) to sense impact on the BF vehicle during collision of the vehicle; and
a BF electronic control unit (ECU) (104), coupled to the impact sensors (202), to:
receive impact signals from the impact sensors (202) when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision,
transmit a first inhibition signal to injectors of a gas fuel source and a liquid fuel source of the BF vehicle, and
simultaneously transmit a second inhibition signal to a tank shut-off valve and a regulator shut-off valve.
2. The system as claimed in claim 1, further comprising an engine control module (ECM) (102) to approve an engine management system (EMS) related judgements carried out by the BF ECU (104).
3. The system as claimed in claim 2, wherein the BF ECU (104) independently transmits both the first and second inhibition signals, without having the approval from the ECM (102).
4. The system as claimed in claim 1, wherein the BF ECU (104) receives the impact signals from the impact sensors (202) through a direct hardwired line (108).
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5. The system as claimed in claim 1, wherein the BF ECU (104) receives the impact signals from the impact sensors (202) through an airbag module (204) or any other impact judgement ECU.
6. The system as claimed in claim 5, wherein the BF ECU (104) receives the impact signals from the impact sensors (202) through the airbag module or any other impact judgment ECU (204) using controller area network (CAN) communication bus (106).
7. The system as claimed in claim 6, wherein the airbag module (204) is to inflate an airbag upon receipt of the impact signals and to forward the impact signals to the BF ECU (104).
8. The system as claimed in claim 1, wherein the tank shut-off valve is for allowing a gas fuel to flow from gas fuel tank to a fuel delivery pipe, and the regulator shut-off valve is for allowing supply of the gas fuel from high pressure regulator to a fuel rail.
9. A method for controlling safety of a bi-fuel (BF) vehicle, the method comprising:
sensing, by impact sensors (202), impact on the BF vehicle during collision of the BF vehicle;
receiving, at a BF electronic control unit (ECU) (104), impact signals from the impact sensors (202) when an impact above predetermined threshold is imparted to the BF vehicle during vehicle collision;
transmitting, by the BF ECU (104), a first inhibition signal to injectors of a gas fuel source and a liquid fuel source; and
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simultaneously transmitting, by the BF ECU (104), a second inhibition signal to a tank shut-off valve and a regulator shut-off valve.
10. The method as claimed in claim 9, further comprising approving, by an engine control module (ECM) (102), an engine management system (EMS) related judgements carried out by the BF ECU (104).
11. The method as claimed in claim 10, wherein the transmitting of both the first and second inhibition signals is carried out by the BF ECU (104) without having the approval from the ECM (102).
12. The method as claimed in claim 9, wherein the receiving, at the BF ECU (104), the impact signals from the impact sensors (202) is carried out through a direct hardwired line (108).
13. The method as claimed in claim 9, wherein the receiving, at the BF ECU, (104), the impact signals from the impact sensors (202) is carried out through an airbag module (204) or any other impact judgement ECU.
14. The system as claimed in claim 13, wherein the receiving, at the BF ECU (104), the impact signals from the impact sensors (202) is carried out through the airbag module (204) or any other impact judgement ECU using controller area network (CAN) communication bus (106).
15. The method as claimed in claim 14, further comprising inflating, by the airbag module (204), an airbag upon receipt of the impact signals and forwarding the impact signals to the BF ECU (104).
16. The method as claimed in claim 9, wherein the tank shut-off valve is for allowing a gas fuel to flow from gas fuel tank to a fuel delivery pipe, and
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the regulator shut-off valve is for allowing supply of the gas fuel from high pressure regulator to a fuel rail.