[1 ] The present subject matter described herein generally relates to a method for activating and deactivating a vehicle under different vehicle operating conditions, and particularly but not exclusively relates to a method for ensuring safety of said vehicle under different vehicle operating conditions.

Background

[2] Typically, conventional vehicles are propelled by a propulsion system including an internal combustion engine or an electric motor or both. Conventionally, an ignition key or a start button/switch is provided to activate said propulsion system so as to start a vehicle. Particularly, a rider/operator uses the key to turn ON an ignition system of the vehicle, followed by operating a clutch lever with one hand and the start button/switch with the other hand so as to initiate firing of the engine, before releasing his/her hand from the start button/switch.

[3] Contemporary vehicles such as electric/hybrid vehicles often include a single switch/button for activating the electric motor, allowing the rider/ operator to directly power the vehicle by providing throttle after pressing said single switch/button. However, such a provision in electric/hybrid vehicles proves to be risky as the chances of accidentally turning a throttle while trying to put the vehicle on stand or while the rider/operator is not completely prepared to ride the vehicle are very high, leading to the danger of the vehicle accelerating away from the rider/operator unmanageably. l [4] Therefore, the need for safety measures for controlling the propulsion system becomes essential, especially so as to ensure that the rider/operator is in a position to control the vehicle in a vehicle running condition as well as in conditions where the rider/operator is just about to start the vehicle, so that safety of the rider/operator as well as that of the bystanders is not compromised.

[5] Previously known prior arts provide a propulsion system activation device to activate said propulsion system based on inputs provided by a plurality of interlock sensors and sequence sensors. Particularly, said propulsion system activation device includes a controller connected to a plurality of sequence sensors, each associated with a plurality of user manipulable portions of the vehicle, for receiving transmitted sequence signals and thereafter switching said propulsion system to an active state. In other words, said controller activates the propulsion system upon receiving predetermined sequence signals in a particular predetermined sequence. Further, the predetermined sequence signals indicate that at least one of the user manipulable portions is operated more than once in a sequence. However, relying on sequence signals for activation of said propulsion system proves to be disadvantageous in certain riding conditions, especially while riding in uphill or downhill conditions. For example, while riding downhill, it is impossible for the rider/operator to perform a predetermined sequence such as operating a first brake control, operating a second brake control and releasing both brake controls, as he/she would be coming downhill squeezing both brake controls. Moreover, often a rider/operator while riding downhill tends to turn OFF an ignition key, and turns ON the ignition key after crossing the down slope while entering a flat road. Requiring the rider/operator to perform a sequential action as soon as turning ON the ignition key for activating the propulsion system becomes a hassle and may result in the rider/operator losing control of the vehicle. Also, while riding in uphill or downhill conditions, the rider/operator may tend to alter the sequence resulting in the sequence signals not being detected. The use of a plurality of sequence sensors and interlock sensors also increases the complexity of the system and increases the overall cost of manufacturing.

[6] There is therefore a need to improve safety of the vehicle by providing a vehicle activation and deactivation system while ensuring smooth propulsion of the vehicle in important conditions like taking off stand, uphill and downhill riding conditions and providing good riding comfort for the rider/operator.

Summary of the Invention

[7] The present invention has been made in view of the above circumstances.

[8] It is an object of the present invention to provide a control system for activation and deactivation of a vehicle under different riding conditions including uphill and downhill conditions.

[9] It is another object of the present invention to provide control system which activates or deactivates the vehicle based on one of at least two vehicle operating signals.

[10] It is yet another object of the present invention to provide a control system including a control unit which is operably connected to an operating switch and a plurality of rider operable portions for activating and deactivating a vehicle. [11 ] It is one more object of the present invention to provide a control system adapted to activate or deactivate a vehicle based on input parameters such as vehicle speed and throttle input.

[12] It is still another object of the present invention to provide a control system adapted to indicate an active mode or idle mode and a change in active mode to idle mode or vice versa to a rider/operator audio- visually.

[13] Accordingly, with the above and other objects in view, the present invention provides a control system for a vehicle, in order to activate or deactivate said vehicle based on different riding conditions. The control system particularly serves to detect at least two vehicle operating signals which indicate that the rider/operator is intending to start the vehicle or that the rider/operator intends to continue riding after temporarily turning OFF an ignition key of the vehicle, thereby ensuring that the rider/operator is in good position to manage/control the vehicle. Particularly, said control system activates an active mode of the vehicle for the vehicle to be propelled. In other words, the control system prepares the vehicle for propulsion, once it is ensured that the rider/operator intends to start or continue running the vehicle. The control system is also adapted to detect an operating condition in which the rider/operator after showing intention to start the vehicle has abandoned the vehicle midway. Upon detection of said condition, the control system is configured to automatically lock the vehicle, thereby ensuring safety of the rider/operator who may inadvertently turn the throttle while returning to the vehicle. Moreover, the control system is also configured allow voluntary locking of the vehicle by the rider/operator with the mere actuation of an operating switch and one or more of rider operable portions of the vehicle.

[14] As per one embodiment, the control system includes a control unit which is operably connected to the operating switch and said plurality of rider operable portions of the vehicle, for receiving at least two vehicle operating signals including a primary operating signal and a secondary operating signal. Whereas the primary operating signal indicates that said operating switch and one or more rider operable portions of said plurality of rider operable portions have been actuated simultaneously, the secondary operating signal corresponds to a throttle input signal. For example, in an embodiment, the control unit activates an D Active modeD for propulsion of the vehicle only upon detection of the primary operating signal; maintaining an DIdle modeD of the vehicle till the time the primary operating signal is detected. Particularly, since said primary operating signal indicates that the operating switch and one or more rider operable portions have been actuated simultaneously by the rider/operator, it serves an indication that the rider/operator is in a position to propel the vehicle. As per an aspect of the present invention, said plurality of rider operable portions includes one of a left brake or a right brake or both the left brake and the right brake. Therefore, any one of a left brake or a right brake or both the left brake and the right brake can be simultaneously actuated together with the operating switch. Thus, for actuation of the primary operating signal no sequential operation has to be performed. As a result, even while riding downhill, it is ensured that the rider/operator can comfortably activate the vehicle by simultaneously actuating the operating switch and any one of the right brake or the left brake or both the left brake and the right brake without having to perform any sequential actions. As per one aspect of the present invention, the control unit is also configured to audio-visually indicate to the rider/operator activation of an activate state of the vehicle for propulsion.

[15] Further, subsequent to checking for actuation of the operating switch and one or more of said plurality of rider operable portions of the vehicle, the control unit also determines if the D Active modeD has to be maintained or switched to the DIdle modeD. Particularly, said control unit checks for detection of the secondary operating signal originating from a throttle input provided by the rider/operator. As per one embodiment, if time lapsed for receiving the secondary operating signal exceeds a predetermined time duration subsequent to detection of the primary operating signal and when a speed of the vehicle is less than a threshold speed and a throttle input value is lesser than a threshold throttle input value, the control unit deactivates the vehicle by switching the

D Active modeD to the DIdle modeD. Thus, by automatically deactivating the vehicle in a condition where the rider/operator fails to provide throttle input, the control system ensures that the vehicle does not move due to accidental turning of the throttle by the rider/operator either while returning to the vehicle or while getting ready to restart the vehicle after an intermittent preoccupation.

[16] As per one more aspect of the present invention, the control unit being operably connected to at least one sensor including a hall sensor; is configured to monitor vehicle speed. In one embodiment, based on input received for vehicle speed, the control unit allows direct activation of the D Active modeD without determining whether the primary operating signal is received. For example, in a condition where the rider/operator comes riding downhill with an ignition key in the OFF position, and suddenly turns ON the ignition key after crossing the downslope, the control unit detecting that the vehicle speed is greater than the threshold speed activates the active mode for further propulsion of the vehicle immediately after crossing the downslope. Thus, the need for the rider/operator to simultaneously actuate the operating switch and one or more of the plurality of rider operable portions is eliminated, thereby ensuring that the rider/operator is in complete control of the vehicle even while riding in downhill conditions.

[17] The control system as per the present invention aids in enhancing overall safety of the vehicle while ensuring that the rider/operator is always in full control of the vehicle under different riding conditions including uphill and downhill conditions. Operation of the control system as per the present invention also provides comfort/convenience for the rider/operator as he/she is not to perform any sequential action for activating the vehicle. Further, since the control system does not use any sequence sensors or interlock sensors for activation or deactivation of the vehicle, the overall costs involved in the manufacturing of the vehicle reduces.

[18] Summary provided above explains the basic features of the invention and does not limit the scope of the invention. The nature and further characteristic features of the present invention will be made clearer from the following descriptions made with reference to the accompanying drawings.

Brief Description of Drawings

[19] The above and other features, aspects, and advantages of the subject matter will be better understood with regard to the following description and accompanying drawings where:

[20] FIG.l is a schematic representation of a vehicle including a control system in accordance with an embodiment of the present invention.

[21 ] FIG.2 is an exemplary representation of an instrument display device in accordance with an embodiment of the present invention.

[22] FIG.3 is an overview flow diagram of a control system for activation of the vehicle in accordance with an embodiment of the present invention.

[23] FIG.4 illustrates a detailed flow chart depicting steps of method of operation of the control system for activating the vehicle in accordance with an embodiment of the present invention.

[24] FIG.5 illustrates a detailed flow chart depicting steps of method of operation of the control system for deactivating the vehicle in accordance with an embodiment of the present invention.

Detailed Description

[25] The present subject matter described herein relates to a method for activation and deactivation of a vehicle, and particularly but not exclusively relates to a control system used for activating and deactivating said vehicle under different riding conditions. The control system as per the present invention serves to provide safety features for vehicle activation and deactivation so that accidental activation or deactivation of the vehicle during different riding conditions is prevented.

[26] Exemplary embodiments detailing features of the control system, in accordance with the present invention will be described hereunder. The embodiments described herein apply to a vehicle powered by one power source including an internal combustion engine, or a traction motor. The present invention is not restricted in its application and is also applicable to vehicles employing the internal combustion engine and the traction motor; say for example a hybrid vehicle or a fuel cell vehicle or the like.

[27] The present invention has been exemplified for a hybrid vehicle as illustrated in FIG.l. However, the present invention is also applicable for use in electric vehicles.

[28] With reference to FIG.l, a description is made of a hybrid vehicle 10 in accordance with an embodiment of the present invention. FIG.l is a side view of said vehicle 10. Said vehicle 10 illustrated, has a step-through type frame assembly 15. The step-through type frame assembly 15 includes a head tube 15A, a main tube 15B and a pair of side tubes (not shown). Particularly, the main tube 15B extends downwards from a rear portion of the head tube 15A and then extends rearwards in an inclined manner. Further, the pair of side tubes extends rearwardly from the main tube 15B. Thus, the frame assembly 15 extends from a front portion to a rear portion of the vehicle. [29] Said vehicle 10 further includes a plurality of body panels for covering the frame assembly 15, and is mounted thereto. In the present embodiment said plurality of body panels includes a front panel 15FP, a leg shield (not shown), an under-seat cover 15SC, and a left and a right side panel 15SP. Further, a glove box may be mounted to said leg shield.

[30] In a step through space formed between said leg shield and said under seat cover 15SC, a floorboard is provided. Further, a seat assembly 25 is disposed above said under-seat cover 15SC, and is mounted to the pair of side tubes. A utility box (not shown) is disposed below the seat assembly 25. At least a portion of a fuel tank (not shown) is positioned below the utility box. A rear fender 26 for covering at least a portion of a rear wheel 27 is positioned below the fuel tank.

[31 ] One or more suspension(s)/shock absorbers 30 are provided in a rear portion of said vehicle 10 for comfortable ride. Further said vehicle 10 comprises of plurality of electrical and electronic components including a headlight, a taillight, a transistor controlled ignition (TCI) unit (not shown), a starter motor (not shown) and the like. One or more indicating units 40, in the present embodiment an instrument display device 40 (shown in FIG.2), having a microcontroller is provided on a handle bar 11 to display various operating modes, power flow pattern and warning signals. Rear view mirrors 13 are mounted on the right and left sides of the handle bar 11. Said vehicle 10 is also provided with hazard lamps (not shown). [32] An internal combustion engine 14, hereinafter D engineD , is arranged behind said floorboard and supported between the pair of side tubes. Particularly, said internal combustion engine 14 is supported by a swing arm (not shown). The swing arm is attached to a lower rear portion of the main tube 15B by means of a toggle link (not shown). The other end of the swing arm holds the rear wheel 27. The rear wheel 27 and the swing arm are connected to the pair of side tubes by means of a pair of shock absorbers 30 provided on either side of the vehicle.

[33] Said vehicle 10 further includes a traction motor 53 mounted on a hub of the rear wheel 27. Said traction motor 53 is powered by a battery (not shown) disposed in a rear portion of the vehicle. Said vehicle 10 is configured to be propelled either by the engine 14 alone or by the traction motor 53 alone or by both engine 14 and traction motor 53 simultaneously. At zero vehicle speed, a rider can select any of the following four operating drive modes with the help of a mode switch. The four operating drive modes of the said vehicle 10 are: (a) a sole engine mode where engine 14 alone powers the vehicle (b) a sole motor mode where the traction motor 53 alone powers the vehicle (c) a hybrid power mode wherein the engine 14 and the traction motor 53 together power said vehicle 10 (d) a hybrid economy mode wherein only the engine 14 or only the traction motor 53 or both power the said vehicle depending on the vehicle operating conditions.

[34] In other words, the rear wheel 27 of said vehicle is driven by either the engine 14 alone or by the motor 53 alone or by both the engine 14 and the motor

11 53 simultaneously. Particularly, power from the engine 14 to the rear wheel 27 is transmitted by a transmission assembly including a drive system (not shown) as per an embodiment of the present invention. However, when the traction motor 53 drives, power from the motor 53 is directly transmitted to the rear wheel 27. In the present embodiment, said traction motor 53 is covered by a motor shroud from at least one side. As per an aspect of the present invention, said motor shroud serves to at least partially encompass/house one or more parts of the drive system and therefore constitutes a part of the drive system. On another side of the wheel shaft, the motor shroud serves to house a brake drum (not shown).

[35] A control system 50 including a control unit 51 (shown in FIG. l) is also provided to control various vehicle operative modes. As per an embodiment, the various vehicle operative modes are displayed by the instrument display device 40 in an instrument display panel 40a (shown in FIG.2) thereof.

[36] FIG.2 illustrates the instrument display device 40 in accordance with an embodiment of the present invention. As may be seen, the instrument display device 40 is disposed in a front portion of the vehicle, in the vicinity of the handlebar 11 and supported by at least a portion of a front cowl member 16. Further, a plurality of switches including an operating switch 41a are disposed in a switch housing 41, said operating switch 41a being used for activating and deactivating the vehicle. A left brake 42 and a right brake 43 in the form of a left brake control lever 42 and a right brake control lever 43 operable by the rider/operator are also supported by the handlebar 11. As per an aspect of the

12 present invention, the operating switch 41a and the left brake 42 and the right brake 43 are operably connected to said control unit 51 of the control system 50 for achieving control of vehicle operations including activation and deactivation of the vehicle 10. In the present embodiment, said operating switch 41a is a boost switch. Besides being operably connected to the operating switch

41a and the left brake 42 and the right brake 43, the control unit 51 is communicatively connected to at least one sensor including a hall sensor for receiving inputs regarding vehicle speed. Further, the control unit 51 is communicatively connected to a throttle 44 of said vehicle 10.

[37] FIG.3 illustrates an overview flow diagram 100 of steps performed by the control system 50 for safely activating said vehicle 10. As illustrated in blocks 101-103, the control system 50 including said control unit 51 is initiated once the rider/operator inserts the ignition key and turns it to an D Ignition OND position. Further at block 104 the control unit 51 performs a predetermined set of vehicle diagnostics to detect faults in the vehicle 10, and display said faults in the instrument display device 40, if any detected. However, in the absence of any faults, the control system 50 is satisfied as illustrated in block 105, and enters an DIdle modeD. For the cognizance of the rider/operator, the control unit 51 communicates activation of said DIdle modeD to the instrument display device 40 for display of the DIdle modeD as depicted in block 106. The control unit 51 continues to maintain the DIdle modeD till the time it receives a primary operating signal at block 107. In the present embodiment, said primary operating signal indicates that the operating switch 41a depicted in FIG.2 and one or more of rider operable portions of the vehicle 10 have been actuated simultaneously. Actuation of the operating switch 41a and one or more of the rider operable portions of the vehicle 10 demonstrates intent of the rider/operator to propel the vehicle 10 and the control system 50 is satisfied at block 108. Upon receiving the primary operating signal, said control unit 51 activates an D Active modeD of the vehicle at block 109 and communicates activation of said D Active modeD audio- visually at block 110. Once the D Active modeD is activated, the control system 50 prepares the vehicle 10 for propulsion at block 111. Thereafter, the control unit 51 upon receiving a secondary operating signal at block 112 allows forward propulsion of the vehicle 10. In the present embodiment, said secondary operating signal includes a throttle input signal. Therefore, as soon as the rider/operator provides throttling, the vehicle 10 is propelled.

[38] As can be made out from the description provided for flow diagram 100, the control system 50 as per the present invention is configured to allow vehicle propulsion only upon receiving the primary operating signal and the secondary operating signal. In other words, the control system is configured to prevent propulsion of the vehicle 10 immediately after turning ON the ignition key. In other words, the control system is configured to prevent activation of the vehicle 10 immediately after the ignition key is turned ON, unless the primary operating signal is detected, thereby ensuring that there is no accidental propulsion of the vehicle 10. [39] FIG.4 illustrates a detailed flow chart 200 depicting the steps involved in activation of the vehicle 10 using the control system 50. As described above, at block 201, the control unit 51 performs all vehicle diagnostics. The control system 50 is satisfied in the absence of detection of any vehicle faults at block 202. Further, the control unit 51 checks for vehicle speed at block 203. In the present embodiment, said control unit 51 being operably connected to at least one sensor including the hall sensor is configured to detect vehicle speed. In a condition where vehicle speed is less than a threshold speed, said control unit 51 activates the DIdle modeD and communicates activation of the DIdle modeD to the instrument display device 40 for display of said DIdle modeD in an instrument display of said instrument display device 40 at block 204. In the present embodiment, said threshold speed is 3kmph. Further, upon activation of the DIdle modeD, the control unit 51 checks if the primary operating signal is received. Particularly, since the primary operating signal indicates that the operating switch 41a and said one or more of the operable portions of the vehicle 10 have been simultaneously actuated, the control unit 51 checks if the operating switch 41a and said one or more of the operable portions of the vehicle 10 have been actuated. In the present embodiment while the operating switch 41a is a boost switch 41a, the one or more rider operable portions includes one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43. Therefore, as per the present embodiment, said control unit 51 checks if the boost switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43 have been simultaneously actuated i.e. they have been pressed together at block 205. If the boost switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43 have been pressed together and as a result the primary operating signal is received, the control unit 51 switches the DIdle modeD to an D Active modeD at block 206. The control unit 51 also communicates activation of the D Active modeD to the instrument display device 40 for audio-visual indication of the D Active modeD to the rider/operator. For example, on activation of the D Active modeD, the instrument display device 40 may indicate a graphical representation of the D Active modeD in said display panel thereof. A change in colour of the display panel may also be effected to indicate change from DIdle modeD to D Active modeD. Further, along with visual indication, a beeper alarm is also turned ON to indicate change in mode from DIdle modeD to D Active modeD. Thus, the rider/operator is alerted about the activation of the D Active modeD indicating preparedness of the vehicle 10 for propulsion.

[40] Therefore, in a condition where the rider/operator is about to start the vehicle 10 by inserting the ignition key, followed by turning ON the ignition key, the control unit 51 on detecting that the vehicle speed is less than the threshold speed, checks for the primary operating signal. On receiving the primary operating signal, the control unit 51 immediately activates the DActive modeD, indicating to the rider/operator that the vehicle 10 is ready for propulsion. Particularly, the primary operating signal is transmitted to the control unit 51 on the simultaneous actuation of the operating switch 41a and any one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43. Thus, the rider/operator is not required to perform any sequential action for the control unit 51 to activate the D Active modeD. Therefore, the rider/operator may comfortably activate the vehicle 10 in all riding conditions. For example, when the rider/operator is riding uphill, the vehicle 10 may be activated with the simultaneous actuation of the left brake 42 and the operating switch 41a. Moreover, since the operating switch 41a is located close to either the left brake 42 or the right brake 43, the rider/operator can comfortably actuate both the operating switch 41a and either the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43, without any strain on his fingers.

] In a condition where the vehicle speed exceeds the threshold speed as illustrated in block 203, the control unit 51 directly activates the DActive modeD without checking for the primary operating signal. For example, in a condition where the vehicle is being ridden downhill with the ignition key turned OFF, and the ignition key is instantaneously turned ON upon crossing the downslope, the control unit 51 detecting that the vehicle speed is greater than the threshold speed immediately activates the DActive modeD as soon as the ignition key is turned ON. As a result, the rider/operator is not required to perform any sequential action while crossing the downslope for activating the DActive modeD of the vehicle 10. Thus, the control system 50 as per the present invention aids in ensuring that the rider/operator is in total control of the vehicle 10 in all riding conditions. [42] FIG.5 illustrates a detailed flow chart 300 depicting steps of method of operation of the control system 50 for deactivating the vehicle 10 in accordance with an embodiment of the present invention. Particularly, flow chart 300 illustrates steps of method of operation of the control unit 51 in deactivating the D Active modeD of the vehicle. Therefore, as illustrated in FIG.5, the control unit

51 checks for a secondary operating signal at block 301. In the present embodiment, said secondary operating signal is a throttle input signal. In a condition where said throttle input signal corresponds to a throttle input value lesser than a threshold throttle input value and the vehicle speed is less than the threshold speed, the control unit checks for the primary operating signal at block 303. If the control unit 51 receives the primary operating signal indicating that the operating switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43 have been actuated, the control unit 51 activates the DIdle modeD at block 304. In other words, when the rider/operator of the running vehicle 10 slows down the vehicle 10, followed by simultaneously actuating the operating switch 41a, the control unit 51 locks the vehicle 10 by switching the D Active modeD to the DIdle modeD. Say for example, when the throttle input value is lesser than the threshold throttle input value of 15% and the vehicle speed is less than 3kmph, the control unit 51 switches the D Active modeD to the DIdle modeD as soon as there is simultaneous actuation of the operating switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43. [43] Further, the control unit 51 deactivates the vehicle by switching the D Active modeD to the DIdle modeD, if the time lapsed for receiving the secondary operating signal exceeds a predetermined time duration,. Particularly, the control unit 51 is configured to deactivate the vehicle 10 automatically or allow voluntary/intentional deactivation of the vehicle by the rider/operator. In a condition where the throttle input value is lesser than the threshold input value and the vehicle speed is less than the threshold speed, and the rider/operator fails to voluntarily actuate the operating switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43 together within the predetermined time duration of 30s, the control unit 51 automatically switches D Active modeD to DIdle modeD and communicates the change from □Active modeD to DIdle modeD to the instrument display device 40 for display of DIdle modeD in the display panel and the beeper alarm is turned ON. In a condition where the throttle input value is lesser than the threshold input value and the vehicle speed is less than the threshold vehicle speed, if the rider/operator simultaneously actuates the operating switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43, the control unit 51 detecting intentional action by the rider/operator deactivates the vehicle 10.

[44] Thus, by automatically deactivating the vehicle 10 if the primary operating signal is not received, the control system 50 aids in ensuring that the there is no accidental propulsion of the vehicle 10 due to accidental throttling while the trying to restart the vehicle 10 or while returning to the vehicle 10 after an intermittent preoccupation.

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