The present disclosure generally relates to field of automobile engineering. Particularly but not exclusively, the present disclosure relates to multi drive mode vehicles. Further embodiments of the present disclosure, discloses a system and a method for operating a multi drive mode vehicle.

BACKGROUND OF THE DISCLOSURE

In automobiles, various parameters such as driving conditions, driver's needs and aspirations such as enhanced drivability and comfort, pose varying demanding requirements on an engine. In addition, topographical conditions like trail roads (slopes or gradients), city roads, highways, flat road, etc., demand varying outputs in the form of torque, speed and power from the engine of the vehicle. For example, high torque is required for moving the vehicle uphill, whereas, in city traffic conditions (where vehicles are densely populated) vehicles move at low speeds and is idle for majority of times. Further, while driving the vehicles on highways with minimal or no traffic, the driver aspires to propel the vehicle either at cruising speeds or at very high speeds, which demands more output power from the engine. Also, different individuals have different maneuvering styles. For example, some individuals prefer acceleration pedal response over fuel efficiency tuned subdued response while some prefer the other way round. Therefore, it is always a challenging task to meet such conflicting demands in a vehicle, and consequently, to design and manufacture an engine which meets optimum varying demands of the user without any compromise with performance of engine and fuel economy over the life term of vehicle.

Generally in the vehicles, engine will be tuned or calibrated to operate in a specific way under particular set of conditions. For example, engines are calibrated or tuned in such a way that it delivers greater output or delivers maximum fuel economy, depending on operating characteristics and needs of the user. Either way, there is a compromise on the other parameter. In case of high power requirements, the user opts for the engine with multiple cylinders, the number of cylinders may range from two to twelve cylinders. Undoubtedly, the quantity of fuel consumed in case of higher number of cylinders is high to deliver large amount of power. This is practically a unviable solution for individuals who prefer fuel economy over higher power output or increased performance of the engine. Thus, as stated, there is always a compromise either towards performance of the engine or towards fuel efficiency of the engine.

In recent past, technologies have been developed, and some vehicles have been implemented with a system to operate in multiple drive modes using the same engine. In the conventional multi-drive mode vehicles, characteristics of opening-degrees of an electronic controlled throttle and characteristics of transmission for each drive mode (power mode and save mode) are regulated for improving both fuel economy and driving performance (acceleration response) of the engine based on its mode of operation selected by the user. However, there are few limitations associated with the above stated technologies, which are detrimental to improved drivability of the vehicle. For example, at the time of start of the vehicle, if the user selects a drive mode such as save mode also called as economical mode, torque output is insufficient to obtain a good vehicle take-off. The torque output is low at the start of the vehicle in the save mode as fuel efficiency plays an important role over good vehicle take-off. On the other hand, if the driver selects a drive mode as power mode also refereed as sports mode for increasing output at the start of a vehicle, a slight depression of an accelerator pedal leads to a considerable change of driving torque. This change in the driving torque, consequently results in shock or jerk of the vehicle. As a result, during start of the vehicle in save mode the torque is insufficient and during start of vehicle in power mode, the driver feels a jerk due to sudden increase in torque. Hence, in either mode, the optimal driving performance is almost not possible to attain. Also normally the idling speed in both the save mode and the power mode is equal, which will be actually high for a user operating in the save mode, where fuel efficiency is of prime importance. The same idling speed is low for a user operating in power mode, where a good pedal response is more important. Therefore, the existing technologies are not able to reap complete benefits out of the multi-drive mode vehicle.

Further, one more limitation associated with the existing technologies is the number of parameters considered to alter or control the engine and overall performance of the multi- drive mode vehicle. Presently, most of the existing technologies which work on multiple drive modes use accelerator pedal position for determining the variation of output by the engine of the vehicle, or in some technologies engine speed and accelerator pedal position are used to vary the output to regulate the performance of the engine. In either of these cases, a limited number of input parameters are considered to control and regulate the performance of the vehicle, which are still not meeting the demanding requirements in multiple drive modes owing to varying conditions in different drive modes.

In light of foregoing discussion, there is a need to develop an improved system and a method for operating a vehicle in multiple drive modes to overcome one or more limitations stated above.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional systems are overcome by system and method as claimed and additional advantages are provided through the provision of system and method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure there is provided a method for operating a vehicle in multiple drive-modes. The method comprising acts of, firstly detecting one of plurality of drive modes of the vehicle being selected, by an Electronic Control Unit (ECU). The ECU then receives one or more inputs from a plurality of sensors associated with powertrain components and load on an engine of the vehicle. The method further comprises acts of comparing by the ECU, the one or more received inputs with pre-set values corresponding to the selected drive mode, and controlling by the ECU, throttle actuation and at least one of ignition timing and compressor of air- conditioner, for regulating amount of air intake and at least one of idling speed and launch momentum of the vehicle, based on the drive mode of the vehicle selected.

In an embodiment of the disclosure, the plurality of drive modes includes economy mode, sports mode and city mode, and is selected by a plurality of selection units provided in the vehicle.

In an embodiment of the disclosure, controlling the throttle actuation includes regulating at least one of speed of the vehicle and engine speed, based on the drive mode of the vehicle being selected.

In an embodiment of the discl osure, the method further comprises an act of controlling by the ECU fuel regulation unit for regulating fuel supply to the engine during tip-in and tip- out positions of accel eration pedal, based on the drive mode of the vehicle being selected.

In an embodiment of the disclosure, the method further comprises an act of controlling by the ECU relay of a radiator, for regulating radiator fan inhibition time based on the drive mode of the vehicle being selected.

In an embodiment of the disclosure, the one or more inputs from the powertrain components includes engine speed, manifold pressure sensor, clutch pedal position, vehicle speed, gear position, acceleration pedal position and coolant temperature. Further, load on the engine of the vehicle is detected by using at least one of manifold pressure sensor of the engine, amount of power consumed by an alternator of the vehicle and amount of power consumed by a compressor of the air conditioner.

In an embodiment of the disclosure, the pre-set values corresponding to eac of the plurality of drive modes of the vehicle are stored in a memory unit associated wit the ECU.

In another non-limiting embodiment of the disclosure, there is provided a system for operating a vehicle in multiple drive modes. The system comprises an Electronic Control Unit (ECU ), the ECU is configured to detect one of a plurality of drive modes of the vehicle being selected, receive one or more inputs from a plurality of sensors associated with the powertrain components and load on an engine of the vehicle. The ECU is also configured to compare the one or more received inputs with pre-set values corresponding to the selected drive mode and control throttle actuation and at least one of ignition timing and relay of air-conditioner, for regulating amount of air intake and at least one of idling speed and launch momentum of the vehicle, based on the drive mode of the vehicle selected.

It is to be understood that aspects and embodiments of the disclosure described above may be used in any combination with each other. Several aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

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:

FIG. I illustrates block diagram of a system for operating vehicles in multiple drive modes, in accordance with an embodiment of the present disclosure.

FIG.2 shows a pictorial representation of an instrument cluster of a multi drive mode vehicle comprising plurality of selection units to select a particular drive mode of the vehicle, in accordance with some embodiment of the present disclosure. FIG.3 illustrates a schematic representation of an Engine Management system of vehicle comprising an Electronic Control Unit (ECU), and memory unit, in accordance with some embodiment of the present disclosure.

FIG.4 illustrates a flow chart illustrating a method of operation of system of FIG.1 based on the selected drive mode, in accordance with some embodiment of the present disclosure.

FIG.5A illustrates a graphical representation of throttle response of the multi drive mode vehicle, in accordance with some embodiment of the present disclosure.

FIG.5B illustrates a graphical representation of torque characteristics of the multi drive mode vehicl e, in accordance with some embodiment 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.

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 system illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure, it should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

Embodiments of the present disclosure disclose a system and a method for operating a vehicle in multiple drive modes.

To overcome one or more drawbacks mentioned in the background, the present disclosure provides a method and a system for operating the vehicle in multiple drive modes. The provision of multiple drive modes in a single vehicle is equivalent to having characteristics of different vehicles which are dedicated to operate or perform particular function (such as vehicles dedicated for fuel efficiency or vehicle dedicated to deliver maximum power) in a single vehicle. In the present disclosure, an Electronic Control Unit (ECU) of the vehicle is configured with a plurality of modules for operating the vehicle under different driving conditions based on the drive mode selected. Essentially, the system of the present disclosure aims to provide features which contribute in significant improvement of overall performance of the vehicle and to reap maximum benefits out of a multi drive mode vehicle over conventional vehicles.

In an exemplary embodiment, multi drive mode vehicle disclosed in the present disclosure includes at least three drive modes, namely, economy mode, sports mode and city mode. These drive modes are configured to cater to different needs of the user of the vehicle. These drive modes allow the vehicle to have multiple characteristics in the way it is driven and handled as opposed to a single set of characteristics in the conventional vehicles. Generally, vehicle is configured to operate in a single drive mode, for instance, the conventional vehicles are configured to operate either as a sports car or an economy car. Whereas, vehicles with multiple drive modes allows the user to select the required drive mode through dedicated buttons or switches. In the economy mode, the engine response and other parameters such as air conditioning are altered to produce best fuel economy the vehicle can offer. Whereas, in the sports mode which is also called dynamic mode, powertrain components are controlled to attain sporty drivability. Further, when accelerator pedal is pressed in the sports mode, the throttle response is adjusted such that the engine responds quickly to attain desired speeds of the vehicle. In the other driving mode i.e. city mode which is supposed to be a balance between the economy mode and sports mode which is best suited when vehicle is driven within the city limits.

The system and method for operating the vehicle in multiple drive modes as disclosed in the present disclosure, improves performance of the multi drive mode vehicle by optimum utilization of different drive modes in the vehicle. In an embodiment of the disclosure, the different drive modes of the vehicle include sports mode, economy mode and city mode. This provision of three different drive modes in a single vehicle is equivalent to three different vehicles, each having provision of a single drive mode. The system for operating a multi drive mode vehicle comprises an Electronic Control Unit (ECU) which detects one of the plurality of drive modes of the vehicle being selected. The ECU is configured to receive one or more inputs from a plurality of sensors and actuators in the form of signals. The plurality of sensors and actuators is associated with powertrain components, the powertrain components include engine and associated auxiliaries, and cooling unit of the vehicle. The ECU also receives values such as load on the engine from plurality units such as radiator unit, radiator fan, front end auxiliary module, and alternator. The ECU is also configured to compare one or more received inputs with pre-set values corresponding to the selected drive mode. In an embodiment of the disclosure, the pre-set values are stored in a memory unit which is associated with the ECU. In an embodiment of the present disclosure, the memory unit is a part of the ECU. After comparison, the ECU controls throttle actuation and at least one of ignition timing and relay of air-conditioner to regulate amount of air intake and at least one of idling speed and launch momentum of the vehicle, based on the drive mode of the vehicle selected. This improves performance of the muiti drive mode vehicle by altering the vehicle operating parameters based on the drive mode selected.

In an embodiment of the disclosure, the act of controlling throttle actuation by the ECU includes regulating at least one of speed of the vehicle and engine speed based on the drive mode selected. The ECU controls fuel regulating unit for regulating fuel supply to the engine during tip-in and tip-out positions of the accelerator pedal, and relay of a radiator for regulating radiator fan inhibition time based on the drive mode selected.

In an embodiment of the disclosure, the vehicle referred herein above and below refers to a manual transmission vehicle, and the user referred herein above and below refers to driver of the vehicle. However, one should not construed that the present disclosure is limited to manual transmission vehicles, as the same can be extended to vehicles which are equipped wit automatic transmission.

The terms "comprises", "comprising", or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that a system 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 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.

Henceforth, the present disclosure is explained with the help of one or more figures of exemplary embodiments. However, such exemplary embodiments should not be construed as limitations of the present disclosure.

FIG.l is an exemplary embodiment of the present disclosure, which illustrates block diagram of a system (100) for operating the vehicle in multiple drive modes. The system (100) comprises an Engine Management System (EMS). The EMS controls the running of an engine by monitoring various engine parameters such as but not limiting to engine speed, load on the engine, engine temperature, and providing the ignition spark at the right time for the prevailing conditions. In order to achieve this, the EMS works in conjunction with the powertrain components, and other components such as air conditioner, radiator fan of the vehicle. These functions of the EMS are carried out by the Electronic Control Unit (ECU) (101) such as engine control unit. In an embodiment of the disclosure, the ECU (101) is configured as a part of EMS or interfaced with the EMS to communicate various data for controlling the engine and transmission of the vehicle.

The ECU (101) of the multiple drive mode vehicles is configured primarily to detect signals when the user selects a particular drive-mode of the vehicle. The system (100) comprises a plurality of selection units (108) which allows the user to select the required drive mode of the plurality of drive modes (102). These selection units (104) are interfaced with the ECU (101) to communicate the selected drive mode to the ECU (101). Further, each of the plurality of selection units (104) are designated with one of the drive modes including city mode, economical mode and the sports mode. The user can select any of these three modes for operating the vehicle depending on the requirement. In an embodiment of the disclosure, the plurality of selection units ( 104) are provisioned in the vehicle cabin, as an example in an instrument cluster ( 107) of the vehicle. The plurality of selection units (104) are selected from at least one of but not limiting to switches, knobs, buttons, gesture recognition units or touch panel. Further, the plurality of selection units ( 104) are powered by a power source. In an embodiment of the present disclosure, all the electronic components are powered by the power source, for example, battery. However, the present disclosure is not limited to any particular arrangement of switches, buttons or touch panel and one should not consider battery as the only kind of power source that can be used. In an embodiment of the present disclosure, city mode is facilitated as a default drive mode and selection units (104) are provided to switch to other driving modes such as sports mode and economy mode.

The ECU (101) of the vehicle is also configured to receive signals from a plurality of sensors (103) in the vehicle, for operating vehicle in the selected drive mode of the plurality of drive modes (102). The plurality of sensors (103) and actuators associated with the powertrain components, these sensors (103) senses signals from components of powertrain and further -transmits these signals in the forms such as values of vehicle speed, engine speed, coolant temperature, gear position, clutch pedal position, accelerator pedal position etc, for processing by the ECU (101). The ECU (101 ) also receives inputs based on load on the engine of the vehicle in the form of manifold pressure sensor of the engine, amount of power consumed by alternator of the vehicle, amount of power consumed by a compressor of the air conditioner, front and rear end auxiliary modules, amount of power consumed by a radiator etc.. After processing of the received values the ECU (101) regulates the performance of the engine and transmission of the vehicle to obtain optimum performance based on the received inputs and selected drive mode of the vehicle.

Referring to FIG.2 which is an exemplary embodiment of the disclosure, illustrating a pictorial representation of an instrument cluster (107) of a multi drive mode vehicle provided with a plurality of selection units (104) as shown in FIG. ! . The instrument cluster (107) which is part of instrumentation of the vehicle generally includes speedometer, fuel indicator, headlight indicator etc. In addition, the instrument cluster (107) of the present disclosure includes a plurality of selection units (104) in the form of switches or touch panel. In an embodiment of the disclosure, the default drive mode is city mode and the users are allowed to select either sports mode or economy mode depending on the requirements of the user.

Now referring to FIG.3 which is an exemplary embodiment of the present disclosure, illustrating a schematic representation of an Engine Management System (EMS) of the vehicle. The EMS comprises of an Electronic Control Unit (ECU) ( 101), a plurality of modules (105) stored in a memory unit (1 06) which is associated with the ECU (103) for operating the vehicle in multiple drive modes. In an embodiment of the present disclosure, the memory unit ( 106) is a part of the ECU ( 101). The ECU (10!) is primarily configured to detect a drive mode of the vehicle being selected by the user out of the plurality of drive modes (102). The ECU (101 ) is then configured to receive inputs from a plurality of sensors (103). The plurality of sensors (103) are associated with powertrain components and senses values such as but not limited to engine speed, clutch pedal position, vehicle speed, gear position, acceleration pedal position and coolant temperature. The ECU (101) also receives inputs of load on the engine, wherein load is sensed from at least one of manifold pressure sensor of the engine, amount of power consumed by an alternator of the vehicle and amount of power consumed by a compressor of the air conditioner. Further, based on the received inputs, driving conditions and drive mode selected, the ECU (101) processes these values with the use of appropriate moduie of the plurality of modules (105) and compares it with the pre-set values stored in the memory unit (106). In an embodiment of the disclosure, the system

(100) comprises a memory unit (106) and is configured to store a plurality of pre-set values of different drive modes of the vehicle. In an embodiment of the disclosure, the different drive modes include sports mode, economy mode and city mode. Based on the comparison, the ECU (101) controls outputs such as throttle actuation and at least one of ignition timing and compressor of air-conditioner, for regulating amount of air intake and at least one of idling speed and launch momentum of the vehicle.

As shown in FIG. 3 the system (100) of the present disclosure is configured to receive inputs from plural ity of modules (105) stored in a memory unit (106) associated with the ECU (101 ) for operating the vehicle in multiple drive modes. In an embodiment of the present disclosure, the plurality of modules includes but are not limited to launch assist module, drivability module, accelerator pedal response module, fuelling control module, idle speed module, air-conditioner control module, vehicle and engine speed module and radiator fan moduie. Each of these modules is described in detail in forthcoming paragraphs.

The lunch assist module (105a) is used when the vehicle has to take-off from a stationary position to a driving state. The launch assist module (105a) in conjunction with ECU

(101) receives a plurality of inputs which includes but not limiting to engine speed, engine load, vehicle speed, clutch signal and accelerator pedal position. Based on the input signals and drive mode selected, the ECU (101) estimates the optimum assistance requirement and consequently generates the required torque for the vehicle launch. The required torque is achieved by regulating amount of air-intake by controlling throttle actuation. Further, whenever clutch pedal is pressed, the ECU (101) increases the engine idle speed by different amounts for each drive mode, and thereby improves performance of the engine in all the drive modes. For instance, in the sports mode, idling speed is increased to ensure quick launch of the vehicle and in the economy mode idling speed is lowered to ensure better fuel efficiency and smooth launch. The launch assist module (105a) also comprises a feature to cut off air-conditioner compressor on gradients or slopes to relive off load on the engine for launch assist purpose. In an embodiment of the disclosure, the air-condition compressor is cut off based on the accelerator pedal position. Thereby ensuring required launch momentum of the vehicle.

The drivabilitv module (105b) is used to enhance the drivabiiity of the vehicle in different driving conditions. The drivabiiity module (105b) in conjunction with ECU (101) receives a plurality of inputs including but not limiting to engine speed, manifold pressure sensor, gear position, clutch signal and accelerator pedal position from the corresponding sensors of the plurality of sensors (103). Then, the ECU (101 ) compares these values with pre-set values stored in the memory unit (106), and estimates jerk damping correction factor for pedal tip-in and tip-out, by controlling throttle actuator and ignition timing of the engine. The pedal tip-in and tip-out varies according to the drive mode of the vehicle being selected and the inputs received. Further, when fuel cut is actuated during engine speed fall, fuel cut-in is resumed at different engine speed thresholds. The engine speed falls during gear shift or when the vehicle decelerates. For example, fuel cut-in is initiated at very low engine speed in economy mode and fuel cut- in is resumed at much higher engine speeds in sports mode. This module ensures improved response of the engine during initial movement and in other driving conditions for all the drive modes of the vehicle. Also, the drivabiiity module (105b) helps in minimizing jerks in the sports mode of the vehicle by ensuring proper ignition timing and improves fuel efficiency in the economy mode.

The accelerator pedal response module (105c) in conjunction with ECU (101) receives a plurality of inputs which including but not limiting to engine speed, clutch signal, accelerator pedal position and reverse gear switch signal from the plurality of sensors (103). Upon receipt of the inputs the ECU (101) compares the inputs with pre-set values corresponding to the drive mode selected, and then estimates the torque requirement for operating the vehicle. Then, the ECU (101) opens the electronic throttle controller to control the throttle actuation, which is calculated in comparison with the accelerator pedal look-up tables stored in the memory unit (106). In an embodiment of the disclosure, the look up tables are different for different drive modes and is also different for launch and reverse gear maneuver. This ensures operation of the vehicle in different toque based on the drive mode selected. For instance, the ECU (101) delivers maximum torque for launch of the vehicle in sports mode, and delivers moderate torque in the economy mode. Thereby, improves drivability in sports mode, and fuel economy in economical mode.

The fuelling control module (105d) in conjunction with ECU (101) receives a plurality of inputs which including but not limiting to engine speed, manifold pressure sensor, accelerator pedal position and coolant temperature. The ECU (101) compares the inputs received with the pre-set values corresponding to selected drive mode, and estimates the fuel enrichment and enleanment correction factor or the fuel supply at each tip-in and tip- out by controlling the fuel injection. In an embodiment of the disclosure, there are different look-up tables for enrichment and enleanment for all the three driving modes stored in the memory unit (106). The fuelling control module (105d) caters to different driving habits of the user of the vehicle. In the sports mode, this module ensures that more rich mixture of fuel is supplied to the engine momentarily at Tip-ins, to provide quicker response and to better the drive feel. Whereas in the economy mode, the module directs the ECU ( 101 ) to supply lesser rich mixture of fuel to save fuel during Tip-ins to ensure better fuel efficiency. Similarly during Tip-outs, lesser fuel is removed momentarily in Sports mode whereas more fuel is removed in Eco mode. Of course, the City mode has the setting of optimum of both.

The idle speed module (105e) in conjunction with ECU (101) receives a plurality of inputs which including but not limiting to air-condition request from user, clutch signal, accelerator pedal position and coolant temperature. The ECU (101) compares the inputs received with preset-values stored in the memory unit. The ECU (101) then controls the throttle actuation to regulate the idle speed in comparison with the look-up tables. The idle speed module (105e) regulates the idle speed differently for air-condition on or off position and clutch hold position uniquely for each driving mode. The idle speed of the engine is set at a higher rpm for sports mode to ensure better take off and to give the user of the vehicle a sporty feel. The idle speed is set at a lower rpm to achieve fuel efficiency in the economy mode. The air-conditioner control module ( 105†) in conjunction with ECU (101) receives inputs including but not limiting to accelerator pedal position and gear position. The ECU (101) compares the inputs with pre-set values corresponding to the mode selected, and it controls the air-condition compressor relay accordingly. For example, in the economy mode, the ECU (101) cuts air-condition compressor based on received inputs for better fuel economy. Thereby, improves performance of the vehicle in economical mode.

The vehicle speed and engine speed module (105g) in conjunction with ECU (101) is configured to control throttle actuation and fuel injection to maintain the engine speed and vehicle speed within the prescribed maximum values for the drive mode selected. This module (105g) maintains the vehicle well within the prescribed maximum speed limit for the selected drive mode ensures safety in sports mode and fuel efficiency in the economy mode.

The radiator fan module (105h) in conjunction with ECU (101 ) receives inputs including but not limiting to vehicle speed, coolant temperature and air-conditions pressure. The ECU (101 ) compares the inputs received with pre-set values corresponding to drive mode selected, and controls the radiator fan relay to regulate the radiator fan inhibition time. For example, based on these inputs, the ECU (301 ) cuts off the radiator fan if the circuit pressure is within the safe pressure and temperature limits for getting better fuel economy in the economy mode. Thereby, improves performance of the vehicle in economical mode.

All the above-mentioned parameters vary for three different drive modes i.e. sports mode, city mode and economy mode of the vehicle.

For example, sports mode is configured to give fastest pedal response, maximum torque delivery and best drivability experience. In one embodiment, sports mode has features as shown in table 1 below. Max Torque = "a" Nm

Idle RPM = "i"

Sporty pedal raap

Sporty Pedal Filtering

Hard Acceleration - No A/C cut off

Table - 1

Whereas, the economy mode is configured to give best fuel economy and good drivability without any compromise on performance of the vehicle. In one embodiment, the economy mode has features as shown in table 2 below.

Economical Mode

Maximum Power = Χ-δ ps

Max Torque = a-δ Nm

Idle RPM = i-δ

Sedate pedal map

Sedate Pedal Filtering

Hard Acceleration - Pedal based A/C cut off Table - 2

where, δ - decrement value.

The City Mode is blend of both the modes and is best suited for city traffic conditions. In one embodiment, sports mode has features as shown in table 1 below.

Table - 3 where, - decrement value (calibratable, different for power, torque & rpm)

Referring to FIG.4, which is an exemplary embodiment of the disclosure illustrating a flowchart of method for operating vehicle in a multiple drive modes using a system (100) as explained in aforementioned paragraphs.

As illustrated in FIG.4, the method comprises one or more blocks for operating vehicle in multiple drive modes. The method may be described in the general context of processor executable instructions. Generally, the 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 method is 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 scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 401 , the user is allowed to select one of the plurality of drive modes (102) depending on the requirement. The system (100) comprises a plurality of selection units (104) for selection of required drive mode by the user of the vehicle. In an embodiment of the present disclosure, the plurality of drive modes (102) includes sports mode, economy mode and city mode. After the selection of required drive mode by the user of the vehicle, the ECU ( 101 ) detects the drive mode selected and is registered in the memory unit (106) which in association with the ECU (101) as shown in block 402.

At block 403, the ECU (103) is configured to receive a one or more inputs from a plurality of sensors (103), and load on the engine. The plurality of sensors (303) are associated with powertrain components, and the one or more inputs sensed from powertrain components includes but are not limited to engine speed, manifold pressure sensor, clutch pedal position, vehicle speed, gear position, acceleration pedal position and coolant temperature. The plurality of sensors (103) mediates between the powertrain components and the ECU (101) and ensures that the inputs from powertrain components are input to the ECU (101) for its processing. The ECU (101) also receives one or more inputs related to load on the engine of the vehicle which include but are not limited to manifold pressure sensor of the engine, amount of power consumed by an alternator of the vehicle and amount of power consumed by a compressor of the air conditioner. The load on the engine of the vehicle is determined by corresponding auxiliary units such as compressor of air conditioner, relay of radiator fan, and manifold pressure sensor.

At block 404, the system (100) which comprises a memory unit (106) operates in association with the ECU (101) and is configured to store a plurality of pre-set values of various parameters corresponding to each of the plurality of drive modes of the vehicle. The various parameters includes values related to powertrain components, load on the engine of the vehicle. For example, the memory unit (106) stores certain maximum preset values for vehicle speed and engine speed particular to the drive mode of the vehicle. The ECU ( 101 ) compares received inputs from a plurality of sensors (503) and load on the engine with pre-set values stored in the memory unit (106). Accordingly, the ECU (101 ) controls or alters the engine performance in line with the received inputs and drive mode selected. The ECU (101 ) is configured to control throttle actuation, and at least one of ignition timing and compressor of the air conditioner for regulating amount of air intake and at least one of idling speed and launch momentum of the vehicle, based on the drive mode selected as shown in blocks 405 and 406 of the flowchart.

In an embodiment of the disclosure, the ECU (101) controls the fuel regulating unit for regulating fuel supply to the engine during tip-in and tip-out positions of the accelerator pedal, based on the drive mode selected. The ECU (101) also controls the throttle actuation and fuel injection to regulate the engine speed and vehicle speed to maintain these values within the prescribed maximum speed limits of the vehicle as per drive mode selected. Further the ECU (101) also controls the relay of the radiator, for regulating radiator fan inhibition time for the selected drive mode.

In an exemplary embodiment of the disclosure, the memory unit (106) is configured to store pre-set values of the maximum vehicle speed and engine speed particular to the plurality of drive modes (102) of the vehicle. The plurality of sensors (103) senses the values of engine speed and vehicle speed, based on the current driving conditions of the vehicle and these values are input to the ECU (101). The ECU (101 ) processes these values and compares it with the pre-set values corresponding to the selected drive mode (102) of the vehicle. If the vehicle speed and engine speed are well within the prescribed maximum limits of the pre-set values for the drive mode selected, no alterations are done by the ECU (101). Whereas, if the values reach close to the prescribed maximum speed limits, the ECU (101) controls the throttle actuation for regulating the amount of air intake and brings down the vehicle speed and engine speed of the vehicle for the selected drive mode.

FIG.5A is an exemplary embodiment of the present disclosure, which illustrates graphical representation of throttle response of the vehicle in multiple drive modes. The graph represents throttle position in response to accelerator pedal position for different drive modes in the vehicle. In the FIG.5A the horizontal axis or the X-axis represents accelerator pedal position in degrees arid the vertical axis or the Y-axis represents throttle position in degrees. In an embodiment of the disclosure, the variations are represented for three different modes which include sports mode, economy mode and the city mode. As shown in FIG.5A, 'S' represents spoils mode, Έ' represents economy mode and 'C represents city mode.

As shown in the graph, the vehicle offers best pedal response when the drive mode selected is sports mode, the variation is almost linear with a high slope, i.e. for a small change in accelerator pedal position, and there is comparatively large throttle response. The throttle response increases with increase in accelerator pedal position. Whereas, the variation of throttle response in the economy mode with the accelerator pedal position is lower in comparison to the sports mode. The primary purpose of the economy mode is to achieve fuel efficiency and hence throttle response is not of much importance in this drive mode of the vehicle. Also, after certain value of accelerator pedal position, the throttle response becomes constant so that vehicle is driven at a constant speed without much variation to achieve fuel efficiency. Further, the city mode is configured to have least throttle response in comparison to the other two drive modes. The throttle response is of least importance in city driving conditions and hence even at high accelerator pedal position values, throttle response is not significantly high. Though the variation of throttle response against the accelerator pedal position is varying linearly, the slope is minimal in comparison to the sports mode and economy mode.

Referring to FIG.5B, illustrates graphical representation of variation in torque characteristics of the muiti drive mode vehicle. The graph represents normalized torque against the accelerator pedal position. In the FIG. 5b, the horizontal axis or the X-axis represents accelerator pedal position degrees and the vertical axis or the Y-axis represents normalized torque in NM. In an embodiment of the disclosure, the variations are represented for three different modes which include sports mode, economy mode and the city mode. As shown in FIG.5B, 'S' represents sports mode, Έ' represents economy mode and 'C represents city mode.

As shown in the FIG. 5B torque value is significantly high in the sports mode even for a small value of accelerator pedal position. This ensures quid?, response from the vehicle in this mode. In the sports mode, variation is quite high at lower values of accelerator pedal position, to attain significant amount of torque at the start of the vehicle. Further, as the accelerator pedal position values increase, torque value attains stability and hence not much variation at later stages. Whereas, in the economical mode the torque values at the start of the vehicle or at lower values of accelerator pedal position is riot high and hence the vehicle in these two drive modes are not so responsive when compared to the sports mode. However, the torque value gradually increases with the increase in accelerator pedal position values and becomes constant at certain value of accelerator pedal position. This ensures improved fuel economy in the economical mode.

In an embodiment of the disclosure, the ECU (101) provided in the vehicle may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The ECU (101) comprises of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processor may include specialized processing units such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM's application, embedded or secure processors, IBM PowerPC, Intel's Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may he implemented using mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.

In some embodiments, the ECU (101) may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE- 1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a dram, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.

In some embodiments, the memory unit (106) may store data as described in this disclosure. Such databases may be implemented as fault-tolerant, relational, scalable, secure databases such as Oracle or Sybase. Alternatively, such databases may be implemented using standardized data structures, such as an array, hash, linked list, struct, structured text file (e.g., XML), table, or as object-oriented databases (e.g., using ObjectStore, Poet, Zope, etc.). Such databases may be consolidated or distributed, sometimes among the various computing units discussed above in this disclosure. It is to be understood that the structure and operation of the any computer or database component may be combined, consolidated, or distributed in any working combination.

Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term "computer-readable medium" should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.

Advantages of the present disclosure:

The present disclosure provides a system and a method to operate vehicles in multiple driving modes which improves fuel efficiency in the economy mode, provides best pedal response in sports mode, and a city mode in which there is a trade-off between pedal response and fuel efficiency based on driving conditions in the city.

The present disclosure provides a system arid a method to operate vehicle in multiple drive modes, to cater the needs of different driving or road conditions, different users. This allows the user to gain maximum benefits of having multiple drive modes in a single vehicle.

Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B." 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 in the description.

Referral Numerals;

Reference Number Description

100 A system for operating a vehicle in multiple drive modes

105 Electronic Control Unit (ECU)

102 Drive modes

103 Sensors

104 Selection units

105 Modules

105a Launch assist module

105 b Drivability module

105c Accelerator pedal response module

105d Fuelling control module

505e Idle speed module

105f Air-conditioner control module

105g Vehicle and engine speed module

105h Radiator fan module

106 Memory unit

107 Instrument cluster

S Sports mode

E Economy mode

C City mode

401 - 406 Flow - chart blocks