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WO2018167703A1 - Procédé d'activation et de désactivation d'un véhicule - Google Patents

Procédé d'activation et de désactivation d'un véhicule Download PDF

Info

Publication number
WO2018167703A1
WO2018167703A1 PCT/IB2018/051727 IB2018051727W WO2018167703A1 WO 2018167703 A1 WO2018167703 A1 WO 2018167703A1 IB 2018051727 W IB2018051727 W IB 2018051727W WO 2018167703 A1 WO2018167703 A1 WO 2018167703A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
control unit
rider
operating signal
control system
Prior art date
Application number
PCT/IB2018/051727
Other languages
English (en)
Inventor
Krishnamohan GEDDADI
Surajit Das
V. Ramalingam
Dipanjan MAZUMDAR
Samraj JABEZ DHINAGAR
Original Assignee
Tvs Motor Company Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Priority to MX2019010983A priority Critical patent/MX2019010983A/es
Priority to CN201880018410.5A priority patent/CN110462778B/zh
Publication of WO2018167703A1 publication Critical patent/WO2018167703A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • 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.
  • a propulsion system including an internal combustion engine or an electric motor or both.
  • an ignition key or a start button/switch is provided to activate said propulsion system so as to start a vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • said controller activates the propulsion system upon receiving predetermined sequence signals in a particular predetermined sequence.
  • the predetermined sequence signals indicate that at least one of the user manipulable portions is operated more than once in a sequence.
  • sequence signals for activation of said propulsion system proves to be disadvantageous in certain riding conditions, especially 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • control unit is also configured to audio-visually indicate to the rider/operator activation of an activate state of the vehicle for propulsion.
  • the control unit 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
  • 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.
  • the control unit being operably connected to at least one sensor including a hall sensor; is configured to monitor vehicle speed.
  • the control unit 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.
  • 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.
  • FIG.l is a schematic representation of a vehicle including a control system in accordance with an embodiment of the present invention.
  • FIG.2 is an exemplary representation of an instrument display device in accordance with an embodiment of the present invention.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • the main tube 15B extends downwards from a rear portion of the head tube 15A and then extends rearwards in an inclined manner.
  • the pair of side tubes extends rearwardly from the main tube 15B.
  • the frame assembly 15 extends from a front portion to a rear portion of the vehicle.
  • Said vehicle 10 further includes a plurality of body panels for covering the frame assembly 15, and is mounted thereto.
  • 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.
  • a floorboard is provided in a step through space formed between said leg shield and said under seat cover 15SC. 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.
  • 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.
  • TCI transistor controlled ignition
  • 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).
  • An internal combustion engine 14, hereinafter D engineD is arranged behind said floorboard and supported between the pair of side tubes.
  • 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.
  • 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.
  • 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
  • a transmission assembly including a drive system (not shown) as per an embodiment of the present invention.
  • a motor shroud from at least one side.
  • 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.
  • the motor shroud serves to house a brake drum (not shown).
  • 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.
  • FIG.2 illustrates the instrument display device 40 in accordance with an embodiment of the present invention.
  • 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.
  • 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.
  • 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.
  • said operating switch 41a is a boost switch. Besides being operably connected to the operating switch
  • 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.
  • FIG.3 illustrates an overview flow diagram 100 of steps performed by the control system 50 for safely activating said vehicle 10.
  • 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.
  • 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.
  • the control system 50 is satisfied as illustrated in block 105, and enters an DIdle modeD.
  • 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.
  • 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.
  • said control unit 51 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.
  • said secondary operating signal includes a throttle input signal. Therefore, as soon as the rider/operator provides throttling, the vehicle 10 is propelled.
  • 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.
  • the control system is configured to prevent propulsion of the vehicle 10 immediately after turning ON the ignition key.
  • 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.
  • 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.
  • 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.
  • said threshold speed is 3kmph. Further, upon activation of the DIdle modeD, the control unit 51 checks if the primary operating signal is received.
  • 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.
  • 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.
  • 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.
  • 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.
  • a beeper alarm is also turned ON to indicate change in mode from DIdle modeD to D Active modeD.
  • the rider/operator is alerted about the activation of the D Active modeD indicating preparedness of the vehicle 10 for propulsion.
  • the control unit 51 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.
  • 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.
  • the control unit 51 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.
  • 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
  • said control unit 51 checks for a secondary operating signal at block 301.
  • said secondary operating signal is a throttle input signal.
  • 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.
  • the control unit 51 locks the vehicle 10 by switching the D Active modeD to the DIdle modeD.
  • 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.
  • 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,.
  • control unit 51 is configured to deactivate the vehicle 10 automatically or allow voluntary/intentional deactivation of the vehicle by the rider/operator.
  • 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.
  • the control unit 51 detecting intentional action by the rider/operator deactivates the vehicle 10.
  • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Compounds Of Unknown Constitution (AREA)
  • Solid-Sorbent Or Filter-Aiding Compositions (AREA)
  • Lubricants (AREA)

Abstract

La présente invention concerne un procédé d'activation et de désactivation d'un véhicule (10) selon lequel une unité de commande (51) d'un système de commande (50) change le mode du véhicule (10) d'un mode inactif à un mode actif lors de la réception d'un signal de fonctionnement primaire qui est transmis lorsqu'un commutateur de fonctionnement (41a) et une ou plusieurs parties pouvant être actionnées par le conducteur sont actionnées simultanément, et l'unité de commande (51) permet la propulsion vers l'avant du véhicule (10) en recevant en outre un signal de fonctionnement secondaire.
PCT/IB2018/051727 2017-03-16 2018-03-15 Procédé d'activation et de désactivation d'un véhicule WO2018167703A1 (fr)

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MX2019010983A MX2019010983A (es) 2017-03-16 2018-03-15 Metodo para activar y desactivar un vehiculo.
CN201880018410.5A CN110462778B (zh) 2017-03-16 2018-03-15 一种启用和停用车辆的方法

Applications Claiming Priority (2)

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IN201741009054 2017-03-16
IN201741009054 2017-03-16

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MX (1) MX2019010983A (fr)
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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2492655A (en) * 2011-07-04 2013-01-09 Land Rover Uk Ltd Vehicle control system that evaluates driving condition indicator(s) to determine the most appropriate control mode

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Publication number Priority date Publication date Assignee Title
TWI419804B (zh) * 2008-11-28 2013-12-21 Chi Mei Comm Systems Inc 行車安全監控裝置及方法
US20140309849A1 (en) * 2013-04-15 2014-10-16 Flextronics Ap, Llc Driver facts behavior information storage system
US9517770B2 (en) * 2014-07-24 2016-12-13 Ford Global Technologies, Llc Brake control for stop/start vehicle
JP6350291B2 (ja) * 2015-01-13 2018-07-04 株式会社デンソー 電子制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2492655A (en) * 2011-07-04 2013-01-09 Land Rover Uk Ltd Vehicle control system that evaluates driving condition indicator(s) to determine the most appropriate control mode

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CN110462778A (zh) 2019-11-15
TWI821177B (zh) 2023-11-11
TW201834900A (zh) 2018-10-01
MX2019010983A (es) 2019-10-17
CN110462778B (zh) 2021-10-01

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