ECU for automatic fuel selection of multi-fuel vehicle and method thereof

Abstract

The invention relates to an electronic control unit (ECU) 100 and a method for automatic fuel selection for a multi-fuel vehicle capable of operating using at least two fuels. The ECU 100 is configured to be characterized by predicting an engine load based on the first set of parameters 102, estimating a torque demand using the engine load, and selecting a fuel from the at least two fuels based on the torque demand and a lookup table (LUT) 104 for the at least two fuels. The ECU 100 also selects a fuel from the at least two fuels based on the second set of parameters 106. According to the invention, fuel selection is independent of judgment of a driver, so that the overall fuel efficiency of the multi-fuel vehicle is improved. In addition, an essentially predictive and robust automatic fuel selection strategy is disclosed.

Description

Technical Field

[0001] This disclosure relates to an electronic control unit (ECU) and method for automatic fuel selection in a multi-fuel vehicle capable of operating on at least two fuels. Background Technology

[0002] Modern vehicles capable of operating on multiple fuels are called multi-fuel vehicles. These vehicles typically offer a switching mechanism, allowing the driver to choose between several available fuels. The driver makes this choice based on their judgment, which determines the overall fuel efficiency of the multi-fuel vehicle. Common multi-fuels used to operate multi-fuel vehicles are gasoline, diesel, and compressed natural gas (CNG).

[0003] US9873435 discloses a method and system for integrating a dual-fuel engine with a CVT transmission. In response to driver demand, the controller can determine whether to maintain the current fuel or switch to an alternative fuel based on the cost efficiency of the conversion and any engine limitations that may arise at the engine speed-load level after the conversion. To improve net fuel economy while addressing engine limitations, fuel conversion can be combined with a CVT-regulated engine speed-load pattern (regime) while maintaining engine power output.

[0004] Existing fuel selection strategies for multi-fuel vehicles utilize manual selection by employing a switching device that allows the driver to choose between multiple fuels. The problem with manual selection strategies is that the overall fuel efficiency of a multi-fuel vehicle depends on the driver's judgment. Other currently available fuel selection strategies are inherently reactive and do not take into account complex parameters such as route information, destination information, vehicle load, and other operating parameters of the multi-fuel vehicle. Similarly, US9873435 is a reactive strategy that selects fuel based on the fuel economy of multiple fuels, the cost of each of the multiple fuels, and vehicle operating conditions. US9873435 does not predict engine load, estimate torque demand, or select fuel from multiple fuels based on route information, destination information, vehicle load, current vehicle location, vehicle gradient, and other comprehensive parameters.

[0005] The present invention solves all the above-mentioned problems in the manner described in the claims. Attached Figure Description

[0006] Embodiments of this disclosure are described with reference to the following figures.

[0007] Figure 1A block diagram of an electronic control unit (ECU) for automatic fuel selection in a multi-fuel vehicle according to an embodiment of the present invention is shown.

[0008] Figure 2 A block diagram of a method for automatic fuel selection for a multi-fuel vehicle according to the present invention is shown. Detailed Implementation

[0009] Figure 1 A block diagram of an electronic control unit (ECU) for automatic fuel selection in a multi-fuel vehicle according to an embodiment of the present invention is shown. The multi-fuel vehicle is capable of operating on at least two fuels. The ECU 100 is configured to predict engine load based on a first set of parameters 102, estimate torque demand using the engine load, and select a fuel from at least two fuels based on the torque demand and a lookup table (LUT) 104 for at least two fuels. Furthermore, the ECU 100 selects a fuel from at least two fuels based on a second set of parameters 106.

[0010] In an embodiment of the invention, the first set of parameters 102 includes vehicle load, vehicle gradient, input gear, engine speed, current vehicle position, and destination position. In another embodiment of the invention, vehicle load is measured using a stress sensor or predictive model known in the art. In yet another embodiment of the invention, vehicle gradient is measured using an inertial measurement unit (IMU). In still another embodiment of the invention, input gear is identified using a gear position sensor. In yet another embodiment of the invention, engine speed is measured using a tachometer. In yet another embodiment of the invention, current vehicle position is identified using a telematics control unit (TCU). In yet another embodiment of the invention, destination position is retrieved from the TCU and fed by the driver to the human-machine interface (HMI) of the multi-fuel vehicle. The stress sensor, IMU, gear position sensor, tachometer, TCU, and HMI are located on the multi-fuel vehicle and connected to ECU 100.

[0011] In one embodiment of the invention, ECU 100 uses a reference table or machine model to predict engine load based on a first set of parameters 102. In another embodiment, the reference table is populated and / or interpolated using real-time driving data from multi-fuel vehicles for various scenarios. In yet another embodiment, the reference table is updated in real-time using an adaptive algorithm based on the operating data of multi-fuel vehicles. In still another embodiment, a machine learning model is developed using learning methods selected from a group including supervised learning, unsupervised learning, and reinforcement learning. In yet another embodiment, torque demand is estimated directly based on engine load.

[0012] In an embodiment of the invention, LUT 104 includes calibrated torque data for various torques and engine speeds for at least two fuels, and calibrated brake-specific fuel consumption (BSFC) data for various torques and engine speeds for at least two fuels. In another embodiment of the invention, the at least two fuels are selected from the group consisting of gasoline, diesel, liquefied petroleum gas (LPG), compressed natural gas (CNG), and hydrogen. In yet another embodiment of the invention, the at least two fuels are selected from the group consisting of liquid fuels and gaseous fuels. The liquid fuels are selected from the group consisting of gasoline, diesel, and LPG, and the gaseous fuels are selected from the group consisting of CNG and hydrogen.

[0013] In an embodiment of the invention, the second set of parameters 106 includes the fuel levels of at least two fuels and route information for the destination location. In another embodiment of the invention, fuel level sensors for at least two fuels are used to measure the fuel levels of the at least two fuels. In yet another embodiment of the invention, the route information for the destination location is provided by the TCU. In still another embodiment of the invention, the route information includes geographic information, such as terrain, road gradient, alternative routes to the destination location, fuel supply station information, and other relevant information for the selected route to the destination location.

[0014] In an embodiment of the invention, a switching device is provided in a multi-fuel vehicle to allow the driver to enable / disable the automatic fuel selection function. This switching device is a button on the dashboard of the multi-fuel vehicle or a virtual button on the HMI. In another embodiment of the invention, if the driver uses the switching device to enable the automatic fuel selection function, the ECU 100 selects a fuel from at least two fuels based on torque demand, LUT 104, and a second set of parameters 106. In yet another embodiment of the invention, if the driver uses the switching device to disable the automatic fuel selection function, the driver can manually select a fuel from at least two fuels using a selection device provided in the multi-fuel vehicle.

[0015] The invention is explained herein in a non-limiting manner using embodiments of the invention disclosed above. If the driver enables the automatic fuel selection function using a switching device, the ECU 100 predicts the engine load based on a first set of parameters 102. Once the engine load is predicted, the ECU 100 uses that engine load to estimate the torque demand. Once the torque demand is estimated, the ECU 100 refers to a LUT 104 to check, using calibrated torque data and calibrated BSFC data respectively, which of the at least two fuels can provide the torque demand with the most efficient BSFC value. Once a fuel has been selected from the at least two fuels using the torque demand and LUT 104, the ECU 100 further selects a fuel from the at least two fuels based on a second set of parameters 106. When further selecting a fuel from the at least two fuels based on the second set of parameters 106, the ECU 100 considers whether, for a given upcoming geographical information extracted from route information, the selected fuel is sufficient for the selected route to the destination load.

[0016] According to embodiments of the present invention, the ECU 100 is provided with necessary signal detection, acquisition, and processing circuitry. The ECU 100 includes an input interface, an output interface with pins or ports, memory elements (not shown) (e.g., random access memory (RAM) and / or read-only memory (ROM)), an analog-to-digital converter (ADC) and a digital-to-analog converter (DAC), a clock, a timer, a counter, and at least one processor (capable of machine learning). These components are interconnected and connected to other components via a communication bus channel. The memory elements pre-store logic or instructions, or programs or applications, or modules / models and / or thresholds / ranges, reference values, predefined / predetermined standards / conditions, which are accessed by at least one processor according to defined routines. Since the internal components of the ECU 100 are prior art, they are not described and should not be construed as limiting. The ECU 100 may also include a communication unit, such as a transceiver, for communication via wireless or wired means, such as Global System for Mobile Communications (GSM), 3G, 4G, 5G, Wi-Fi, Bluetooth, Ethernet, serial networks, etc. The ECU 100 can be implemented in the form of a system-in-package (SiP) or a system-on-a-chip (SOC) or any other known type.

[0017] Figure 2 A block diagram of a method for automatic fuel selection for a multi-fuel vehicle according to the present invention is shown. According to the present invention, the method for automatic fuel selection for a multi-fuel vehicle capable of operating on at least two fuels includes multiple steps, some of which are... Figure 2Blocks 200 to 204 are used in the diagram. The method steps represented by blocks 200 to 204 are performed by ECU 100. Step 200 includes ECU 100 predicting engine load based on a first set of parameters 102. Step 202 includes ECU 100 estimating torque demand using the engine load. Step 204 includes ECU 100 selecting a fuel from at least two fuels based on the torque demand and LUT 104. According to the method, a further step includes ECU 100 selecting a fuel from at least two fuels based on a second set of parameters 106, in addition to the torque demand and LUT 104.

[0018] According to this method, the first set of parameters 102 includes vehicle load, vehicle gradient, input gear, engine speed, current vehicle position, and destination position. According to this method, the LUT 104 includes calibrated torque data for various torque and engine speed values, and calibrated BSFC data for various torque and engine speed values, and for at least two fuels. According to this method, the second set of parameters 106 includes fuel levels for each of the at least two fuels and route information for the destination position.

[0019] According to the method, at least two fuels are selected from the group consisting of gasoline, diesel, LPG, CNG, and hydrogen. According to the method, at least two fuels are selected from the group consisting of liquid fuels and gaseous fuels. The liquid fuels are selected from the group consisting of gasoline, diesel, and LPG, and the gaseous fuels are selected from the group consisting of CNG and hydrogen.

[0020] The ECU 100 and method disclosed herein automatically select a fuel from at least two fuels for multi-fuel vehicles based on torque demand, LUT 104, and a second set of parameters 106. If the driver enables automatic fuel selection using a switching device, the ECU 100 and the method automatically select a fuel from at least two fuels. The ECU 100 first predicts the engine load based on a first set of parameters 102. Then, the ECU 100 estimates the torque demand based on the engine load. Furthermore, the ECU 100 selects a fuel from at least two fuels based on the torque demand and LUT 104. In addition to the torque demand and LUT 104, the ECU 100 also selects a fuel from at least two fuels based on a second set of parameters 106. When referencing LUT 104 based on the torque demand, the ECU 100 checks which of the at least two fuels can provide the torque demand with the most efficient BSFC value. The ECU 100 determines the fuel from the at least two fuels that can provide the torque demand with the most efficient BSFC value using calibrated torque data and calibrated BSFC data included in LUT 104, respectively. When selecting a fuel from at least two fuels based on the second set of parameters 106, the ECU 100 considers whether, for a given upcoming geographical information extracted from the route information, the selected fuel that can provide the torque demand at the most efficient BSFC value is sufficient for the selected route to the destination load.

[0021] According to the present invention, an ECU 100 and a method for automatic fuel selection for multi-fuel vehicles capable of operating on at least two fuels are disclosed. The present invention addresses the problems discussed above. By automatically selecting a fuel from at least two fuels, the present invention makes it independent of driver judgment and improves the overall fuel efficiency of multi-fuel vehicles. Furthermore, the automatic fuel selection strategy disclosed in the present invention is inherently predictive rather than reactive, as it predicts engine load, estimates torque demand, and then considers a first set of parameters 102, a LUT 104, and a second set of parameters 106 to select a fuel from at least two fuels. Moreover, the automatic fuel selection strategy disclosed in the present invention is robust and comprehensive because route information, destination location, current vehicle location, fuel levels of each of the at least two fuels, vehicle load, vehicle gradient, LUT 104 for the at least two fuels, and other parameters are used to select a fuel from the at least two fuels for use in a multi-fuel vehicle. Therefore, the present invention discloses a novel, robust, and efficient automatic fuel selection strategy for multi-fuel vehicles.

[0022] It should be understood that the embodiments described above are merely illustrative and do not limit the scope of the invention. Many such embodiments, as well as other modifications and variations to the embodiments explained in the specification, are conceivable. The scope of the invention is limited only by the scope of the claims.

Claims

1. An electronic control unit (ECU) (100) for automatic fuel selection in a multi-fuel vehicle, the multi-fuel vehicle being capable of operating on at least two fuels, the ECU (100) being configured to: -Predict engine load based on the first set of parameters (102); - Use the engine load to estimate torque demand; and - Select a fuel from the at least two fuels based on the torque requirement and a lookup table (LUT) (104) for the at least two fuels.

2. The ECU (100) according to claim 1, wherein, A fuel is selected from the at least two fuels based on a second set of parameters (106), wherein the second set of parameters (106) includes the fuel level of each of the at least two fuels and route information of the destination location.

3. The ECU (100) according to claim 1, wherein, The first set of parameters (102) includes vehicle load, vehicle gradient, input gear, engine speed, current vehicle position and destination position.

4. The ECU (100) according to claim 1, wherein, The LUT (104) includes calibrated torque data for various torque and engine speed values ​​for the at least two fuels, and calibrated braking fuel consumption rate (BSFC) data for various torque and engine speed values ​​for the at least two fuels.

5. The ECU (100) according to claim 1, wherein, The at least two fuels are selected from the group consisting of gasoline, diesel, liquefied petroleum gas (LPG), compressed natural gas (CNG), and hydrogen.

6. A method for automatic fuel selection in a multi-fuel vehicle, the multi-fuel vehicle being capable of operating on at least two fuels, the method comprising the following steps, characterized in that: -Predict engine load based on the first set of parameters (102); - Use the engine load to estimate torque demand; and - Select a fuel from the at least two fuels based on the torque requirement and a lookup table (LUT) (104) for the at least two fuels.

7. The method according to claim 6, wherein, The selection of fuel from the at least two fuels is also based on a second set of parameters (106), wherein the second set of parameters (106) includes the fuel level of each of the at least two fuels and route information of the destination location.

8. The method according to claim 6, wherein the first set of parameters (102) includes vehicle load, vehicle gradient, input gear, engine speed, current vehicle position and destination position.

9. The method of claim 6, wherein the LUT (104) includes calibrated torque data for various torques and various engine speeds for the at least two fuels, and calibrated automatic fuel consumption rate (BSFC) data for various torques and various engine speeds for the at least two fuels.

10. The method of claim 6, wherein the at least two fuels are selected from the group consisting of gasoline, diesel, liquefied petroleum gas (LPG), compressed natural gas (CNG), and hydrogen.

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