A system and a method for launch control and accelerator pedal response of a vehicle

Abstract

This disclosure discloses a system(100) and method(300) for controlling vehicle launch and pedal response based on road gradient are disclosed. The system (100) comprises an engine control unit (ECU) (104) configured to receive gradient angle data from a gradient angle sensor( 108) and vehicle acceleration data from an engine management unit(106). A normalization module(110) within the ECU(104) applies correction using acceleration-based lookup tables to compute a normalized gradient angle. A launch control module(112) adjusts drive-off engine speed based on the normalized angle, while a pedal response module (114) modulates torque using inputs from a pedal position sensor (208), engaged gear from the EMU(106), and the normalized gradient. The system operates in real time, applying torque corrections at 50 Hz, filtering noise, and preventing rollback via pre-emptive torque modulation. The ECU(104) can operate in fallback mode upon sensor failure and integrates environmental data to enhance drivability and safety under varying road conditions.

Description

[0001] A SYSTEM AND A METHOD FOR LAUNCH CONTROL AND ACCELERATOR PEDAL RESPONSE OF A VEHICLE

[0002] FIELD

[0003] The present disclosure relates to the field of vehicular control systems.

[0004] DEFINITIONS

[0005] Definitions of one or more terms that will be used in this disclosure are described below without limitations. For a person skilled in the art, it is understood that the definitions are provided just for the sake of clarity and are intended to include more examples than just provided below.

[0006] Gradient angle - The term “gradient angle” refers to an angle of inclination or slope of a surface relative to a horizontal plane. In the present disclosure, the gradient angle is used to describe the Steph, slope, incline, main fall, pitch, or the rise of a physical feature, landform, or constructed line road with respect to a horizontal plane. The gradient angle can be expressed in degrees or as a percentage.

[0007] Normalized gradient angle - The term “normalized gradient angle” refers to a way to express the steepness or inclination of a surface, such as a road or uphill path, in a standardized or adjusted manner. The normalized gradient angle involves converting the gradient angle value into a standardized value that is easier to compare or work with, such as converting from a percentage to degrees or vice versa.

[0008] Drive-off event - The term “drive-off event” refers to an event when a driver releases the brake and presses the accelerator pedal to initiate a vehicle movement. The drive-off event is used for testing aspects such as engine response, clutch engagement, and overall drivability.

[0009] Drive-off support engine speed - The term “drive-off support engine speed” refers to an engine's rotational speed (measured in revolutions per minute, or RPM) that is maintained or provided by a vehicle's engine control unit (ECU) to facilitate a smooth start from a stationary position.

[0010] Base drive-off engine speed - The term “base drive-off engine speed” refers to a predetermined engine speed (measured in revolutions per minute, or RPM) that a vehicle's engine management system targets when the vehicle starts moving from a stationary position. Accelerator pedal position value - The term “accelerator pedal position value” refers to the measurement of a position or an angle of a vehicle's accelerator (gas) pedal. The accelerator pedal position value is obtained by using sensors and is used by the vehicle's electronic control unit (ECU) to manage engine performance, throttle response, and braking.

[0011] Engaged gear - The term “engaged gear” refers to a specific gear that is currently selected and in use within a vehicle's transmission system, whether manual or automatic. When a gear is engaged, the transmission components are connected in such a way that they transmit power from the engine to the wheels at a particular ratio, which determines the vehicle's speed and torque.

[0012] Base demand torque value - The term “base demand torque value” refers to a base level of torque (rotational force) requested from the engine by the vehicle's engine control unit (ECU) under specific operating conditions. The base demand torque value serves as a starting point for determining the total torque that the engine needs to produce, and it can adjust the base demand torque based on additional inputs and requirements.

[0013] Torque multiplication factor value - The term “torque multiplication factor value” refers to a percentage by which torque is increased or amplified through various components of a vehicle’s drivetrain, typically involving the transmission or torque converter.

[0014] Maximum allowed torque multiplication factor value - The term “maximum allowed torque multiplication factor value” refers to the highest level of torque amplification that the torque converter may provide without causing damage or excessive wear to any component of the transmission system. The maximum allowed torque multiplication factor value varies with engine speed, load conditions, and the design of the torque converter.

[0015] The above definitions are in addition to those expressed in the art.

[0016] BACKGROUND

[0017] The background information herein below relates to the present disclosure but is not necessarily prior art.

[0018] In traditional vehicle control systems, the control logic manages the base drive-off support engine speed using input from four main sensors: the clutch switch, accelerator pedal, environmental pressure sensor, and coolant temperature sensor. These inputs are processed to determine a suitable engine speed for vehicle launch.

[0019] However, a key limitation of this approach is that it does not factor in the road gradient. As a result, the same drive-off engine speed is applied regardless of whether the vehicle is on a flat surface or a slope. This can lead to issues such as engine stalling when attempting to drive off on an incline using engine speed values suitable for flat roads. Conversely, applying gradient-based engine speed values on a flat road can cause overly aggressive launch behavior, resulting in driving discomfort and reduced fuel efficiency.

[0020] Therefore, there is felt a need for a system and a method for launch control and accelerator pedal response of a vehicle that alleviates the aforementioned drawbacks.

[0021] OBJECTS

[0022] Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:

[0023] It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

[0024] An object of the present disclosure is to provide a system for launch control and accelerator pedal response of a vehicle.

[0025] Another object of the present disclosure is to provide a system that detects actual road gradient to alter the drive-off support engine speed and torque delivery.

[0026] Yet another object of the present disclosure is to provide a system that establishes a correlation between vehicle acceleration and vehicle pitch angle.

[0027] Still another object of the present disclosure is to provide a system that calculates road gradient and drive-off support engine speed at different roadways.

[0028] Yet another object of the present disclosure is to provide a system that minimizes clutch wear- out and prevents a driver from overpressing the accelerator pedal.

[0029] Still another object of the present disclosure is to provide a system that automatically activates the drive-off support engine speed to launch the vehicle on a road gradient. Still another object of the present disclosure is to provide a system that automatically maintains ergonomically comfortable positions to reduce driver fatigue.

[0030] Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.

[0031] SUMMARY

[0032] The system includes an Engine Control Unit (ECU), a normalization module, a launch control module, and a pedal response module. It is designed to control vehicle launch and pedal response based on road gradient. The ECU receives gradient angle data from a front-mounted gradient sensor and vehicle acceleration data from the Engine Management unit. It calculates a normalized gradient angle by correcting raw gradient readings with acceleration-based pitch data. A normalization module within the ECU corrects raw gradient data using a lookup table that maps acceleration to pitch deviations. It accounts for gear direction (forward or reverse) and ensures accurate gradient readings by filtering out the effects of vehicle pitch during movement. The launch control module compares the normalized gradient angle to a set threshold and adjusts the drive-off engine speed accordingly using a gradient-specific lookup table. It modulates engine speed in real time during launch events to support smooth vehicle start-up on slopes. The pedal response module receives inputs from the pedal sensor, EMU (engaged gear), and the normalized gradient angle. It calculates base demand torque and adjusts it based on gradient and gear, ensuring torque output stays within safe and smooth-operating limits. A filter module within the normalization unit applies a dynamic low-pass filter to remove noise from raw gradient readings caused by sudden pitch changes, ensuring the normalized gradient values remain stable. The gradient-based launch support lookup table has two sub-tables: one for forward gear on inclines and another for reverse gear on declines, each with torque amplification suited for the gradient and gear direction. A dynamic torque correction module can adjust torque in real time based on changes in the normalized gradient. It helps maintain a comfortable pedal position for the driver, avoiding the need for excessive input on slopes. The ECU can detect potential rollback scenarios on inclines and apply preemptive torque to prevent rollback. It also smooths torque application during acceleration to avoid destabilizing the vehicle. Normalized gradient angles are calculated over a set time interval using integrated acceleration data. This helps detect gradual slopes more accurately while filtering out temporary pitch effects. The ECU can also receive data from environmental sensors like an ambient pressure sensor. This allows it to correlate altitude with gradient for better accuracy in hilly areas and adapt gradient detection modes in response to environmental conditions. In accordance with another aspect, this disclosure provides a method for dynamic vehicle control during launch and acceleration based on road gradient, comprising the following steps:

[0033] • receiving, by an engine control unit (ECU), gradient angle data from a gradient angle sensor installed on a vehicle to detect road gradient;

[0034] • receiving, by the ECU, vehicle acceleration data from an engine management unit (EMU);

[0035] • calculating, by the ECU, a normalized gradient angle value based on a dynamic pitch angle correction derived from the vehicle acceleration data;

[0036] • receiving, by the ECU, raw gradient angle data from the gradient angle sensor positioned at the front of the vehicle, the sensor configured to detect road inclines and declines and provide gradient angle feedback to the ECU;

[0037] • applying, by a normalization module within the ECU, a correction value to the raw gradient angle data using a lookup table that maps vehicle acceleration to pitch angle deviations to filter out false gradient readings caused by dynamic vehicle pitch during acceleration or deceleration;

[0038] • calculating, by the normalization module, a normalized gradient angle by applying either an additive or subtractive correction based on whether the vehicle is in a forward or reverse gear;

[0039] • comparing, by a launch control module operatively connected to the normalization module, the normalized gradient angle to a predefined threshold value;

[0040] • adjusting, by the launch control module, a base drive-off engine speed using a gradientbased launch support lookup table that provides drive-off engine speed values corresponding to varying normalized gradient angles;

[0041] • automatically modulating, by the launch control module, the drive-off support engine speed based on real-time road gradient detection during a drive-off event;

[0042] • receiving, by a pedal response module, an accelerator pedal position value from a pedal position sensor, an engaged gear value from the EMU, and the normalized gradient angle from the normalization module;

[0043] • determining, by the pedal response module, a base demand torque value by applying the accelerator pedal position value to a first lookup table;

[0044] • determining, by the pedal response module, a torque multiplication factor by applying the normalized gradient angle to a second lookup table, the torque multiplication factor adjusting the torque output based on the road gradient; • determining, by the pedal response module, a maximum allowed torque multiplication factor by applying the engaged gear value to a third lookup table, the maximum factor being based on the pedal position and engaged gear; and

[0045] • correcting, by the pedal response module, the base demand torque by applying the lower of the torque multiplication factor or the maximum allowed torque multiplication factor to ensure smooth acceleration and prevent excessive torque on steep gradients.

[0046] BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING

[0047] A system and a method for launch control and accelerator pedal response of a vehicle of the present disclosure will now be described with the help of accompanying drawings, in which:

[0048] Figure 1 illustrates a schematic view of an exemplary environment implementing a system for launch control and accelerator pedal response of a vehicle, in accordance with an embodiment of the present disclosure;

[0049] Figure 2 illustrates a block diagram of processing modules of the system for launch control and pedal response of a vehicle, in accordance with an embodiment of the present disclosure;

[0050] Figures 3A and 3B illustrate a method for a vehicle launch control and accelerator pedal response, in accordance with an embodiment of the present disclosure;

[0051] Figures 4 illustrate a plotting graph of the vehicle drive-off with and without gradient-based drive-off support, in accordance with an embodiment of the present disclosure;

[0052] Figure 5 illustrates a plotting graph of the drive-in uphill gradient, in accordance with an embodiment of the present disclosure; and

[0053] Figure 6 illustrates a plotting graph of the gradient angle signal noise during launch and the calculated normalized gradient without noise, in accordance with an embodiment of the present disclosure.

[0054] LIST OF REFERENCE NUMERALS USED IN DETAILED DESCRIPTION AND DRAWING

[0055] 100 - System 104A - Repository

[0056] 102 - Vehicle 30 104B - Microprocessor

[0057] 104 - Engine Control Unit 106 - Engine Management Unit 108 - Gradient Angle Sensor 10 406 - Vehicle Speed

[0058] 110 - Normalization Module 408 - Drive-off Active

[0059] 112 - Launch Control Module 508 - Torque Multiplication Factor

[0060] 114 - Pedal Response Module 602 - Signal Noise 206 - Communication Interface 604 - Road Gradient

[0061] 208 - Pedal position sensor 15 606 - Normalized Gradient Value

[0062] 401 - Time 608 - Drive-Off Support

[0063] 402 - Gradient Angle Value 300-324 - Method and method steps

[0064] 404 - Engine Speed

[0065] DETAILED DESCRIPTION

[0066] The present disclosure relates to vehicular control systems, specifically to a system for controlling vehicle launch and pedal response based on road gradient. The system involves realtime monitoring and adjustments to the vehicle’s engine and throttle control mechanisms, ensuring optimal performance and safety when starting or driving on inclines.

[0067] In traditional vehicle control systems, the control logic for managing base drive-off support engine speed often ignores road gradient. This can lead to insufficient engine speed on inclines, risking engine stall during clutch release, or excessive speed on flat roads, causing uncontrollable drive-off, driving discomfort, and reduced fuel efficiency. Additionally, torque output in these systems relies on vehicle speed, accelerator pedal position, and engaged gear, processed through a fixed accelerator pedal map. However, this approach does not adjust torque based on road gradient, leading to inconsistent acceleration performance across varying terrains.

[0068] To overcome the aforementioned drawback, the present disclosure envisages a system (hereinafter referred to as “system 100”) for launch control and accelerator pedal response of a vehicle and a method thereof (hereinafter referred to as “method 300”). The system 100 and method 300 are now being described with reference to Figures 1 to 6.

[0069] Hence, this disclosure provides a system 100 for launch control and pedal response of a vehicle 102, the system 100 comprising:

[0070] The system 100 for launch control and pedal response of a vehicle 102 comprises an engine control unit (ECU) 104, an engine management unit 106, a gradient angle sensor 108, a normalization module 110, a launch control module 112, and a pedal response module 114, all working together to optimize vehicle performance on inclined surfaces by adjusting engine speed and torque based on road gradient and other parameters.

[0071] The ECU 104 includes a repository 104A that stores predefined instructions and lookup tables, including a normalization lookup table, a gradient-based launch support lookup table, a first acceleration lookup table, a second acceleration lookup table, and a third acceleration lookup table.

[0072] A microprocessor 104B within the ECU 104 retrieves and executes these instructions to operate the system’s modules.

[0073] The EMU 106, coupled to the ECU 104, captures the vehicle’s acceleration value and provides data such as the engaged gear number to other modules, enabling coordinated control during drive-off and acceleration events.

[0074] The gradient angle sensor 108, installed at the front of the vehicle 102 and coupled to the ECU 104 and EMU 106, captures sensor data indicating the road’s gradient angle value, providing essential data for performance adjustments on inclined surfaces.

[0075] The normalization module 110 receives the gradient angle value from the sensor 108 and the vehicle acceleration value from the EMU 106. It applies the acceleration value to a normalization lookup table to obtain a correction value and calculates a normalized gradient angle value using additive or subtractive calculations.

[0076] Additive calculations are applied when a forward or reverse gear is engaged.

[0077] The launch control module 112 receives the normalized gradient angle value during a drive-off event and checks if it exceeds a predefined threshold of approximately 15 degrees.

[0078] If exceeded, it applies the value to a gradient-based launch support lookup table, which includes sub-tables for forward and reverse gears, to obtain a drive-off support engine speed value, adjusting the vehicle’s base drive-off engine speed accordingly.

[0079] The pedal response module 114 receives an accelerator pedal position value from a pedal acceleration sensor 208 near the accelerator pedal, the engaged gear number from the EMU 106, and the normalized gradient angle value from the normalization module 110. It applies the pedal position value to a first acceleration lookup table to obtain a base demand torque value, the normalized gradient angle value to a second acceleration lookup table to determine a torque multiplication factor value, and the engaged gear number to a third acceleration lookup table to obtain a maximum allowed torque multiplication factor value.

[0080] A multiplicative correction is applied to the base demand torque using the lower of the torque multiplication factor or the maximum allowed torque multiplication factor to generate a corrected torque for pedal response during acceleration on a gradient road.

[0081] Figure 1 illustrates an exemplary environment for implementing a system 100 for launch control and accelerator pedal response of a vehicle in accordance with an exemplary embodiment of the present disclosure. In an aspect, the exemplary environment of the present disclosure includes a vehicle 102 which may perform a drive-off event on a gradient road. In such scenarios, an engine control unit (ECU) 104 of the system 100 is activated to establish a communication with a gradient angle sensor installed at the front side of the vehicle 102 and with an engine management unit over a controller area network (CAN) of the vehicle 102. Once the connection is established, the ECU 104 captures sensor data from the gradient angle sensor and a vehicle acceleration value from the EMU.

[0082] In an embodiment, the system 100 further includes a normalization module 110, a launch control module 112, and a pedal response module 114.

[0083] The normalization module 110 can receive the gradient angle value and the vehicle acceleration value, and further apply the vehicle acceleration value to a normalization lookup table to obtain a correction value. Based on the correction value, the normalization module 110 calculates a normalized gradient angle value by applying additive or subtractive calculations to the gradient angle value. In an embodiment, the normalization module 110 is configured to apply an additive calculation to the gradient angle value when a forward gear is engaged. In another embodiment, the normalization module 110 is configured to apply the additive calculation to the gradient angle value when a reverse gear is engaged.

[0084] Once the normalized gradient angle value is calculated, the launch control module 112 checks whether the normalized gradient angle value is above a predefined threshold value during the drive-off event of the vehicle. In an example, the predefined threshold value is 15 degrees. In case the normalized gradient angle value is above the predefined threshold value, the launch control module 112 applies the normalized gradient angle value to a gradient-based launch support lookup table to obtain a drive-off support engine speed value. In an embodiment, the gradient-based launch support lookup table maps the normalized gradient angle values and their multiplication factor values. Then, the launch control module 112 adjusts a base drive-off engine speed value of the vehicle 102 according to the obtained drive-off support engine speed value, so as to provide sufficient drive-off engine speed to the vehicle on the gradient road and may enhance the driving comfort and fuel economy.

[0085] Further, once the vehicle 102 passes the drive-off event, the pedal response module 114 is activated by the ECU 104 to receive an accelerator pedal position value from a pedal acceleration sensor mounted in proximity of an accelerator pedal, an engaged gear number from the EMU, and the normalized gradient angle value from the normalization module. Then, based on the received values, the pedal response module 114 applies the accelerator pedal position value to a first acceleration lookup table to obtain a base demand torque value, applies the normalized gradient angle value to a second acceleration lookup table to obtain a torque multiplication factor value based on the gradient angle value of the road, and applies the engaged gear number to a third acceleration lookup table to obtain a maximum allowed torque multiplication factor value based on the accelerator pedal position value and the engaged gear number. Finally, the pedal response module 114 applies a multiplicative correction to the base demand torque based on the torque multiplication factor value or the maximum allowed torque multiplication factor value, whichever has having lower value, for generating a corrected torque in pedal response during the acceleration on the gradient road.

[0086] Thus, with the implementation of the system 100 proposed herein, accurate calculation of road gradients is possible, and the drive-off support engine speed at different road gradients can be defined, which helps a driver to launch the vehicle with ease on both flat roads and in hilly regions. With the implementation of the proposed system 100, clutch wear out can be minimized as the system 100 ensures controlled vehicle launch with the desired engine speed, thereby preventing the driver from pressing the accelerator pedal to launch the vehicle at a very high engine speed. Since the desired engine speed for different gradients is achieved automatically on activation of drive-off support, the driver did not panic about the vehicle rolling back when trying to launch the vehicle in a gradient.

[0087] Figure 2 illustrates different functional processing modules of the proposed system 100 for launch control and accelerator pedal response of a vehicle in accordance with an exemplary embodiment of the present disclosure. The system 100 includes one or more processor(s) 202. The one or more processor(s) 202 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and / or any devices that manipulate data based on operational instructions. Among other capabilities, one or more processor(s) 202 are configured to fetch and execute computer- readable instructions stored in a repository 104A of the system 100. The repository 104A stores one or more computer-readable instructions or routines, which may be fetched and executed to establish end-to-end service between multiple domains. The repository 104A includes any non- transitory storage device including, for example, volatile repository such as RAM, or nonvolatile repositories such as EPROM, flash repository, and the like. Further, the system 100 also includes one or more communication interface(s) 206. The communication interface(s) 206 includes a variety of interfaces, for example, interfaces for data input and output devices, referred to as I / O devices, storage devices, and the like. The interface(s) 206 facilitates communication of the system 100 with various devices coupled to the system 100, for example, the EMU 106, the gradient angle sensor 108, and a pedal position sensor 208. The interface(s) 206 also provides a communication pathway for one or more components of the system 100. Examples of such components include, but are not limited to, the processing engine(s) of the ECU 104. Although the processor 202, the repository 104A, and the communication interface 206 are shown outside the ECU 104; however, in an alternative embodiment, the processor 202, the repository 104A, and the communication interface 206 can be included in the ECU 104 without departing from the scope of the present disclosure. Further, in an embodiment, the repository 104A includes a set of predefined instructions, the normalization lookup table, the gradient-based launch support lookup table, the first acceleration lookup table, the second acceleration lookup table, and the third acceleration lookup table. The normalization lookup table maps the vehicle acceleration values and their correction values, and the gradient-based launch support lookup table maps the normalized gradient angle values and their multiplication factor values. In an embodiment, the gradient-based launch support lookup table includes two sub-tables including a first gradient-based launch support sub-lookup table for forward gear and a second gradient-based launch support sub-lookup table for reverse gear. Further, the first acceleration lookup table maps the accelerator pedal position values and torque values. The second acceleration lookup table maps the normalized gradient angle values and their gradient factor values. The third acceleration lookup table maps the engaged gear numbers and their accelerator pedal position values.

[0088] In an operative configuration, when the vehicle 102 is standing on a gradient road and tries to initiate the drive-off event, the normalization module 110 is configured to receive the gradient angle value from the gradient angle sensor 108 and the vehicle acceleration value from the EMU 106. Then, the normalization module 110 applies the vehicle acceleration value to the normalization lookup table to obtain a correction value. An exemplary normalization lookup table is shown below in Table 1:

[0089] Table 1: Normalization Lookup Table

[0090] The normalization module 110 calculates a normalized gradient angle value by applying additive or subtractive calculation to the gradient angle value. In an embodiment, the normalization module 110 is configured to apply an additive calculation to the gradient angle value when a forward gear is engaged. In an alternative embodiment, the normalization module 110 is configured to apply the additive calculation to the gradient angle value when a reverse gear is engaged.

[0091] Once the normalized gradient angle value is calculated, the launch control module 112 receives the normalized gradient angle value from the normalization module 110 during the drive-off event of the vehicle 102. The launch control module 112 then determines whether the normalized gradient angle value is above a predefined threshold value. In an aspect, the normalized gradient angle value has a predefined threshold value of 15 degrees. If the normalized gradient angle value is determined above the predefined threshold value, the launch control module 112 applies the normalized gradient angle value to the gradient-based launch support lookup table to obtain a drive-off support engine speed value. In an embodiment, the gradient-based launch support lookup table includes two sub-tables, including a first gradient-based launch support sub-lookup table for forward gear and a second gradient-based launch support sub-lookup table for reverse gear. Exemplary first and second gradient-based launch support sub-lookup tables are shown below in Table 2 and Table 3:

[0092] Table 2: First gradient-based launch support sub-lookup table Table 3: Second gradient-based launch support sub-lookup table

[0093] The launch control module 112 adjusts a base drive-off engine speed value of the vehicle according to the obtained drive-off support engine speed value, so as to provide sufficient drive- off engine speed to the vehicle on the gradient road and may enhance the driving comfort and fuel economy.

[0094] Further, once the vehicle 102 passes the drive-off event, the pedal response module 114 is activated to receive an accelerator pedal position value from a pedal position sensor 208 mounted in proximity of an accelerator pedal, an engaged gear number from the engine management unit 106, and the normalized gradient angle value from the normalization module 110. Then, the pedal response module 114 applies the accelerator pedal position value to the first acceleration lookup table to obtain a base demand torque value. An exemplary first acceleration lookup table is shown below in Table 4:

[0095] Table 4: First acceleration lookup table The pedal response module 114 then applies the normalized gradient angle value to the second acceleration lookup table to obtain a torque multiplication factor value based on the gradient angle value of the road. An exemplary second acceleration lookup table is shown below in Table 5: Table 5: Second acceleration lookup table

[0096] Further, the pedal response module 114 applies the engaged gear number to the third acceleration lookup table to obtain a maximum allowed torque multiplication factor value based on the accelerator pedal position value and the engaged gear number. An exemplary third acceleration lookup table is shown below in Table 6:

[0097] Pedal Possh

[0098] Table 6: Third acceleration lookup table

[0099] Thereafter, the pedal response module 114 applies a multiplicative correction to the base demand torque based on the torque multiplication factor value or the maximum allowed torque multiplication factor value, whichever is having lower value, for generating a corrected torque in pedal response during the acceleration on gradient road. Thus, with the implementation of the system 100 proposed herein, accurate calculation of road gradient is possible and drive-off support engine speed at different road gradients can be defined which helps the driver to launch the vehicle with ease on both flat roads and in hilly regions. With the implementation of the proposed system 100, clutch wear-out can be minimized as the system 100 ensures controlled vehicle launch with desired engine speed, thereby preventing the driver from pressing the accelerator pedal to launch the vehicle at very high engine speed. Since the desired engine speed for different gradients is achieved automatically on activation of drive-off support, the driver did not panic about vehicle roll back when trying to launch the vehicle in a gradient.

[0100] Figures 3A and 3B illustrate a method 300 for a vehicle launch control and accelerator pedal response. The order in which method 300 is described is not intended to be construed as a limitation, and any number of the described method steps may be combined in any order to implement method 300, or an alternative method. The method includes the following steps: At step 302, the method 300 includes receiving, by an engine control unit (ECU) 104, sensor data from a gradient angle sensor 108 installed at a front side of a vehicle 102, wherein the sensor data indicating a gradient angle value of a road on which the vehicle is operatively located.

[0101] At step 304, the method 300 includes receiving, by the ECU (104), vehicle acceleration data from an engine management unit (EMU) (106);

[0102] At step 306, the method 300 includes calculating, by the ECU (104), a normalized gradient angle value based on a dynamic pitch angle correction derived from the vehicle acceleration data;

[0103] At step 308, the method 300 includes receiving, by the ECU (104), raw gradient angle data from the gradient angle sensor (108) positioned at the front of the vehicle (102), the sensor (108) configured to detect road inclines and declines and provide gradient angle feedback to the ECU (104);

[0104] At step 310, the method 300 includes applying, by a normalization module (110) within the ECU (104), a correction value to the raw gradient angle data using a lookup table that maps vehicle acceleration to pitch angle deviations to filter out false gradient readings caused by dynamic vehicle pitch during acceleration or deceleration;

[0105] At step 312, the method 300 includes calculating, by the normalization module (110), a normalized gradient angle by applying either an additive or subtractive correction based on whether the vehicle is in a forward or reverse gear;

[0106] At step 314, the method 300 includes comparing, by a launch control module (112) operatively connected to the normalization module (110), the normalized gradient angle to a predefined threshold value;

[0107] At step 316, the method 300 includes adjusting, by the launch control module (112), a base drive-off engine speed using a gradient-based launch support lookup table that provides drive-off engine speed values corresponding to varying normalized gradient angles;

[0108] At step 318, the method 300 includes automatically modulating, by the launch control module (112), the drive-off support engine speed based on real-time road gradient detection during a drive-off event; At step 320, the method 300 includes receiving, by a pedal response module (114), an accelerator pedal position value from a pedal position sensor (208), an engaged gear value from the EMU (106), and the normalized gradient angle from the normalization module (110);

[0109] At step 322, the method 300 includes determining, by the pedal response module (114), a base demand torque value by applying the accelerator pedal position value to a first lookup table;

[0110] At step 324, the method 300 includes determining, by the pedal response module (114), a torque multiplication factor by applying the normalized gradient angle to a second lookup table, the torque multiplication factor adjusting the torque output based on the road gradient;

[0111] At step 326, the method 300 includes determining, by the pedal response module (114), a maximum allowed torque multiplication factor by applying the engaged gear value to a third lookup table, the maximum factor being based on the pedal position and engaged gear; and

[0112] At step 328, the method 300 includes correcting, by the pedal response module (114), the base demand torque by applying the lower of the torque multiplication factor or the maximum allowed torque multiplication factor to ensure smooth acceleration and prevent

[0113] Figure 4 illustrates the performance of the vehicle's launch control system over a 20-second interval during a drive-off event on a 15° incline. The x-axis represents time (0-20 seconds), while the y-axis plots engine speed (404), vehicle speed (406), gradient angle (402), and drive- off active status (408). Engine speed begins at around 950 RPM and remains steady until 10 seconds, after which it sharply rises to 5100 RPM at 14 seconds, then slightly decreases. Vehicle speed remains near zero until 10 seconds, then accelerates rapidly to 80 units, indicating successful launch. The gradient angle stays constant at 15°, and the drive-off active status is high (1) during the first 10 seconds, showing active launch control, then drops to 0 once the vehicle gains momentum.

[0114] Figure 5 presents a similar plot for a steeper 40° incline. Engine speed increases from 1000 RPM to a peak of 5175 RPM around 14 seconds, followed by a slight drop to 4930 RPM. Vehicle speed remains near zero until 10 seconds and then climbs to 40 units by 14 seconds. The gradient angle remains fixed at 40°, confirming the consistent slope. Drive-off active status remains at 1 until 10 seconds, after which it turns off, showing that launch control deactivates once sufficient vehicle movement is detected.

[0115] Figure 6 depicts three parameters — engine temperature (602), gear position (508), and engine torque (606) — during a drive-off from 28 to 40 seconds. Engine temperature is stable around 600°C, showing thermal consistency during launch. Gear position starts at gear 2, shifts to 3 at 30 seconds, then to 4 at 32 seconds, reflecting progressive upshifting. Torque output starts near 0, spikes to 4 units between 30-32 seconds, dips by 34 seconds, and rises again to 3 units by 40 seconds, indicating real-time torque adjustment responding to gradient and gear changes during acceleration.

[0116] The present disclosure provides a system and method for a vehicle launch control and accelerator pedal response, demonstrated through the following anecdotal examples to illustrate its functionality and practical applications.

[0117] In an example, Sarah is driving her vehicle (102) in San Francisco and stops at a traffic light on an 18-degree incline. The system (100) activates as the front-mounted gradient angle sensor (108) detects the slope and sends data to the ECU (104), which also receives near-zero acceleration data from the EMU (106). The ECU (104) calculates a normalized gradient angle of 20 degrees using pitch correction. The normalization module (110) applies a correction via a lookup table to ensure accurate detection. Since the gradient exceeds the 15-degree threshold, the launch control module (112) increases the base drive-off engine speed from 1000 to 2000 RPM. The pedal response module (114) processes a 30% pedal input, 1st gear, and gradient angle to apply torque correction. Sarah smoothly drives off without rollback.

[0118] In an example, Raj is driving his vehicle (102) on a hilly road in the Himalayas with a 20-degree incline. The system (100) calculates a normalized gradient angle of 22 degrees. The dynamic torque correction module within the system updates the torque output in real-time as the gradient changes, recalculating the torque multiplication factor to adjust for the incline. When Raj presses the accelerator (40% pressed), the pedal response module (114) applies a torque multiplication factor, ensuring he doesn’t need to press the pedal excessively to maintain speed uphill. On a subsequent 10-degree downhill section, the module reduces the torque multiplication factor to prevent oversensitivity, allowing Raj to maintain an ergonomically comfortable pedal position throughout the drive.

[0119] In an example, Emma is stopped on a 30-degree incline in Tuscany, preparing to launch her vehicle (102). The ECU (104) detects the steep gradient via the gradient angle sensor (108) and predicts a potential rollback scenario. It applies pre-emptive torque modulation, increasing the engine speed to 2200 RPM to prevent rollback as Emma releases the brake. During acceleration, the ECU (104) monitors gradient angle changes and applies torque multiplication gradually, avoiding sudden surges that could destabilize the vehicle on the uneven terrain. Emma experiences a smooth and controlled launch, safely navigating the incline.

[0120] In an example, Maria is accelerating her vehicle (102) on a bumpy 15 -degree incline in a rural area. The method (300) dynamically filters gradient angle noise using a low-pass filter to eliminate inaccuracies from sudden pitch changes caused by the uneven terrain, ensuring a stable normalized gradient angle of 16 degrees. The system adjusts the torque output to maintain an ergonomically comfortable pedal position for Maria, preventing excessive pedal depression on the uphill slope. Maria accelerates smoothly, maintaining control and comfort despite the bumpy road.

[0121] In an operative configuration, the system (100) integrates with the vehicle’s OBD system for real-time monitoring and fault detection. If the gradient angle sensor (108) fails, the ECU (104) switches to a fallback mode using historical or acceleration-based data. Operating at a 50 Hz control loop, the system updates torque and engine speed in real time, incorporating data from sensors like an altitude sensor for improved accuracy in tough conditions. To prevent rollback, the ECU (104) applies a 10% torque boost on steep slopes. Powered by the 12V system, components are rated for -40°C to 85 °C. Calibration occurs at assembly, with updates delivered via OTA patches.

[0122] Advantageously, the system improves vehicle control and driver comfort on slopes by automatically adjusting engine speed and torque for smooth, rollback-free launches. It reduces pedal effort, enhancing ergonomics and minimizing fatigue. By adapting to real-time road and environmental conditions, it ensures stable acceleration even on wet or uneven terrain. Its precise gradient detection delivers reliable performance across varied driving scenarios, providing a safe and seamless driving experience.

[0123] TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE

[0124] The present disclosure described herein above has several technical advantages including, but not limited to, the realization of the system for launch control and pedal response of a vehicle and a method thereof that:

[0125] • minimizes clutch wear-out of the vehicle; • calculates the road gradient and drive-off support speed at different roadways;

[0126] • prevents the driver from panicking about vehicle rollback;

[0127] • maintains an ergonomically comfortable position of the driver;

[0128] • reduces driver fatigue while driving in hilly areas; and • improves vehicle drivability.

Claims

CLAIMS:

1. A system (100) for controlling vehicle launch and pedal response based on road gradient, said system (100) comprising: a. an engine control unit (ECU) (104) configured to: o receive gradient angle data from a gradient angle sensor (108) installed on the vehicle (102) to detect road gradient; o receive vehicle acceleration data from an engine management unit (106); o calculate a normalized gradient angle value based on a dynamic pitch angle correction derived from vehicle acceleration data; o a gradient angle sensor (108) positioned at the front of the vehicle (102), configured to capture raw gradient data corresponding to road inclines and declines, wherein the sensor provides gradient angle data as feedback to the ECU (104); b. a normalization module (110), within the ECU (104), configured to: o apply a correction value to the raw gradient angle data using a lookup table that maps vehicle acceleration to pitch angle deviations, thereby filtering out false gradient readings caused by dynamic vehicle pitch during acceleration or deceleration; o calculate a normalized gradient angle by either additive or subtractive correction depending on whether the vehicle is in a forward or reverse gear; c. a launch control module (112), operatively connected to the normalization module (110), configured to: o compare the normalized gradient angle to a predefined threshold value; o adjust the base drive-off engine speed using a gradient-based launch support lookup table, the table providing drive -off engine speed values corresponding to varying normalized gradient angles; o automatically modulate the drive-off support engine speed based on real-time road gradient detection during the drive-off event; d. a pedal response module (114), configured to:o receive an accelerator pedal position value from a pedal position sensor (208), an engaged gear value from the EMU (106), and the normalized gradient angle from the normalization module (110); o apply the accelerator pedal position value to a first lookup table to determine a base demand torque value; o apply the normalized gradient angle to a second lookup table to determine a torque multiplication factor, which adjusts the torque output based on the road gradient; o apply the engaged gear value to a third lookup table to determine a maximum allowed torque multiplication factor based on the pedal position and gear; and o correct the base demand torque by applying the lower of the torque multiplication factor or the maximum allowed torque multiplication factor to ensure smooth acceleration and prevent excessive torque on steep gradients.

2. The system (100) of claim 1, wherein the normalization module (110) comprises a filter module that applies a dynamic low-pass filter to the raw gradient angle data to remove noise caused by instantaneous pitch changes during vehicle launch or deceleration, thereby ensuring stable normalized gradient values.

3. The system (100) of claim 1, wherein the gradient-based launch support lookup table comprises: a. a first sub-lookup table for calculating forward gear drive-off support engine speed based on positive gradient angles; and b. a second sub-lookup table for calculating reverse gear drive-off support engine speed based on negative gradient angles, with separate torque amplification factors for reversing on inclines.

4. The system (100) of claim 1, wherein said system comprises a dynamic torque correction module configured to: a. dynamically update the torque output in real time during vehicle operation by recalculating the torque multiplication factor based on changes in the normalized gradient angle; and b. adjust the multiplication factor based on the road gradient such that the driver maintains an ergonomically comfortable pedal position, preventing excessivepedal depression during uphill gradients or oversensitivity during downhill gradients.

5. The system (100) of claim 1, wherein the ECU (104) is configured to: a. predict potential vehicle rollback scenarios based on the detected gradient angle and apply pre-emptive torque modulation to prevent rollback during vehicle launch on an incline; and b. monitor gradient angle changes during acceleration to apply torque multiplication gradually, minimizing sudden torque surges that could destabilize the vehicle.

6. The system (100) of claim 1, wherein the normalized gradient angle value is calculated by integrating the vehicle's acceleration feedback over a predefined interval to ensure accurate detection of gradual slope changes without interference from temporary vehicle pitch fluctuations.

7. The system (100) of claim 1, wherein the ECU (104) is configured to: a. receive data from an additional environmental sensor, to correlate altitude with gradient angle, providing additional accuracy for detecting vehicle movement in hilly or mountainous regions; and b. dynamically switch between different gradient detection modes based on environmental conditions such as low visibility or steep terrains, thereby adjusting the torque multiplication factor accordingly.

8. A method (300) for dynamic vehicle control during launch and acceleration based on road gradient, comprising the following steps:• receiving, by an engine control unit (ECU) (104), gradient angle data from a gradient angle sensor (108) installed on a vehicle (102) to detect road gradient;• receiving, by the ECU (104), vehicle acceleration data from an engine management unit (EMU) (106);• calculating, by the ECU (104), a normalized gradient angle value based on a dynamic pitch angle correction derived from the vehicle acceleration data;• receiving, by the ECU (104), raw gradient angle data from the gradient angle sensor (108) positioned at the front of the vehicle (102), the sensor (108) configured to detect road inclines and declines and provide gradient angle feedback to the ECU (104);• applying, by a normalization module (110) within the ECU (104), a correction value to the raw gradient angle data using a lookup table that maps vehicle acceleration to pitch angle deviations to filter out false gradient readings caused by dynamic vehicle pitch during acceleration or deceleration;• calculating, by the normalization module (110), a normalized gradient angle by applying either an additive or subtractive correction based on whether the vehicle is in a forward or reverse gear;• comparing, by a launch control module (112) operatively connected to the normalization module (110), the normalized gradient angle to a predefined threshold value;• adjusting, by the launch control module (112), a base drive-off engine speed using a gradient-based launch support lookup table that provides drive-off engine speed values corresponding to varying normalized gradient angles;• automatically modulating, by the launch control module (112), the drive-off support engine speed based on real-time road gradient detection during a drive -off event;• receiving, by a pedal response module (114), an accelerator pedal position value from a pedal position sensor (208), an engaged gear value from the EMU (106), and the normalized gradient angle from the normalization module (HO);• determining, by the pedal response module (114), a base demand torque value by applying the accelerator pedal position value to a first lookup table;• determining, by the pedal response module (114), a torque multiplication factor by applying the normalized gradient angle to a second lookup table, the torque multiplication factor adjusting the torque output based on the road gradient;• determining, by the pedal response module (114), a maximum allowed torque multiplication factor by applying the engaged gear value to a third lookup table, the maximum factor being based on the pedal position and engaged gear; and• correcting, by the pedal response module (114), the base demand torque by applying the lower of the torque multiplication factor or the maximum allowedtorque multiplication factor to ensure smooth acceleration and prevent excessive torque on steep gradients.

9. The method (300) of claim 8, wherein said method (300) comprises: a. dynamically filtering gradient angle noise during vehicle operation using a low-pass filter to eliminate inaccuracies caused by sudden pitch angle changes during acceleration or deceleration; and b. maintaining driver comfort by adjusting the torque output to ensure that the driver remains in an ergonomically comfortable pedal position regardless of road gradient changes.

10. The method (300) of claim 8, wherein the torque multiplication factor is dynamically updated during acceleration based on real-time gradient angle data, and the system is configured to limit the torque output based on vehicle stability parameters such as vehicle speed, gear selection, and pitch angle, wherein the predefined threshold value for normalized gradient angle is adaptively adjusted based on environmental conditions and vehicle load, allowing for a more precise drive -off and acceleration response under varying road and weather conditions11. The method (300) of claim 8, wherein said method (300) comprises: a. automatically applying a torque pre-load to prevent vehicle rollback during launch on steep gradients, based on gradient angle feedback from the gradient angle sensor (108); and b. providing an alert to the driver when a critical gradient angle is detected, indicating the need for additional vehicle control measures such as manual braking or low-gear operation.

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