System and method for reducing starting load of a vehicle at cold condition

Abstract

The present subject matter discloses a system and a method that involves a modification in a headlamp (104) of a vehicle (102). When the engine temperature is low, a temperature sensor (112) broadcasts its message over a CAN (116), which the headlamp (104) detects. In response, the headlamp (104) automatically switches to a first mode until the engine temperature exceeds a threshold temperature or the engine RPM rises above a threshold RPM, indicating that the vehicle (102) has started. With this change, the vehicle (102) is now able to start in cold ambient conditions. This concept of limiting the standby current of the vehicle (102) may be applied across industries that use lead-acid batteries or any other batteries, whose performance fluctuates with temperature.

Description

TITLE OF INVENTION:SYSTEM AND METHOD FOR REDUCING STARTING LOAD OF A VEHICLE AT COLD CONDITIONFIELD OF THE INVENTION

[0001] The present subject matter is related, in general to a vehicle, and more particularly, but not exclusively to a system and a method for reducing starting load of a vehicle at cold condition to enable reliable cold startability by automatically reducing electrical load.BACKGROUND OF THE INVENTION

[0002] When a user wants to start the vehicle’s engine, the user first turns ON the vehicle’s ignition, meaning an ignition switch in the vehicle is turned to a position where the vehicle’s electrical systems are activated, but the engine has not yet started. As a result of the ignition being ON, various systems such as the vehicle’s headlamps receive power and are automatically turned ON, especially in vehicles with automatic lighting systems or headlamps relays triggered by the ignition status. The headlamps consume significant power, typically ranging from 15 W to 22 W. In most internal combustion engine (ICE) vehicles, these electrical loads are powered by lead-acid batteries or similar batteries. The performance of the vehicle’s battery varies with temperature. At extremely low temperatures (for example, below 10°C), the internal resistance of the battery increases, thereby reducing the voltage available to power the loads, depending on the current being drawn. For instance, while the open-circuit voltage (OCV) of the battery may be 1.5 V, the voltage drops to 1.33 V under load. This voltage drop poses a significant challenge for the vehicle startability in cold weather conditions, as the reduced battery voltage is often insufficient to power the starter motor and overcome the increased engine friction in the cold weather conditions. In the cold weather conditions, it has been observed that the battery is unable to supply the necessary current to overcome the additional starting torque required by the cold engine of the vehicle, thereby delaying starting of the vehicle’s engine. Further, if the user keeps on trying to start the vehicle, the battery may degrade further. Thus, there is a need for a solution that can address at least the abovementioned issues.

[0003] Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems withsome aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.SUMMARY

[0004] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[0005] In an aspect of the present subject matter, a system for reducing a vehicle’s starting load to enhance the vehicle’s startability is disclosed. The system comprises a microcontroller, which is configured to perform a check to determine whether an engine temperature of an engine of a vehicle is less than a threshold temperature. The microcontroller is further configured to perform a check to determine whether an engine RPM is less than a threshold RPM based on the engine temperature being less than the threshold temperature. The microcontroller is further configured to operate a lamp of the vehicle in a first mode based on the engine RPM being less than the threshold RPM. The lamp is configured to operate with a low intensity in the first mode in comparison to operating the lamp in the second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability.

[0006] In an embodiment, the microcontroller is further configured to perform the checks based on detection of an ignition ON state of the vehicle.

[0007] In an embodiment, the system further comprises one or more sensors, which are configured to detect the engine temperature of the engine of the vehicle based on the detected ignition ON state of the vehicle.

[0008] In an embodiment, the lamp is further configured to illuminate light either at least at a minimum intensity, at a maximum intensity, or at an intensity between the minimum intensity and the maximum intensity.

[0009] In an embodiment, the first mode is a position (POS) mode or FPL (Front Position Lamp) mode in which the lamp is configured to illuminate at the minimum intensity, and the second mode is a DRL (Day Running Light) mode in which the lamp is configured to illuminate at the maximum intensity.

[0010] In an embodiment, the microcontroller is further configured to switch the operation of the lamp from the second mode to the first mode based on the engine temperature being less than the threshold temperature and the engine RPM being less than the threshold RPM.

[0011] In another aspect of the present subject matter, a method for reducing a vehicle’s starting load to enhance the vehicle’s startability is disclosed. The method comprises performing, by a microcontroller, a check to determine whether an engine temperature of an engine of a vehicle is less than a threshold temperature. The method further comprises performing, by the microcontroller, a check to determine whether an engine RPM is less than a threshold RPM based on the engine temperature being less than the threshold temperature. The method further comprises operating, by the microcontroller, a lamp of the vehicle in a first mode based on the engine RPM being less than the threshold RPM. The lamp operates with a low intensity in the first mode in comparison to operating the lamp in a second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability.

[0012] In an embodiment, the method further comprises detecting, by the microcontroller, an ignition ON state of the vehicle prior to performing the checks.

[0013] In an embodiment, the first mode is a position (POS) mode or FPL (Front Position Lamp) mode in which the lamp illuminates at a minimum intensity, and the second mode is a DRL (Day Running Light) mode in which the lamp illuminates at a maximum intensity.

[0014] In an embodiment, the operation of the lamp is switched from the second mode to the first mode based on the engine temperature being less than the threshold temperature and the engine RPM being less than the threshold RPM.

[0015] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure, as claimed.BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which are incorporated herein, and constitute a part of this disclosure, illustrate exemplary embodiments of the disclosed systems for reducing a vehicle’s starting load to enhance the vehicle’s startability and methods thereof, in which like reference numerals refer to the same parts throughout the different drawings. Components in the drawings are not necessarily to scale; emphasis instead being placed upon clearly illustrating the principles of the present disclosure. Some drawings may indicate the components using block diagrams and may not represent the internal circuitry of eachcomponent. It will be appreciated by those skilled in the art that disclosure of such drawings includes the disclosure of electrical components, electronic components or circuitry commonly used to implement such components.

[0017] Figure 1 shows a block diagram of a system for reducing starting load of a vehicle at cold condition to enable reliable cold startability by automatically reducing electrical load, in accordance with an exemplary embodiment of the present disclosure.

[0018] Figure 2 shows a diagram of a flowchart illustrative of a method for reducing the starting load of the vehicle at the cold condition to enable the reliable cold startability by automatically reducing the electrical load, in accordance with an exemplary embodiment of the present disclosure.

[0019] The foregoing shall be more apparent from the following more detailed description of the present disclosure. Further areas of applicability of the disclosure will become apparent from the detailed description provided hereinafter. The detailed description of exemplary embodiments is intended for illustration purposes only and is, therefore, not intended to necessarily limit the scope of the disclosure.DETAILED DESCRIPTION OF THE DRAWINGS

[0020] The present disclosure may be best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the systems and the methods may extend beyond the described embodiments. For example, the teachings presented, and the needs of a particular application may yield multiple alternative and suitable approaches to implement the functionality of any detail described herein. Therefore, any approach may extend beyond the particular implementation choices in the following embodiments described and shown.

[0021] While the making and using of various embodiments of the present disclosure are discussed in detail below, it should be appreciated that the present disclosure provides many applicable inventive concepts that can be embodied in a wide variety of specific contexts. The specific embodiments discussed herein are merely illustrative of specific ways to make and use the invention and do not delimit the scope of the invention. Further, to facilitate the understanding of the present invention, a number of terms are defined below. Terms defined herein have meanings as commonly understood by a person of ordinary skill in the areasrelevant to the present invention. The terminology herein is used to describe specific embodiments of the invention, but their usage does not limit the invention, except as outlined in the claims. Further, various systems and methods are described below to provide one or more examples of each claimed embodiment. They do not limit any claimed embodiment. Any claimed embodiment may cover systems and methods that are different from those described above and below. The drawings and descriptions are for illustrative, rather than restrictive, purposes.

[0022] The disclosure is best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the methods, systems, and apparatuses may extend beyond the described embodiments. In one example, the teachings presented, and the needs of a particular application may yield multiple alternate and suitable approaches to implement the functionality of any detail described herein. Therefore, any approach may extend beyond the implementation choices in the following embodiments that are described and shown.

[0023] In the context of the present invention, the term “coupled to” or “coupled with” is used to describe various types of connections or relationships between components. The term “coupled to” or “coupled with” is used to describe a connection or relationship between two or more components, which can be in various contexts such as electrical, mechanical, operational, or communicative. For example, “electrically coupled” refers to a connection where electrical signals or power are transferred between components, such as a wire connecting a power source to a circuit. “Mechanically coupled” indicates a physical connection that allows mechanical forces or motion to be transmitted, like gears in a gearbox. “Operationally coupled” means that the components interact in a way that their operations are interdependent or coordinated, such as a sensor and a control system working together. “Communicatively coupled” refers to a connection that enables the exchange of data or information, such as a wireless link between a smartphone and a computer. These terms help to clearly define the nature of the interactions and dependencies between different parts of the invention. In the present disclosure, the term “coupled to” or “coupled with” is being used to describe various types of connections or relationships between components. However, this term “coupled to” or “coupled with” should not be construed as limiting to thescope of the present invention. The use of “coupled to” or “coupled with” encompasses one or more forms of connections, whether direct or indirect, and includes but is not limited to electrical, mechanical, operational, or communicative couplings, or any combination thereof. Further, the term “coupled to” or “coupled with” can be interchangeably used with “connected to” or “connected with” and should be understood to encompass all forms of connections, whether direct or indirect, including but not limited to electrical, mechanical, operational, and communicative couplings.

[0024] References to “one embodiment,” “at least one embodiment,” “an embodiment,” “one example,” “an example,” “for example,” and so on indicate that the embodiment(s) or example(s) may include a particular feature, structure, characteristic, property, element, or limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment. The terms “including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise. The term “or combinations thereof’ as used herein refers to all permutations and combinations of the listed items preceding the term. For example, “A, B, C, or combinations thereof’ is intended to include at least one of: A, B, C, AB, AC, BC, or ABC, and if order is important in a particular context, also BA, CA, CB, CBA, BCA, ACB, BAC, or CAB. Continuing with this example, expressly included are combinations that contain repeats of one or more item or term, such as BB, AAA, AB, BBC, AAABCCCC, CBBAAA, CABABB, and so forth. The skilled artisan will understand that typically there is no limit on the number of items or terms in any combination, unless otherwise apparent from the context.

[0025] The present invention will now be described more fully hereinafter with different embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather those embodiments are provided so that this disclosure will be thorough and complete, and fully convey the scope of the invention to those skilled in the art.

[0026] An object of the present subject matter is to disclose a system and a method for reducing starting load of a vehicle at cold weather conditions to enable reliable coldstartability by automatically reducing electrical load. This aims at overcoming the technical problems mentioned above and the disadvantages in the existing art.

[0027] The present invention proposes a technical solution that involves a software modification in a headlamp of a vehicle. When the vehicle’s engine temperature is low, one or more sensors (such as a temperature sensor) broadcasts its message over a CAN network, which the headlamp detects. In response, the headlamp automatically switches to an FPL (front position lamp) mode until the engine temperature exceeds a threshold temperature value (such as 10 degrees Celsius) or the engine RPM rises above a threshold RPM value (such as 1000 rpm), indicating that the vehicle has started.

[0028] The headlamp operates in either DRL mode or Low Beam plus FPL mode, drawing 1-1.2 Ampere in either case. However, when the FPL mode is active, it consumes less current such as 0.1 to 0.3 Ampere. This reduced current draw minimizes the voltage drop caused by the battery’s internal resistance, ensuring that the closed-circuit voltage remains sufficient to start the vehicle. Limiting the standby current at key ON state reduces significantly the initial closed-circuit voltage drop. For example, when we directly switch to the FPL mode, the headlamp draws only 200 mA, resulting in an improved closed-circuit voltage by 0.2 V. With this change, the vehicle is now able to start in the cold ambient conditions, for example, as low as 5 degrees Celsius or lower. The disclosed concept of limiting the standby current of the vehicle can be applied across industries that use lead-acid batteries or any other batteries, whose performance fluctuates with temperature.

[0029] The present subject matter has been disclosed herein with one or more systems and methods. Each system is structured as a hierarchical composition, where a primary entity encompasses several integral components that collectively define its full capabilities. However, the system may also be designed with flexibility in mind, allowing for meaningful operation or analysis based on a subset of these components. In certain contexts, a reduced configuration, for example, comprising only a select few core elements may represent a valid and functional instance of the system. This dual-level abstraction supports both comprehensive and minimal representations, enabling the system to adapt to varying requirements without compromising coherence. Such a model promotes scalability, modularity, and contextual relevance, making it suitable for dynamic environments where different levels of detail or functionality may be required. Similarly, a method flowchart represents a structured sequence of actions or decisions designed to achieve a specificoutcome. While the flowchart may illustrate a comprehensive set of steps, it is inherently modular and adaptable. Depending on the context, objective, or input conditions, only a subset of these steps may be necessary to complete the process effectively. This conditional execution allows the method to remain efficient and relevant across varying scenarios, without enforcing unnecessary operations. By supporting optional and context-driven pathways, the flowchart embodies a flexible logic framework, which is capable of scaling from minimal to full execution, while maintaining clarity, coherence, and purpose throughout the process.

[0030] Various embodiments of the present invention will now be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0031] Figure 1 shows a block diagram of a system 100 for reducing starting load of a vehicle 102 at cold condition to enable reliable cold startability by automatically reducing electrical load, in accordance with an exemplary embodiment of the present disclosure. With reference to Figure 1, 100 denotes the system, 102 denotes the vehicle, 104 denotes a headlamp, 106 denotes a battery, 108 denotes a microcontroller, 110 denotes an engine control unit (ECU), 112 denotes one or more sensors, 114 denotes an engine, and 116 denotes a CAN (Controller Area Network).

[0032] The vehicle 102 is an ICE (Internal Combustion Engine) vehicle that uses at least a combustion engine to generate power by burning fuel, for example, petrol (gasoline) or diesel inside the engine’s cylinders. The vehicle 102 may correspond to a two-wheeler, three-wheeler, or four-wheeler vehicle, or a multi -wheel vehicle. The vehicle 102 includes components, systems, and sub-systems such as the headlamp 104, the battery 106, the microcontroller 108, the ECU 110, the sensors 112, the engine 114, and the CAN 116, along with other essential components, systems, and sub-systems. In an embodiment, the headlamp 104, the battery 106, the microcontroller 108, the ECU 110, the sensors 112, and the engine114 may communicate with each other or with other essential components, systems, and subsystems of the vehicle 102 via the CAN 116. In some embodiments, LIN (Local Interconnect Network) may be used for such communication within the vehicle 102.

[0033] The headlamp 104 is a lighting device that is installed in the vehicle 102. The headlamp 104 may be a front-facing lighting device, a rear-facing lighting device, a sidefacing lighting device, or any combination thereof. The headlamp 104 may be provided to illuminate light during daytime or nighttime conditions. The headlamp 104 may include LEDs (Light Emitting Diodes), which offer energy efficiency, intensity control, and longer lifespan. In an embodiment, the headlamp 104 may be configured to automatically turn ON when the vehicle’s ignition is turned ON, even if the engine 114 has not yet started. In such a scenario, the headlamp 104 draws power (e.g., DC power) from the vehicle’s battery 106.

[0034] In an embodiment, the headlamp 104 includes the LEDs whose intensity may be electronically controlled to achieve one or more lighting levels. For example, this may be achieved through PWM (Pulse Width Modulation) or current regulation circuits integrated with the microcontroller 108 that may vary the power delivered to the LEDs, allowing the LEDs to operate at a minimum luminous intensity, a maximum luminous intensity, or an intermediate value between the minimum luminous intensity and the maximum luminous intensity associated with the headlamp 104. The minimum luminous intensity refers to the lowest operational brightness level of the headlamp 104. At this level, the headlamp’s LEDs are driven with reduced electrical power, resulting in lower light output and reduced current consumption. The maximum luminous intensity refers to the full brightness level at which the headlamp 104 operates, delivering the highest luminous output.

[0035] In an embodiment, the headlamp 104 may be configured to operate in one or more modes. For example, the headlamp 104 may operate in a first mode. The first mode may be referred to as a minimum intensity mode (position mode), in which the headlamp 104 is configured to operate at the minimum luminous intensity. The current draw is low when the headlamp 104 operates in the first mode. In another example, the headlamp 104 may operate in a second mode. The second mode may be referred to as a maximum intensity mode (DRL mode), in which the headlamp 104 is configured to operate at the maximum luminous intensity. The current draw is higher when the headlamp 104 operates in the second mode. By default, when the ignition is tuned ON (the engine 114 not yet started), the headlamp 104 may operate in the second mode. In another example, the headlamp 104 may operate in athird mode. The third mode is an intermediate intensity mode in which the headlamp 104 may operate at a configurable luminous intensity between the minimum luminous intensity and the maximum luminous intensity. In this scenario, the luminous intensity may be configured based on one or more factors such as ambient light data received from ambient light sensors, preference data received from the user, a vehicle mode (e.g., parking, driving, etc.), a vehicle ignition state, an engine operational state, an engine temperature, and an engine RPM.

[0036] The battery 106 is an energy storage unit that is configured to support at least starting, lighting, and ignition functions of the vehicle 102. The battery 106 may correspond to, for example, a rechargeable lead-acid battery that provides the electrical energy needed to start the engine 114 (powering the starter motor), ignite the fuel-air mixture (via the ignition system), power electrical components (e.g., lights, infotainment, airbags, AC, etc.), and stabilize voltage and supply power during high-demand situations. In an exemplary scenario, when a user turns the key or press the start button to start the engine 114, the battery 106 sends power to the starter motor, which cranks the engine 114. Once the engine 114 starts, the alternator takes over, recharging the battery 106 and powering the vehicle’s electrical systems. The battery 106 may act as a buffer to smooth out voltage spikes and dips.

[0037] The microcontroller 108 is a device with an integrated circuit including at least a processor core, memory, and input / output (I / O) peripherals, which are designed to perform one or more control functions within an embedded system. In an exemplary embodiment, the microcontroller 108 acts as a central control unit that is disposed in the headlamp 104 and is configured to communicate with the ECU 110 and the sensors 112 and manage one or more operations associated with the headlamp 104. The headlamp’s operation may be managed based on one or more inputs, preset logics, and real-time conditions and requirements. In the vehicle’s headlamp 104, the microcontroller 108 may be configured to manage and automate the headlamp functions. The microcontroller 108 may be configured to continuously monitor one or more signals (e.g., ignitions status, engine temperature, engine RPM, ambient light level, user commands, etc.) and control the lamp intensity, duration, and mode of the headlamp 104 accordingly.

[0038] In an embodiment, the microcontroller 108 may be configured to perform one or more checks based on the detection of the ignition ON state of the vehicle 102. For example, the microcontroller 108 may perform a check to determine whether the engine temperatureof the engine 114 is less than a threshold temperature. Further, the microcontroller 108 may perform a check to determine whether the engine RPM of the engine 114 is less than a threshold RPM. This check may be performed based on the engine temperature being less than the threshold temperature. In an embodiment, the microcontroller 108 may be configured to operate the headlamp 104 in the first mode based on the engine RPM being less than the threshold RPM. The headlamp 104 may be switched to the first mode from the second mode. For example, when the ignition is turned ON, by default, the headlamp 104 operates in the second mode. The microcontroller 108 switches the operation of the headlamp 104 from the second mode to the first mode, when it is determined that the engine temperature is less than the threshold temperature and the engine RPM is less than the threshold RPM. The headlamp 104 may be configured to operate with a low intensity in the first mode in comparison to operating the headlamp 104 in the second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability.

[0039] The ECU 110 is a microcontroller-based embedded device that is configured to control one or more electrical systems or subsystems in the vehicle 102. The ECU 110 is programmed to monitor inputs from one or more sensors, process the data, and send commands to one or more actuators such as fuel injectors, throttle, ABS pump to perform one or more actions. In an exemplary embodiment, the ECU 110 may be configured to manage engine performance, fuel injection, ignition timing, and emissions. Further, the ECU 110 may be configured to control gear shifting in automatic transmissions. Further, the ECU 110 may be configured to monitor wheel speed and controls braking to prevent skidding. Further, the ECU 110 may be configured to detect collisions and deploy airbags. Further, the ECU 110 may be configured to control lights, windows, locks, and other body -related functions. Further, the ECU 110 may be configured to manage audio, navigation, and connectivity systems. Further, the ECU 110 may be configured to regulate heating, ventilation, and air conditioning (HVAC). The vehicle 102 may include multiple ECUs, each responsible for a specific function, and thus a single ECU should not be construed as limiting to the scope of the present invention.

[0040] The sensors 112 are devices configured to detect and measure physical properties (like temperature, pressure, speed, etc.) and convert them into electrical signals. These signals are sent to the one or more ECUs (such as the ECU 110), which use the data to optimize the vehicle’s performance, safety, and efficiency. Alternatively, the sensors 112may send these signals to the microcontroller 108, which use the data to control the operation (such as luminous intensity) of the headlamp 104.

[0041] In an exemplary embodiment, the sensors 112 (such as a temperature sensor) may be configured to detect the engine temperature of the engine 114 of the vehicle 102. The engine temperature may be detected based on the detected ignition ON state of the vehicle 102. For example, when the user turns ON the ignition of the vehicle 102 (the engine 114 not yet started), then the temperature sensor may be activated. Further, based on the activation, the temperature sensor may be configured to detect and measure the engine temperature of the engine 114. Further, the temperature sensor may send the engine temperature to the microcontroller 108 or the ECU 110 via the CAN 116.

[0042] In an exemplary embodiment, the sensors 112 (such as an RPM sensor) may be configured to detect the engine RPM (Revolutions Per Minute) of the engine 114. For example, when the user performs the action to start the engine 114 post the ignition ON action, the RPM sensor may be activated. Further, based on the activation, the RPM sensor may be configured to detect and measure the engine RPM. Further, the RPM sensor may send the engine temperature to the microcontroller 108 or the ECU 110 via the CAN 116.

[0043] The engine 114 is a core component that is configured to convert the chemical energy of fuel into mechanical energy to move the vehicle 102, for example, through a series of controlled explosions (combustions) inside the engine cylinders. The main components of the engine 114 include, for example, a cylinder block (main structure housing the cylinders), pistons (move up and down inside the cylinders), crankshaft (converts the pistons’ up-down motion into rotational motion), camshaft (operates the intake and exhaust valves), valves (control the flow of air-fuel mixture and exhaust gases), spark plug (in petrol engines, ignites the air-fuel mixture), fuel injector (delivers fuel into the combustion chamber), timing belt / chain (synchronizes the crankshaft and camshaft), cooling system (prevents the engine from overheating), lubrication system (reduces friction between moving parts), and the like.

[0044] The CAN 116 is a robust vehicle bus standard designed to allow microcontrollers and devices to communicate with each other within the vehicle 102 without a host computer. The CAN 116 is a communication protocol that enables various ECUs (such as the ECU 110) in the vehicle 102 to communicate in real-time. The CAN 116 facilitates real-time communication and ensures fast and reliable data exchange between ECUs and other devices, systems, and sub-systems of the vehicle 102. The CAN 116 is also designed to handle errorsand continue functioning even if some parts fail. The CAN 116 also supports on-board diagnostics, allowing mechanics to read error codes and vehicle data. The CAN 116 further serves as the backbone for communication between various sensors and control units of the vehicle 102.

[0045] In operation, the user turns ON ignition of the vehicle 102. Based on the ignition ON of the vehicle 102, the vehicle’s electrical systems are powered. For example, the headlamp 104 is powered and it operates in the default second mode (DRL mode). The sensors 112 are also activated. Further, the sensors 112 such as the temperature sensor detects and measures the engine temperature of the engine 114 and sends it to the microcontroller 108 or the ECU 110. Further, whether the user has attempted to start the engine 114 or not, the sensors 112 such as the RPM sensor detects and measures the engine RPM of the engine 114 and sends it to the microcontroller 108 or the ECU 110. The microcontroller 108 receives the engine temperature from the sensors 112 or the ECU 110 and performs a check to determine whether the engine temperature is less than the threshold temperature. The microcontroller 108 further receives the engine RPM from the sensors 112 or the ECU 110 and performs a check to determine whether the engine RPM is less than the threshold RPM based on the engine temperature being less than the threshold temperature. Thus, this RPM check is only performed when the engine temperature is less than the threshold temperature, for example, less than 5 degrees Celsius. Further, when it is determined that the engine RPM is less than the threshold RPM, the microcontroller 108 operates the headlamp 104 the first mode. For example, the microcontroller 108 may switch the headlamp 104 from the second mode to the first mode, when the engine temperature is less than the threshold temperature and the engine RPM is less than the threshold RPM. The headlamp 104 is configured to operate with the low intensity (e.g., minimum luminous intensity) in the first mode in comparison to operating the headlamp 104 in the second mode, where it operates at the maximum luminous intensity, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability. In an embodiment, the first mode is the position mode in which the headlamp 104 is configured to illuminate at the minimum luminous intensity, and the second mode is the DRL mode in which the headlamp 104 is configured to illuminate at the maximum luminous intensity.

[0046] Figure 2 shows a diagram of a flowchart illustrative of a method 200 for reducing the starting load of the vehicle 102 at the cold condition to enable reliable cold startability by automatically reducing the electrical load, in accordance with some embodiments of thepresent disclosure. The method 200 includes one or more operations that are executed by a headlamp controller (such as the microcontroller 108) of the vehicle 102. The microcontroller 108 may be located or disposed in the vehicle’s headlamp 104 and includes circuitry for executing one or more instructions to perform the one or more operations. The microcontroller 108 may be coupled with at least one of: the headlamp 104, the battery 106, the ECU 110, and the sensors 112 via the CAN 116.

[0047] With reference to Figure 2, the method 200 begins at step 202 and proceeds to step 204. At step 204, the ignition ON is detected. In an embodiment, the microcontroller 108 may be configured to detect the ignition ON state. The ignition ON may be detected when the user performs the ignition ON operation while attempting to start the vehicle’s engine 114. Based on the ignition ON, the vehicle’s electrical system (such as the headlamp 104) may be powered. Further, the ECU 110 may be activated. Further, the sensors 112 may be activated. The method 200 then proceeds to step 206.

[0048] At step 206, a CAN self-check is performed on the CAN 116. In an embodiment, the CAN 116 is activated based on the ignition ON and is configured to perform the selfcheck. The self-check may be performed to determine whether the CAN 116 is working or not. If there is CAN problem detected, the vehicle 102 may not start since the CAN 116 is the main network for all performing all the communication in the vehicle 102 during its operation. The method 200 then proceeds to step 208.

[0049] At step 208, a check is performed to determine whether the CAN-self-check has passed or not. If, at step 208, it is determined that the CAN-self-check has not passed, then the method 200 proceeds to step 210, otherwise the method 200 proceeds to step 212.

[0050] At step 210, the headlamp 104 is tuned ON. In an embodiment, the microcontroller 108 is configured to turn ON the headlamp 104. The microcontroller 108 may turn ON the headlamp 104 in its default mode (LB + POS). The LB is a low beam mode, and the POS is a position mode. In the POS mode, the headlamp 104 such as the vehicle’s DRL operates at a low intensity or brightness. This is because the one or more LEDs of the headlamp 104 are configured to draw or consume less current in the POS mode, thereby providing the low intensity or brightness via the headlamp 104. In an exemplary embodiment, the low intensity or brightness of the headlamp 104 in the POS mode may be an intensity value that is less than a predefined percentage of the full intensity of the headlamp 104, for example, it is 30 percent or less than the full intensity of the headlamp 104. For example, if the maximumluminous intensity of the headlamp 104 is 60 candelas, then the low luminous intensity of the headlamp 104, considering it is 30 percent less, may be 42 candelas. In some embodiments, the low intensity of the headlamp 104 (in the POS mode) may be in a range of 10 to 40 percent of the highest intensity of the DRL, but this should not be construed as limiting to the scope of the present invention. In some embodiments, the headlamp 104 may be configured to operate at a minimum luminous intensity, at a maximum luminous intensity, or at a luminous intensity between the minimum and maximum luminous intensities. In an exemplary embodiment, the low intensity may be the minimum luminous intensity associated with the headlamp 104. The method 200 then proceeds to step 222 and stops. However, if at step 208, it is determined that the CAN-self-check has passed, then the method 200 proceeds to step 212.

[0051] At step 112, a welcome animation is executed. In an embodiment, the microcontroller 108 or a vehicle control unit (VCU) may be configured to execute the welcome animation. The welcome animation may be executed for a predefined time duration, for example, 2 to 5 seconds. The method 200 then proceeds to step 214.

[0052] At step 214, a check is performed to determine whether the vehicle’s engine temperature is less than the threshold temperature. In an embodiment, the microcontroller 108 may be configured to receive the engine temperature from the ECU 110 or the sensors 112 and then may be configured to perform the check to determine whether the engine temperature is less than the threshold temperature (e.g., 5 degrees Celsius). In an embodiment, the engine temperature may be checked only after the execution of the welcome animation. However, in some embodiments, the engine temperature may be checked without or before the execution of the welcome animation. If, at step 214, it is determined that the engine temperature is not less than the threshold temperature, then the method 200 proceeds to step 216, otherwise the method 200 proceeds to step 218.

[0053] At step 216, the headlamp 104 operates in one of its defined modes. In an embodiment, the microcontroller 108 may be configured to operate the headlamp 104 in one of its defined modes such as the first mode or the second mode. For example, for night-time, the headlamp 104 may operate in the first mode, which is the LB + POS mode, and for the day-time, the headlamp 104 may operate in the second mode, which is the DRL mode. In an exemplary embodiment, the first mode is the position mode in which the lamp 104 is configured to illuminate at the minimum luminous intensity, and the second mode is the DRLmode in which the lamp 104 is configured to illuminate at the maximum luminous intensity. The method 200 the proceeds to step 204. However, if, at step 214, it is determined that the engine temperature is less than the threshold temperature, then the method 200 proceeds to step 218.

[0054] At step 218, a check is performed to determine whether the vehicle’s engine RPM is less than the threshold RPM. In an embodiment, the microcontroller 108 may be configured to receive the engine RPM from the ECU 110 or the sensors 112 and then may be configured to perform the check to determine whether the engine RPM is less than the threshold RPM (e.g., 0, 100, 200, 300, 400, ..., 900, 1000 rpm). If, at step 218, it is determined that the engine RPM is not less than the threshold RPM i.e., the vehicle’s engine has already started, then the method 200 proceeds to step 216, otherwise the method 200 proceeds to step 220.

[0055] At step 220, the headlamp 104 is operated in the first mode. In an embodiment, the microcontroller 108 is configured to operate the headlamp 104 in the first mode, which is the POS mode in which the lamp 104 is configured to illuminate at the low luminous intensity. The lamp 104 may be configured to operate at the low luminous intensity (e.g., the minimum luminous intensity) in the first mode in comparison to operating the lamp 104 at a higher luminous intensity (e.g., the maximum luminous intensity) in the second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability. In an embodiment, the microcontroller 108 may be configured to switch the operation of the headlamp 104 from the second mode (which is default mode at the ignition ON) to the first mode based on the engine temperature being less than the threshold temperature and the engine RPM being less than the threshold RPM. Then the method 100 proceeds to step 114.

[0056] The present subject matter discloses systems and methods for reducing a starting load of the vehicle at cold weather conditions to enable reliable cold startability by automatically reducing electrical load. When the engine temperature is low, the temperature sensor broadcasts its message over the CAN network, which is detected by the vehicle’s headlamp. In response, the headlamp automatically switches to the first mode until the engine temperature exceeds the threshold temperature (e.g., 5°C) or the engine RPM rises above the threshold RPM (e.g., 1000 RPM), indicating that the vehicle has started. Thus, limiting the standby current at key ON state reduces significantly the initial closed-circuit voltage drop. For example, when the headlamp is directly switched to the first mode, the headlamp drawsonly 200 mA, resulting in an improved closed-circuit voltage by 0.2 V. With this change, the vehicle is now able to start in cold ambient conditions as low as 5°C or lower. This concept of limiting the standby current of the vehicle may be applied across industries that use lead-acid batteries or any other batteries, whose performance fluctuates with temperature.

[0057] In light of the above-mentioned advantages and the technical advancements provided by the disclosed subject matter above are not routine, conventional, or well understood in the art, as the claimed invention enable the following solutions to the existing problems in conventional technologies. In view of the above, the claimed invention may not be considered abstract and may not be obvious to a person skilled in the art. Further, the claimed subject matter and constructional features provide a technical solution to a technical problem.

[0058] One or more examples described herein provide that methods, techniques, and actions performed by a computing device are performed programmatically, or as a computer-implemented method. Programmatically, as used herein, means through the use of code or computer-executable instructions. These instructions can be stored in one or more memory resources of the computing device. A programmatically performed step may or may not be automatic. Further, one or more examples described herein can be implemented using programmatic modules, engines, or components. A programmatic module, engine, or component can include a program, a sub-routine, a portion of a program, or a software component or a hardware component capable of performing one or more stated tasks or functions. As used herein, a module or component can exist on a hardware component independently of other modules or components. Alternatively, a module or component can be a shared element or process of other modules, programs or machines. Furthermore, one or more examples described herein may be implemented through the use of instructions that are executable by one or more processors. These instructions may be carried on a computer-readable medium. Machines shown or described with figures below provide examples of processing resources and computer-readable mediums on which instructions for implementing examples disclosed herein can be carried and / or executed. In particular, the numerous machines shown with examples of the invention include processors and various forms of memory for holding data and instructions. Examples of computer-readable mediums include permanent memory storage devices, such as hard drives on personal computers or servers. Other examples of computer storage mediums include portable storage units, suchas CD or DVD units, flash memory (such as carried on smartphones, multifunctional devices or tablets), and magnetic memory. Computers, terminals, network enabled devices (e.g., mobile devices, such as cell phones) are all examples of machines and devices that utilize processors, memory, and instructions stored on computer-readable mediums. Additionally, examples may be implemented in the form of computer programs, or a computer usable carrier medium capable of carrying such a program.

[0059] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter and is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

[0060] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications. Those skilled in the art will appreciate that any of the aforementioned system modules may be suitably replaced, reordered, or removed, and additional steps and / or system modules may be inserted, depending on the needs of a particular application.

[0061] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims.

Claims

WE CLAIM:

1. A system (100) for reducing a vehicle’s starting load to enhance the vehicle’s startability, the system (100) comprising:a microcontroller (108) configured to:perform a check to determine whether an engine temperature of an engine (114) of a vehicle (102) is less than a threshold temperature;perform a check to determine whether an engine RPM is less than a threshold RPM based on the engine temperature being less than the threshold temperature; and operate a lamp (104) of the vehicle (102) in a first mode based on the engine RPM being less than the threshold RPM,wherein the lamp (104) is configured to operate with a low intensity in the first mode in comparison to operating the lamp (104) in a second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability.

2. The system (100) as claimed in claim 1, wherein the microcontroller (108) is configured to perform the checks based on detection of an ignition ON state of the vehicle (102).

3. The system (100) as claimed in claim 2 further comprising one or more sensors (112) configured to detect the engine temperature of the engine (114) of the vehicle (102) based on the detected ignition ON state of the vehicle (102).

4. The system (100) as claimed in claim 1, wherein the lamp (104) is configured to illuminate light either at least at a minimum intensity or at a maximum intensity.

5. The system (100) as claimed in claim 4, wherein the first mode is a position mode in which the lamp (104) is configured to illuminate at the minimum intensity, and the second mode is a DRL (Day Running Light) mode in which the lamp (104) is configured to illuminate at the maximum intensity.

6. The system (100) as claimed in claim 1, wherein the microcontroller (108) is configured to switch the operation of the lamp (104) from the second mode to the first modebased on the engine temperature being less than the threshold temperature and the engine RPM being less than the threshold RPM.

7. A method (200) for reducing a vehicle’s starting load to enhance the vehicle’s startability, the method (200) comprising:performing, by a microcontroller (108), a check to determine whether an engine temperature of an engine (114) of a vehicle (102) is less than a threshold temperature; performing, by the microcontroller (108), a check to determine whether an engine RPM is less than a threshold RPM based on the engine temperature being less than the threshold temperature; andoperating, by the microcontroller (108), a lamp (104) of the vehicle (102) in a first mode based on the engine RPM being less than the threshold RPM,wherein the lamp (104) operates with a low intensity in the first mode in comparison to operating the lamp (104) in a second mode, thereby reducing the vehicle’s starting load and enhancing the vehicle’s startability.

8. The method (200) as claimed in claim 7 further comprising detecting, by the microcontroller (108), an ignition ON state of the vehicle (102) prior to performing the checks.

9. The method (200) as claimed in claim 7, wherein the first mode is a position mode in which the lamp (104) illuminates at a minimum intensity, and the second mode is a DRL (Day Running Light) mode in which the lamp (104) illuminates at a maximum intensity.

10. The method (200) as claimed in claim 7, wherein the operation of the lamp (104) is switched from the second mode to the first mode based on the engine temperature being less than the threshold temperature and the engine RPM being less than the threshold RPM.

Images