System and method for operating a vehicle
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-07-10
- Publication Date
- 2026-08-13
Smart Images
Figure IN2025051016_13082026_PF_FP_ABST
Abstract
Description
TITLE OF THE INVENTION:SYSTEM AND METHOD FOR OPERATING A VEHICLEFIELD OF THE INVENTION
[0001] The present invention generally relates to vehicle. More particularly, the present invention relates to systems and methods for operating a vehicle.BACKGROUND
[0002] Generally, in extremely cold weather conditions, vehicles often face considerable difficulty in starting. A primary challenge arises when the vehicle has not been started for a longer duration, for example, left overnight during an extremely cold night, which leads to thickening of an engine oil of the vehicle. Because of this, it has been observed that there is increase in resistance during the vehicle’s engine starting process. For example, as temperature drops, the engine oil becomes denser, which leads to increase in in-cylinder friction, because of which the vehicle experiences the increased resistance during the engine starting process. The increased resistance makes it more difficult for the vehicle to start, requiring its starter motor to exert more effort. In such conditions, due to the increased resistance, the vehicle’s crankshaft becomes jammed or stalled. As the crankshaft is jammed or stalled, the starter motor shaft is immobilized, and hence the starter motor works harder, drawing the excess current for an extended period, to overcome the increased friction or resistance.
[0003] Due to the prolonged high current draw by the starter motor, several complications may arise. As the starter motor continues to pull the excess current while the engine remains stalled, it generates significant heat. This heat is transferred through the starter relay contacts. Over time, the combination of intense current and heat causes the relay contacts to degrade and eventually weld together.Once welded, the relay contacts can no longer effectively control the electrical flow to the starter motor, rendering the starter system inoperative. To resolve this issue, the relay should be manually dismantled and replaced. If not replaced, the vehicle cannot start, and if the issue is not promptly addressed, it may lead to a complete discharge of the vehicle’s battery. A drained battery further complicates the situation, preventing the vehicle from starting and potentially causing damage to other electrical components.
[0004] Traditionally, solutions have aimed to improve the design and efficiency of the starter motor and electrical system. Some vehicles are equipped with more durable starter relays and enhanced wiring to manage higher currents. In some solutions, cold-weather additives for the engine oil are added to prevent it from too much thickening in the extremely cold weather conditions. However, these conventional solutions have not completely resolved the issue, especially in cases where the temperature drops significantly. The starter motor may still draw the excessive current under extreme cold temperature, and the problem of jammed or stalled crankshafts persists in many situations.
[0005] Given these limitations, there remains a need for a more effective solution to prevent the vehicle’s starter motor failure and relay contact welding in the extreme cold weather conditions. The known solutions do not fully address the issues of the high current draw, stalled crankshafts, and the subsequent damage to the vehicle’s system. Thus, there is a need in the art for an effective solution, which addresses at least the aforementioned problems and limitations.SUMMARY OF THE INVENTION
[0006] In an aspect of the present invention, a method for operating a vehicle is disclosed. The method comprising receiving, by a control unit, an engine coolant temperature from one or more first sensors of the vehicle. The method further comprises comparing, by the control unit, the received engine coolant temperature with a first threshold temperature value. The method further comprises receiving,by the control unit, a battery voltage of a battery of the vehicle from one or more second sensors of the vehicle based on the comparison. The method further comprises determining, by the control unit, an actuation state of a start-stop switch and an actuation state of a starter relay of the vehicle, when the received battery voltage is at least greater than a first threshold voltage value. The method further comprises receiving, by the control unit, an engine rpm (rotations per minute) of an engine of the vehicle from one or more third sensors of the vehicle. The method further comprises comparing, by the control unit, the received engine rpm with a threshold engine rpm based on at least actuation of the starter relay. The method further comprises deactivating, by the control unit, the starter relay when the received engine rpm is less than the threshold engine rpm.
[0007] In an embodiment of the invention, the method further comprises determining an ignition state of the vehicle by the control unit prior to receiving the engine coolant temperature. The ignition state is one of an ignition ON state and an ignition OFF state of the vehicle. The engine coolant temperature is received based on the determined ignition ON state of the vehicle.
[0008] In a further embodiment of the invention, the method further comprises rendering a first alert notification on a display device of the vehicle by the control unit, when the received battery voltage is at least lesser than the first threshold voltage value.
[0009] In a further embodiment of the invention, the actuation state of the starter relay is determined based on the actuation state of the start-stop switch.
[0010] In a further embodiment of the invention, the method further comprises clocking a first-time duration by the control unit based on the actuation of the starter relay.
[0011] In a further embodiment of the invention, the method further comprises rendering a second alert notification on a display device of the vehicle by the control unit, based at least the actuation state of the starter relay and the clocked time duration.
[0012] In a further embodiment of the invention, the method further comprises deactivating the starter relay by the control unit, when the engine rpm is greater than the threshold engine rpm and a second time duration has elapsed thereafter.
[0013] In another aspect of the present invention, a system for operating a vehicle is disclosed. The system comprises circuitry or devices such as a control unit that is configured to perform one or more operations. The control unit is configured to receive an engine coolant temperature from one or more first sensors of the vehicle. Further, the control unit is configured to compare the received engine coolant temperature with a first threshold temperature value. Further, the control unit is configured to receive a battery voltage of a battery of the vehicle from one or more second sensors of the vehicle based on the comparison. Further, the control unit is configured to determine an actuation state of a start-stop switch and an actuation state of a starter relay of the vehicle when the received battery voltage is at least greater than a first threshold voltage value. Further, the control unit is configured to receive an engine rpm of an engine of the vehicle from one or more third sensors of the vehicle. Further, the control unit is configured to compare the received engine rpm with a threshold engine rpm based on at least actuation of the starter relay. Further, the control unit is configured to deactivate the starter relay when the received engine rpm is less than the threshold engine rpm.
[0014] In an embodiment of the invention, the control unit is further configured to determine an ignition state of the vehicle prior to the engine coolant temperature being received from the one or more first sensors. The ignition state is one of an ignition ON state and an ignition OFF state of the vehicle. Further, the engine coolant temperature may be received based on the determined ignition ON state of the vehicle.
[0015] In another aspect of the present invention, a method for operating a vehicle is disclosed. The method comprises determining, by a control unit, an ignition ON state of the vehicle. Further, the method comprises determining, by the control unit, an actuation state of a start- stop switch and an actuation state of astarter relay of the vehicle, when a battery voltage of a battery of the vehicle is at least greater than a first threshold voltage value. Further, the method comprises comparing, by the control unit, an engine rpm of an engine of the vehicle with a threshold engine rpm based on at least actuation of the starter relay. Further, the method comprises deactivating, by the control unit, the starter relay when the received engine rpm is less than the threshold engine rpm.BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Reference will be made to embodiments of the present invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
[0017] Figure 1 shows a block diagram illustrative of a system for operating a vehicle, in accordance with an embodiment of the present invention.
[0018] Figure 2 exemplarily illustrates a flow chart of a method for operating the vehicle, in accordance with an embodiment of the present invention.
[0019] Figure 3 exemplarily illustrates a flow chart of a method for operating the vehicle, in accordance with another embodiment of the present invention.
[0020] Figure 4 exemplarily illustrates a flow chart of a method for operating the vehicle, in accordance with another embodiment of the present invention.DETAILED DESCRIPTION
[0021] 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 system may extend beyond the described embodiments. For example, the teachings presented, and the needs of a particularapplication 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.
[0022] 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.
[0023] For the purposes of readability of the present disclosure, the term “one or more” may be omitted in certain passages, however the same shall not be construed to detrimentally affect the implementation and execution of the present emergency warning system and method thereof. Even a singular representation of a component can be construed to include “one or more”, “multiple”, “at least one” and “plurality” within the implementation scope.
[0024] The present invention is illustrated with a vehicle. However, a person skilled in the art would appreciate that the present invention is not limited to a twowheeled, three-wheeled, or four-wheeled vehicle but is extensible to multi-axle vehicles. A pre-requisite of the vehicle in accordance with the present subject matter relates to systems and methods for operating a vehicle. In extreme cold weather conditions, the vehicle’s starter motor tends to draw excess current. Also, the vehicle’s engine resistance increases so much that the vehicle’s crankshaft becomes jammed or stalled. Based the crankshaft becoming jammed or stalled, a control signal is generated and sent to a control unit, which can detect this condition, andthen the control unit can automatically cut OFF a relay signal, thereby switching OFF the starter motor to prevent prolonged current draw and potential damage to both the relay and the motor of the vehicle.
[0025] In a preferred embodiment of the present subject matter, a user turns ON ignition of a vehicle. The ignition ON state if detected by a control unit. Then the control unit received a coolant temperature (e.g., an engine temperature) and performs a check to determine whether the coolant temperature is less than a threshold temperature value. If the coolant temperature is greater than the threshold temperature value, then the control unit performs another check to determine whether the vehicle’s battery voltage is greater than a first threshold voltage value. If no, then a first notification such as “low battery voltage” may be displayed on a display device such as an instrument cluster of the vehicle. However, if the battery voltage is greater than the first threshold voltage value, then the control unit performs another check to determine whether the ESS (engine start stop) switch is ON and / or the vehicle’s engine start has been attempted by the user. However, if the coolant temperature is less than the threshold temperature value, then the control unit performs another check to determine whether the vehicle’s battery voltage is greater than a second threshold voltage value. If the battery voltage is not greater than the second threshold voltage value, then a second notification such as “low battery voltage” may be displayed on the display device such as the instrument cluster of the vehicle. However, if the battery voltage is greater than the second threshold voltage value, then the control performs another check to determine whether the ESS switch is ON, and / or the vehicle’s engine start has been attempted by the user. During this check if the control unit determines that the ESS is not ON and / or the engine start has not been attempted, then the process goes back to the ignition ON state again. However, if the control unit determines that the ESS is ON i.e., the engine start has been attempted, then the control unit performs another check to determine whether the control unit has actuated a starter relay and / or a first time duration has elapsed or not. If not, i.e., the starter relay has not beenactuated and the first time duration has elapsed, then a third notification such as “EMS error” may be displayed on the display device such as the instrument cluster. However, if the control unit has actuated the starter relay and / or the first time duration has elapsed, then the control unit performs another check to determine whether the vehicle’s engine RPM is greater than a threshold engine RPM. If not, then the control unit cut-offs the starter relay actuation and the process may go back to the ignition ON state. If yes, then the control unit further performs another check to determine whether a second time duration has elapsed. If yes, then the control unit cut-offs the starter relay actuation and the process may go back to the ignition ON state. If not, then the process goes back where the control unit performs the check to determine whether the vehicle’s engine RPM is greater than the threshold RPM. This way, the disclosed systems and methods enable switching OFF of the starter motor to prevent prolonged current draw and potential damage to both the relay and the motor of the vehicle.
[0026] An object of the present subject matter is to improve the durability and functionality of the starter motor and its associated electrical components. In cold temperatures, the starter motor often experiences higher current loads, which can lead to overheating and eventual failure. One objective is to reduce the likelihood of this failure, ensuring that the motor remains operational over an extended period and minimizes the risk of permanent damage from prolonged high current draw.
[0027] Another objective of the present subject matter is to protect the starter relay from damage caused by the excessive current. In extreme cold weather conditions, the relay contacts can weld together when subjected to the high current, rendering the starter system inoperable. The present subject matter seeks to prevent this failure, ensuring the relay remains functional and able to handle the demands placed on it during engine startup in the extreme cold weather conditions.
[0028] Another objective of the present subject matter is to reduce the overall maintenance and repair costs associated with vehicle starting systems. By mitigating issues of the excessive current, crankshaft stalling, and relay contactwelding, the present subject matter intends to extend the life of the vehicle’s electrical system, reducing the frequency of repairs and the associated costs.
[0029] The present invention now will 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.
[0030] Figure 1 shows a block diagram illustrative of a system for operating a vehicle 100, in accordance with an embodiment of the present invention. The vehicle 100 comprises one or more components or devices such as a control unit 102, one or more first sensors 104a, one or more second sensors 104b, one or more third sensors 104c, a battery 106, an engine 108, a start stop switch 110, a starter relay 112, and a display device 114.
[0031] The control unit 102 is a central electronic device that manages and coordinates various subsystems within the vehicle 100 to ensure optimal performance, safety, and efficiency. The control unit 102 may correspond to at least one of: an engine control unit (ECU), a vehicle control unit (VCU), an engine control module (ECM), a body control module (BCM), a brake control unit (BCU), and a transmission control unit (TCU), or any combination thereof. Further, the control unit 102 may be configured to ensure seamless communication and coordination between different vehicle subsystems, such as the engine, transmission, and braking systems. Further, the control unit 102 may be configured to enable communication with other electronic control units (ECUs) via protocols like CAN (Controller Area Network) and LIN (Local Interconnect Network).
[0032] The control unit 102 may comprise circuitry such as a microcontroller, a storage unit, input / output interfaces, communication modules, and the like. For example, the control unit 102 may comprise at least one or more processors (not shown) and memory units (not shown). The processors may be implemented as oneor more central processing units, state machines, logic circuitries, and / or any devices that are configured to perform one or more vehicle operations based on one or more operational instructions. Among other capabilities, the processors may be configured to fetch and execute computer-readable instructions stored in the memory units. The memory units may include any computer-readable medium known in the art including, for example, volatile memory (e.g., RAM), and / or nonvolatile memory (e.g., EPROM, flash memory, etc.), but should not be construed as limiting to the scope of the present invention.
[0033] In an embodiment, the control unit 102 may be configured to receive information related to the engine 108 and the battery 106 from one or more sensors (104a, 104b, 104c). The control unit 102 may be configured to receive an engine coolant temperature from one or more first sensors 104a of the vehicle 100. The control unit 102 may receive the engine coolant temperature from the first sensors 104a based on ignition ON detection of the vehicle 100. The control unit 102 may be further configured to compare the received engine coolant temperature with a first threshold temperature value retrieved from its memory. Based on the comparison, the control unit 102 may determine whether the received engine coolant temperature is less than the first threshold temperature value or not.
[0034] In an embodiment, the control unit 102 may be further configured to receive a battery voltage of the battery 106 of the vehicle 100 from one or more second sensors 104b of the vehicle 100. Further, the control unit 102 may be configured to compare the received battery voltage with a first threshold voltage value retrieved from its memory. For example, if the received engine coolant temperature is less than the first threshold temperature value, then the control unit 102 may be configured to perform a check to determine whether the received battery voltage is greater than the first threshold voltage value, for example, 12 V However, if the received engine coolant temperature is not less than the first threshold temperature value, then the control unit 102 may be configured to perform a check to determine whether the received battery voltage is greater than the firstthreshold voltage value, for example, 10 V. In either of the scenarios, if it is determined that the received battery voltage is not greater than the first threshold voltage value, then the control unit 102 may be configured to generate a first alert notification or retrieve it from its memory and display the first alert notification on the display device 114 such as an instrument cluster of the vehicle 100. However, if it is determined that the received battery voltage is greater than the first threshold voltage value, then the control unit 102 may be configured to determine at least an actuation state of the start-stop switch 110 and at least an actuation state of the starter relay 112 of the vehicle 100. For example, the control unit 102 may first check the actuation state of the start-stop switch 110 i.e., whether the engine start has been attempted by a user of the vehicle 100. If the actuation state of the startstop switch 110 indicates an ON state i.e., the user has attempted the engine start operation, then the control unit 102 may check the actuation state of the starter relay 112 i.e., whether the starter relay 112 has been actuated or not. If it is determined that the starter relay 112 has not been actuated yet and / or a clocked time duration has also elapsed, then the control unit 102 may be configured to generate a second alert notification (e.g., an error message) or retrieve it from its memory and display the second alert notification on the display device 114. However, if it is determined that the starter relay 112 has been actuated and / or the clocked time duration has elapsed or has not elapsed, then the control unit 102 may be configured to perform another check with respect to the engine RPM (rotation per minute).
[0035] In an embodiment, the control unit 102 may be further configured to receive an engine rpm of the engine 108 of the vehicle 100 from one or more third sensors 104c of the vehicle 100. The engine RPM measures how many times the engine’s crankshaft completes a full rotation every minute, which also indicates how many times each piston moves up and down in its cylinder. After receiving the engine RPM, the control unit 102 may be further configured to compare the received engine rpm with a threshold engine rpm retrieved from its memory. The control unit 102 may perform the comparison based on at least the actuation of thestarter relay 112 i.e., at least the starter relay 112 has been actuated. For example, if the starter relay 112 has been actuated and the received engine rpm is not greater than the threshold engine rpm, then the control unit 102 may be further configured to deactivate the starter relay 112. For example, when the received engine rpm is less than the threshold engine rpm, the control unit may cut-off the starter relay 112 actuation, thereby switching OFF the starter motor to prevent prolonged current draw and potential damage to both the relay and the motor. Also, in a scenario where the engine rpm is greater than the threshold engine rpm, the control unit 102 may deactivate the starter relay 112 when a second time duration has elapsed thereafter. Thus, once a successful or unsuccessful engine start is detected, the control unit 102 deactivates the starter relay 112 actuation signal to prevent unnecessary engagement, ensuring smooth and reliable operation.
[0036] Figure 2 exemplarily illustrates a flow chart of a method 200 for operating the vehicle 100, in accordance with an embodiment of the present invention. The method 200 starts at the step 202 and proceeds to step 204. At step 204, the method 200 includes receiving, by the control unit 102, the engine coolant temperature. The control unit 102 may receive the engine coolant temperature from the one or more first sensors 104a of the vehicle 100. The method 200 then proceeds to step 206.
[0037] At step 206, the method 200 further includes comparing, by the control unit 102, the received engine coolant temperature with the first threshold temperature value. The control unit 102 may retrieve the first threshold temperature value from its memory and compare the received engine coolant temperature with the first threshold temperature value. The method 200 then proceeds to step 208.
[0038] At step 208, the method 200 further includes receiving, by the control unit 102, the battery voltage of the battery 106 of the vehicle 100. The control unit 102 may receive the battery voltage of the battery 106 from the one or more second sensors 104b of the vehicle 100 based on the comparison. The method then proceeds to step 210.
[0039] At step 210, the method 200 further includes determining, by the control unit 102, at least the actuation state of the start-stop switch 110 and at least the actuation state of the starter relay 112 of the vehicle 100. The control unit 102 may determine at least the actuation state of the start-stop switch 110 and at least the actuation state of the starter relay 112, when the received battery voltage is at least greater than the first threshold voltage value. The method 200 then proceeds to step 212.
[0040] At step 212, the method 200 further includes receiving, by the control unit 102, the engine rpm (rotations per minute) of the engine 108 of the vehicle 100. The control unit 102 may receive the engine rpm of the vehicle’s engine 108 from the one or more third sensors 104c of the vehicle 100. The method 200 then proceeds to step 214.
[0041] At step 214, the method 200 further includes comparing, by the control unit 102, the received engine rpm with the threshold engine rpm. The control unit 102 may compare the received engine rpm with the threshold engine rpm based on at least the actuation of the starter relay 112. The method 200 then proceeds to step 216.
[0042] At step 216, the method 200 further includes deactivating, by the control unit 102, the starter relay 112 when the received engine rpm is less than the threshold rpm. The control unit 102 may deactivate the starter relay 112 when the received engine rpm is at least less than the threshold engine rpm. The method 200 then proceeds to step 218, where the process flow stops.
[0043] A person having ordinary skills in the art would understand that in addition to the steps illustrated in the flow chart of Figure 2, the method 200 may include additional steps that occur before, between, or after the illustrated steps. These additional steps may be performed as necessary to achieve the desired outcome of the method 200, therefore the illustrated steps should not be construed as limiting to the scope of the present invention.
[0044] Figure 3 exemplarily illustrates a flow chart of a method 300 for operating the vehicle 100, in accordance with another embodiment of the present invention. The method 300 starts at the step 302 and then proceeds to step 304. At 304, the method 300 includes determining, by the control unit 102, the ignition ON state of the vehicle 100. The ignition ON state of the vehicle 100 refers to the condition where the vehicle’s ignition switch is turned to the “ON” position, but the vehicle’s engine 108 is not yet started. The control unit 102 may determine the ignition ON state of the vehicle 100 based on an input initiated by the user of the vehicle 100. For example, the user may use an ignition key or switch to turn ON the ignition for the vehicle 100. The method 300 then proceeds to step 306.
[0045] At step 306, the method 300 further includes determining, by the control unit 102, at least the actuation state of the start-stop switch 110 and at least the actuation state of the starter relay 112 of the vehicle 100. The control unit 102 may determine the actuation state of the start-stop switch 110 and the actuation state of the starter relay 112 of the vehicle 100, when the battery voltage of the vehicle’s battery 106 is at least greater than the first threshold voltage value. The method 300 then proceeds to step 308.
[0046] At step 308, the method 300 further includes comparing, by the control unit 102, the engine rpm of the vehicle’s engine 108 with the threshold engine rpm. The control unit 102 may compare the engine rpm of the vehicle’s engine 108 with the threshold engine rpm based on at least the actuation of the starter relay 112. The method 300 then proceeds to step 310.
[0047] At step 310, the method 300 further includes deactivating, by the control unit 102, the starter relay 112 when the received engine rpm is less than the threshold rpm. The control unit 102 may deactivate the starter relay 112 when the received engine rpm is at least less than the threshold engine rpm. The method 300 then proceeds to step 312, where the process flow stops.
[0048] A person having ordinary skills in the art would understand that in addition to the steps illustrated in the flow chart of Figure 3, the method 300 mayinclude additional steps that occur before, between, or after the illustrated steps. These additional steps may be performed as necessary to achieve the desired outcome of the method 300, therefore the illustrated steps should not be construed as limiting to the scope of the present invention.
[0049] Figure 4 illustrates an exemplary flow chart of a method 400 for operating the vehicle 100, in accordance with another embodiment of the present invention. At step 402, the ignition ON state of the vehicle 100 is detected by the control unit 102 and the method 400 proceeds to step 404.
[0050] At step 404, a check is performed to determine whether the engine coolant temperature is less than the first threshold temperature value. Prior to this check, the control unit 102 may receive the engine coolant temperature from the one or more first sensors 104a and then perform the check to determine whether the engine coolant temperature is less than the first threshold temperature value (e.g., 10 degrees Celsius). If the engine coolant temperature is less than the first threshold temperature value, then the method 400 proceeds to step 406, else the method 400 proceeds to step 410.
[0051] At step 406, another check is performed to determine whether the battery voltage of the battery 106 is greater than the first threshold voltage value. Prior to this check, the control unit 102 may receive the battery voltage of the battery 106 from the one or more second sensors 104b. If the battery voltage is greater than the first threshold voltage value (e.g., 12 V), then the method 400 proceeds to step 414, else the method 400 proceeds to step 408, where an error message indicative of low battery voltage is rendered, by the control unit 102 on the display device 114 of the vehicle 100.
[0052] At step 404, if the engine coolant temperature is not less than the first threshold temperature value, then the method 400 proceeds to step 410. At step 410, another check is performed to determine whether the battery voltage of the battery 106 is greater than the first threshold voltage value. Prior to this check, the control unit 102 may receive the battery voltage of the battery 106 from the one or moresecond sensors 104b. If the battery voltage is greater than the first threshold voltage value (e.g., 10 V), then the method 400 proceeds to step 414, else the method 400 proceeds to step 412, where an error message indicative of low battery voltage is rendered, by the control unit 102 on the display device 114 of the vehicle 100.
[0053] At step 414, another check is performed to determine whether the startstop switch 110 is ON or not i.e., whether the engine start has been attempted by the user of the vehicle 100. The control unit 102 may determine the actuation state of the start-stop switch 110 to determine whether the start-stop switch 110 is ON or OFF. If the start-stop switch 110 is in the ON state i.e., the engine start has been attempted by the user, then the method 400 proceeds to step 416. If the start-stop switch 110 is in the OFF state or the engine start has not been attempted by the user, then the method 400 is rerouted to step 402.
[0054] At step 416, the actuation state of the starter relay 112 is determined based on the actuation state of the start-stop switch 110. For example, after determining that the start-stop switch 110 is in the ON state, the control unit 102 may check whether the starter relay 112 has been actuated or not. If actuated, the control unit 102 may start clocking the first time duration based on the actuation of the starter relay 112 and check whether the first time duration has elapsed or not. If the starter relay 112 has been actuated and the first-time duration, for example, 300 microseconds has elapsed, then the method 400 proceeds to 420. However, if the starter relay 112 has not been actuated and the first-time duration, for example, 300 microseconds has elapsed, then the method 400 proceeds to step 418, where a second alert notification indicating an error is displayed on the display device 114 of the vehicle 100.
[0055] At step 420, another check is performed to determine whether the engine RPM is greater than the threshold engine rpm. Prior to this check, the control unit 102 may receive the engine rpm of the vehicle’s engine 108 from the one or more third sensors 104c of the vehicle 100. Thereafter, the control unit 102 may compare the received engine rpm with the threshold engine rpm. The thresholdengine rpm may be in a range of 0-75 rpm. If the received engine rpm is greater than the threshold engine rpm, then the method 400 proceeds to the step 422, else the method 400 proceeds to the step 424.
[0056] At step 422, if the second time duration (2-3 seconds) has elapsed, then the method 400 proceeds to the step 424, else the method proceeds to step 420.
[0057] At step 424, the actuation of the starter relay 112 is cut-off. The control unit 102 may cut-off or deactivate the starter relay 112, and the method 400 ends at step 424, or it may go back to step 402.
[0058] A person having ordinary skills in the art would understand that in addition to the steps illustrated in the flow chart of Figure 4, the method 400 may include additional steps that occur before, between, or after the illustrated steps. These additional steps may be performed as necessary to achieve the desired outcome of the method 300, therefore the illustrated steps should not be construed as limiting to the scope of the present invention.
[0059] The present invention discloses systems and methods for detecting crankshaft stall and automatically deactivating a starter relay of a vehicle to prevent damage to the system during starting, particularly during the extreme cold weather conditions. The vehicle includes one or more sensors that are designed and configured to detect rotational speed and position of the vehicle’s crankshaft. It works by generating an electrical signal as the crankshaft rotates, typically using a magnetic pickup and a toothed wheel or reductor ring attached to the crankshaft. This signal is sent to a control unit, enabling precise control of ignition timing, fuel injection, and other engine operations to ensure optimal performance, efficiency, and emissions control. The control unit is configured to manage and optimize the engine’s performance in the vehicle. It acts as the central processor, collecting data from various sensors, processing the information, and adjusting engine parameters in real-time to ensure efficient operation. In addition, the control unit also interfaces with the Electronic Start-Stop (ESS) system of the vehicle. The control unit receives an ESS input from a user to control the starter relay, engaging it to delivermechanical rotation for starting the engine. Once a successful or unsuccessful engine start is detected, the control unit deactivates the starter relay actuation signal to prevent unnecessary engagement, ensuring smooth and reliable operation.
[0060] The significant advantage of the present invention is to protect the starter relay of the vehicle from failure caused by the high current flow. In extremely cold weather conditions, the relay contacts are protected from fusing together due to the strain of handling excessive current. Also, the invention ensures that the relay remains intact and able to handle the demands of the cold weather, reducing the risk of complete system failure.
[0061] The invention also leads to lower overall maintenance costs by reducing the frequency of starting system repairs. With fewer instances of motor failure, relay issues, or damaged components, vehicle owners experience fewer breakdowns. This not only results in reduced repair costs but also ensures that the vehicle remains reliable in cold climates, minimizing downtime and improving overall vehicle performance.
[0062] In light of the above-mentioned advantages and the technical advancements provided by the disclosed systems and methods, the claimed systems and the undertaken methods of operation as discussed above are not routine, conventional, or well understood in the art, as the claimed systems and claimed methods enable the following solutions to the existing problems in conventional technologies. Further, the claimed systems and claimed methods clearly brings an improvement in the functioning of the operation of the vehicle as the claimed systems and constructional features provide a technical solution to a technical problem.
[0063] 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.
[0064] 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 submodules 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.
[0065] 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.Reference Numerals:100 Vehicle102 Control Unit104a One or more First sensors 104b One or more Second sensors 104c One or more Third sensors 106 Battery108 Engine110 Start- Stop switch112 Starter relay114 Display device
Claims
WE CLAIM:
1. A method for operating a vehicle (100), the method comprising:receiving, by a control unit (102), an engine coolant temperature from one or more first sensors (104a) of the vehicle (100);comparing, by the control unit (102), the received engine coolant temperature with a first threshold temperature value;receiving, by the control unit (102), a battery voltage of a battery (106) of the vehicle (100) from one or more second sensors (104b) of the vehicle (100) based on the comparison;determining, by the control unit (102), an actuation state of a start-stop switch (110) and an actuation state of a starter relay (112) of the vehicle (100), when the received battery voltage is at least greater than a first threshold voltage value;receiving, by the control unit (102), an engine rpm (rotations per minute) of an engine (108) of the vehicle (100) from one or more third sensors (104c) of the vehicle (100);comparing, by the control unit (102), the received engine rpm with a threshold engine rpm based on at least actuation of the starter relay (112); and deactivating, by the control unit (102), the starter relay (112) when the received engine rpm is less than the threshold engine rpm.
2. The method as claimed in claim 1, further comprising determining, by the control unit (102), an ignition state of the vehicle (100) prior to receiving the engine coolant temperature, wherein,the ignition state is one of an ignition ON state and an ignition OFF state of the vehicle (100), andthe engine coolant temperature is received based on the determined ignition ON state of the vehicle (100).
3. The method as claimed in claim 1, further comprising rendering, by the control unit (102), a first alert notification on a display device (114) of the vehicle (100), when the received battery voltage is at least lesser than the first threshold voltage value.
4. The method as claimed in claim 1, wherein the actuation state of the starter relay (112) is determined based on the actuation state of the start-stop switch (HO).
5. The method as claimed in claim 1, further comprising clocking, by the control unit (102), a first time duration based on the actuation of the starter relay (H2).
6. The method as claimed in claim 5, further comprising rendering, by the control unit (102), a second alert notification on a display device (114) of the vehicle (100), based on at least the actuation state of the starter relay (112) and the clocked time duration.
7. The method as claimed in claim 1, further comprising deactivating, by the control unit (102), the starter relay (112) when the engine rpm is greater than the threshold engine rpm and a second time duration has elapsed thereafter.
8. A system for operating a vehicle (100), the system comprising:a control unit (102) configured to:receive an engine coolant temperature from one or more first sensors (104a) of the vehicle (100);compare the received engine coolant temperature with a first threshold temperature value;receive a battery voltage of a battery (106) of the vehicle (100) from one or more second sensors (104b) of the vehicle (100) based on the comparison;determine an actuation state of a start- stop switch (110) and an actuation state of a starter relay (112) of the vehicle (100), when the received battery voltage is at least greater than a first threshold voltage value;receive an engine rpm (rotations per minute) of an engine (108) of the vehicle (100) from one or more third sensors (104c) of the vehicle (100);compare the received engine rpm with a threshold engine rpm based on at least actuation of the starter relay (112); and deactivate the starter relay (112) when the received engine rpm is less than the threshold engine rpm.
9. The system as claimed in claim 8, wherein the control unit (102) is further configured to determine an ignition state of the vehicle (100) prior to the engine coolant temperature being received from the one or more first sensors (104a), wherein,the ignition state is one of an ignition ON state and an ignition OFF state of the vehicle (100), andthe engine coolant temperature is received based on the determined ignition ON state of the vehicle (100).
10. A method for operating a vehicle (100), the method comprising:determining, by a control unit (102), an ignition ON state of the vehicle (100);determining, by the control unit (102), an actuation state of a start-stop switch (110) and an actuation state of a starter relay (112) of the vehicle (100), when a battery voltage of a battery (106) of the vehicle (100) is at least greater than a first threshold voltage value;comparing, by the control unit (102), an engine rpm (rotations per minute) of an engine (108) of the vehicle (100) with a threshold engine rpm based on at least actuation of the starter relay (112); anddeactivating, by the control unit (102), the starter relay (112) when the received engine rpm is less than the threshold engine rpm.