THEREOF

TECHNICAL FIELD

The present disclosure generally relates to a driver mistake resistant (DMR) system and method to avoid premature clutch failure in a vehicle, more particularly, the present disclosure relates to the driver mistake resistant (DMR) system and method for efficiently avoiding a high gear launch condition and an engine over-running condition to avoid premature clutch failure in the vehicle, and methods of operation thereof.

BACKGROUND

This section is intended to provide information relating to the field of the invention and thus, any approach or functionality described below should not be assumed to be qualified as prior art merely by its inclusion in this section.

Vehicles are commonly known in the automobile industry for use in transportation of goods and passengers. For example, a vehicle may include types of vehicles such as, but not limited to a commercial vehicle, a personal vehicle, a construction vehicle and a public transport vehicle. It is well known to a person skilled in the art that the conventional vehicle, apart from the other components, comprises an engine to transmit power for the launch and motion of the vehicle, a clutch capable of being engaged and disengaged to control power transmission between the engine and the vehicle, a brake capable of being activated and deactivated to controllably reduce the speed of the vehicle, and a gear box capable of having different gear positions for variation in the speed and torque of the vehicle. The structure and arrangement of the conventional vehicle is commonly known to a person skilled in the art, and the details of the same are not repeated herein for the sake of brevity. Additional vehicle component arrangements may also be envisioned.

In the conventionally known vehicles, over-running of the engine and premature failure of the clutch are one of the serious and high priority concerns faced by the automobile industry. It may be obvious to a person skilled in the art that the operations and functions of the engine and the clutch in a vehicle depend largely on the skills and practice of a driver. Thus, in an event of wrong gear shift and/or abrupt engagement or disengagement of the clutch, the vehicle is likely to suffer from an engine over-running condition and/or premature clutch failure. Notably, in the event the vehicle is attempted to be launched at the maximum rated load capacity, in a high gear position, preferably, a second gear position or a third gear position, the vehicle may further cause concerns such as, but not limited to, clutch slippage, and early clutch wear.

Therefore, there is a well felt need to provide a driver mistake resistant (DMR) system for a vehicle and different methods of controllably operating a vehicle for resisting driver mistakes, using the DMR system, for efficiently avoiding a high-gear launch condition and an engine overrunning condition of the vehicle, to protect the clutch from premature failure thereof.

SUMMARY OF THE INVENTION

This section is intended to introduce certain objects of the disclosed method and system in a simplified form and is not intended to identify the key advantages or features of the present disclosure.

One aspect of the present invention is a driver mistake resistant (DMR) system [100] for a vehicle. The DMR system [100] comprises an auto clutch actuation (ACA) unit [102] capable of operating a clutch of the vehicle, such that the ACA unit [102] disengages the clutch upon activation, while the ACA unit [102] engages the clutch upon deactivation; an auto brake actuation (ABA) unit [104] capable of operating a brake of the vehicle, such that the ABA unit [104] activates the brake upon activation, while the ABA unit [104] deactivates the brake upon deactivation; and an integrated electronic control (IEC) unit [200] adapted to determine at least one engine overrunning condition of the vehicle; and send activation control signals to each of the ACA unit [102] and the ABA unit [104] for activation thereof, upon determination of the at least one engine overrunning condition of the vehicle.

Another aspect of the present invention is a method for controllably operating the vehicle for resisting driver mistake, in a high-gear launch condition of the vehicle. The method comprises: determining at least one high-gear launch condition of the vehicle; and sending deactivation control signals to an internal combustion (IC) engine for deactivation thereof, upon determination of the at least one high-gear launch conditions of the vehicle.

Yet another aspect of the present invention is a method for controllably operating a vehicle for resisting driver mistake, using the DMR system [100], in an engine over-running condition of the vehicle. The method comprising: determining, by the IEC unit [200] of the DMR system [100], at least one engine over-running condition of the vehicle; and sending activation control signals, by the IEC unit [200] of the DMR system [100], to each of the ACA unit [102] and the ABA unit [104] for activation thereof, upon determination of the at least one engine over-running condition of the vehicle.

The DMR system [100] for a vehicle in conjunction with the methods of operation thereof, as disclosed in the present invention, is capable of efficiently avoiding at least one high-gear launch condition and at least one engine over-running condition of the vehicle, to protect the clutch of the vehicle from premature failure. BRIEF DESCRIPTION OF DRAWINGS

In order to explain the technical solution in the embodiments of the present application more clearly, the drawings used in the description of the embodiments will be briefly introduced below. It is obvious that the drawings in the following description are only some embodiments of the application. For those skilled in the art, without any creative work, other drawings can be obtained based on these drawings.

Figure 1 is a block diagram of a driver mistake resistant (DMR) system [100] illustrating various components comprised therein, in accordance with the concepts of the present disclosure.

Figure 2 shows a first flow chart illustrating a method of controllably operating a vehicle in at least one high-gear launch condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure.

Figure 3 shows a second flow chart illustrating a method of controllably operating a vehicle in at least one engine over-running condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure.

DETAILED DESCRIPTION

In the following description, for the purposes of explanation, various specific details are set forth in order to provide a thorough understanding of embodiments of the present invention. It will be apparent, however, that embodiments of the present invention may be practiced without these specific details. Several features described hereafter can each be used independently of one another or with any combination of other features. An individual feature may not address any of the problems discussed above or might address only one of the problems discussed above. Some of the problems discussed above might not be fully addressed by any of the features described herein. Exemplified embodiments of the present invention are described below, as illustrated in various drawings in which like reference numerals refer to the same parts throughout the different drawings.

The embodiments of the present invention relate to a driver mistake resistant (DMR) system [100] for a vehicle, capable of efficiently avoiding engine over-running condition and high-gear launch condition, to avoid premature clutch failure thereof.

Figure 1 is a block diagram of a driver mistake resistant (DMR) system [100], in accordance with the concepts of the present disclosure. Figure 2 shows a first flow chart illustrating the method of controllably operating a vehicle in at least one high-gear launch condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure. Figure 3 shows a second flow chart illustrating the method of controllably operating a vehicle in at least one engine over-running condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure. FIG. 1, 2 and 3 are to be viewed in conjunction with one another, in order to completely understand the concepts of the present disclosure.

Vehicles are widely known in the automobile industry to be used for transportation of goods and passengers. It is well known to a person skilled in the art that a conventional vehicle, apart from other components, comprises an engine to transmit power for the launch and movement of the vehicle, a clutch adapted to be engaged and disengaged to control power transmission between the engine and the vehicle, a brake capable of being activated and deactivated to controllably reduce the speed of the vehicle, a gear box including at least six gear positions for variation in the speed and torque of the vehicle, an air pressure tank for maintaining air at a predefined threshold pressure therein and for providing the pressurized air to one or more of the clutch and the brake. The engine being any one of an internal combustion engine, external combustion engine, petrol engine, diesel engine and the like. A structure and arrangement of the vehicle is commonly known to a person skilled in the art, and the details of the same are not repeated herein for the sake of brevity. Additional vehicle component arrangements may also be envisioned.

The present invention discloses a novel driver mistake resistant (DMR) system [100] for the vehicle, to protect the clutch from premature failure thereof, during at least one high-gear launch condition and at least one engine over-running condition. The DMR system [100] comprises an auto clutch actuation (ACA) unit [102], an auto brake actuation (ABA) unit [104], an integrated electronic control (IEC) unit [200], an indication unit [106], and a gear inhibitor switch [108],

ACA UNIT [102]

The ACA unit [102] of the DMR system [100] is capable of automatically operating the clutch of the vehicle, such that the ACA unit [102] disengages the clutch upon activation, while the ACA unit [102] engages the clutch upon deactivation. Moreover, the engagement and disengagement of the clutch of the vehicle by the ACA unit [102] upon activation and deactivation, respectively, is independent of the driver intervention. The ACA unit [102] is electrically connected to the IEC unit [200] of the DMR system [100], such that IEC unit [200] is capable of sending activation and deactivation control signals for enabling activation and deactivation of the ACA unit [102], respectively.

ABA UNIT [104]

The ABA unit [104] of the DMR system [100] is capable of automatically operating the brake of the vehicle, such that the ABA unit [104] activates the brake upon activation, while the ABA unit [104] deactivates the brake upon deactivation. Furthermore, the activation and deactivation of the brake of the vehicle by the ABA unit [104] upon activation and deactivation, respectively, is independent of the driver intervention. The ABA unit [104] is further capable of assisting the ACA unit [102] in efficiently avoiding at least one engine over-running condition of the vehicle, upon activation. The ABA unit [104] is electrically connected to the IEC unit [200] of the DMR system [100], such that IEC unit [200] is capable of sending activation and deactivation control signals for enabling activation and deactivation of the ABA unit [104], respectively.

INDICATION UNIT [106]

The indication unit [106] of the DMR system [100] is adapted to indicate one or more alert signals for indicating one or more of the deactivation of the IC engine in at least one high-gear launch condition of the vehicle, and the activation of the ACA unit [102] and the ABA unit [104] in at least one engine over-running condition of the vehicle. The indication unit [106] of the DMR system [100] is electrically connected to an indication module [212] of the IEC unit [200] adapted to generate one or more alert signals, such that the one or more alert signals generated by the indication module [212] is indicated by the indication unit [106], Notably, the one or more alert signals are any of a visual alert signal, an audio alert signal, a vibratory alert signal or any combination thereof.

IEC UNIT [200]

The integrated electronic control (IEC) unit [200] is the main control unit of the DMR system [100], such that each of the ACA unit [102], the ABA unit [104], the indication unit [106] and the gear inhibitor switch [108] is electrically connected to and controllably operated by the IEC unit [200],

During a launch of the vehicle, the IEC unit [200] is adapted to initially determine at least one high-gear launch condition of the vehicle, and thereafter, send deactivation control signals to the IC engine of the vehicle for deactivation thereof, upon determination of the at least one high- gear launch condition of the vehicle. While the vehicle is in motion, the IEC unit [200] is adapted to initially determine at least one engine over-running condition of the vehicle, and thereafter, send activation control signals to each of the ACA unit [102] and the ABA unit [104] for activation thereof, upon determination of the at least one engine over-running condition of the vehicle.

The IEC unit [200] of the DMR system [100] comprises a storage module [202], a gear determination module [204], a speed determination module [206], an indication module [212], a pressure determination module [210], and a controller module [208], The storage module [202] is adapted to store an upper threshold speed value and a lower threshold speed value corresponding to each gear position of the gear-box of the vehicle. The gear determination module [204] is adapted to determine an active gear position of the vehicle, and retrieve the upper threshold speed value and the lower threshold speed value corresponding to the active gear position of the vehicle. The speed determination module [206] is adapted to determine an active speed value of the IC engine of the vehicle. The indication module [212] capable of generating one or more alert signals upon activation of the ACA unit [102] and the ABA unit [104], such that the one or more alert signals may be any of visual signal, audio signal, vibratory signal or any combination thereof. The pressure determination module [210] is capable of determining an air tank pressure value in the air tank of the vehicle. Various functions of the controller module [208] of the IEC unit [200] will be explained hereinafter in detail.

CONTROLLER MODULE [208] During at least one high-gear launch condition of the vehicle, the controller module [208] of the IEC unit [200] is adapted to:

Initially, retrieve the active gear position of the vehicle, from the gear determination module [204], Thereafter, retrieve the active speed value of the vehicle, from the speed determination module [206], Lastly, send deactivation control signals to the IC engine of the vehicle for deactivation thereof, upon determination of the active gear position as either of a second gear position and/or a third gear position and the active speed value being substantially zero.

While, during at least one engine over-running condition of the vehicle, the controller module [208] of the IEC unit [200] is adapted to:

Firstly, the controller module [208] of the IEC unit [200] receive the upper threshold speed value and the lower threshold speed value corresponding to the active gear position of the vehicle, from the gear determination module [204], and also receive an air tank pressure value, from the pressure determination module [210], in the air tank of the vehicle.

Secondly, the controller module [208] of the IEC unit [200] retrieve the active speed value of the IC engine of the vehicle, from the speed determination module [206],

Thirdly, the controller module [208] of the IEC unit [200] compares the retrieved active speed value with the upper threshold speed value, and also compare the air tank pressure value with a threshold tank pressure value of the air tank of the vehicle.

Fourthly, the controller module [208] of the IEC unit [200] activate the ACA unit [102] and the ABA unit [104] upon active speed value being greater than the upper threshold speed value and the air tank pressure value being more than the threshold tank pressure value. Alternately, the controller module [208] of the IEC unit [200] deactivate the ACA unit [102] and the ABA unit [104] upon either of the active speed value being lesser than the upper threshold speed value, and/or the air tank pressure value being less than the threshold tank pressure value. Fifthly, the controller module [208] of the IEC unit [200] retrieve a new active speed value of the IC engine of the vehicle.

Sixthly, the controller module [208] of the IEC unit [200] compares the new active speed value with the lower threshold speed value.

Lastly, the controller module [208] of the IEC unit [200] deactivate the ABA unit [104] and the ACA unit [102] upon active speed value being lower than the lower threshold speed value.

GEAR INHIBITOR SWITCH [108]

The gear inhibitor switch [108] of the DMR system [100] is capable of enabling the IEC unit [200] to send control signals for deactivation of the IC engine of the vehicle. Notably, the gear inhibitor switch [108] is electrically connected to the controller module [208] of the IEC unit [200], such that the controller module [208] is capable of sending the control signals for deactivation of the IC engine of the vehicle.

OPERATION IN HIGH-GEAR LAUNCH CONDITION

The method of controllably operating the vehicle for resisting driver mistakes, using the DMR system [100], in at least one high-gear launch condition of the vehicle, in accordance with the concepts of the present disclosure will be explained in detail hereinafter. Figure 2 shows a first flow chart illustrating the method of controllably operating a vehicle in at least one high-gear launch condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure. The steps of the method as disclosed hereunder should be read in conjunction with Figure 2 of the present invention, in order to completely understand the concepts of the present disclosure. In this method, the method initially determines, by the IEC unit [200], at least one high-gear launch condition. Thereafter, the method sends deactivation control signals, by the IEC unit [200], to the IC engine of the vehicle for deactivation thereof, upon determination of the at least one high-gear launch conditions of the vehicle. A detailed flow chart of the method will be explained hereinafter. The method initiates at step 302.

At step 302, the method determines, by the gear determination module [204] of the IEC unit [200], an active gear position of the vehicle. The method then proceeds the step 304.

At step 304, the method determines, by the speed determination module [206] of the IEC unit [200], an active speed value of the IC engine of the vehicle. The method then proceeds the step 306.

At step 306, the method sends, by the controller module [208] of the IEC unit [200], deactivation control signals to the IC engine of the vehicle for deactivation thereof, upon determination of the active gear position as either of a second gear position and/or a third gear position, and the active speed value being substantially zero. It may be noted that the active speed value being substantially zero refers to the active speed value being under 3 kmph. The method then proceeds the step 308.

At step 308, the method generates one or more alert signals, by the indication module [212] of the IEC unit [200], upon deactivation of the IC engine of the vehicle.

OPERATION IN ENGINE OVER-RUNNING CONDITION

The method of controllably operating the vehicle for resisting driver mistakes, using the DMR system [100], in the at least one engine over-running condition of the vehicle, in accordance with the concepts of the present disclosure will be explained in detail hereinafter. Figure 3 shows a second flow chart illustrating a method of controllably operating a vehicle in at least one engine over-running condition thereof, using the DMR system [100], in accordance with the concepts of the present disclosure. The steps of the method as disclosed hereunder should be read in conjunction with Figure 3 of the present invention, in order to completely understand the concepts of the present disclosure.

In this, the method initially determines, by the IEC unit [200], at least one over-running condition of the vehicle. Thereafter, the method sends activation control signals, by the IEC unit [200], to each of the ACA unit [102] and the ABA unit [104], upon determination of the at least one high- gear launch conditions of the vehicle. A detailed flow chart of the method will be explained hereinafter. The method initiates at step 402.

At step 402, the method determines, by the gear determination module [204] of the IEC unit [200], an active gear position of the vehicle, and thus retrieve an upper threshold speed value and a lower threshold speed value corresponding to the active gear position of the vehicle. The method then proceeds to step 404. The method then proceeds to step 404.

At step 404, the method determines, by the speed determination module [206] of the IEC unit [200], an active speed value of the IC engine of the vehicle. The method then proceeds to step 406.

At step 406, the method compares, by the controller module [208] of the IEC unit [200], the active speed value with the upper threshold speed value. The method proceeds to step 408 in case the active speed value is greater than the upper threshold speed value. Otherwise, the method proceeds to step 420.

At step 408, the method determines, by the pressure determination module [210] of the IEC unit [200], an air tank pressure value in an air tank of the vehicle. The method then proceeds to step

410. At step 410, the method compares, by the controller module [208] of the IEC unit [200], the air tank pressure value with the threshold tank pressure value. The method proceeds to step 414 in case the air tank pressure value is greater than the threshold tank pressure value. Otherwise, the method proceeds to step 412, where the ACA unit [102] is deactivated and the ABA unit [104] is activated.

At step 414, the method activates, by the controller module [208] of the IEC unit [200], the ACA unit [102] and the ABA unit [104] upon the active speed value being greater than the upper threshold speed value, and the air tank pressure value being more than the threshold tank pressure value. Thus, the ACA unit [102] and the ABA unit [104] are switched to an ON position thereof. Additionally, the method generates one or more alert signals, by the indication module [212] of the IEC unit [200], upon activation of the ACA unit [102] and/or the ABA unit [104], The method then proceeds to step 416.

At step 416, the method again determines, by the speed determination module [206] of the IEC unit [200], a new active speed value of the IC engine of the vehicle. The method then proceeds to step 418.

At step 418, the method compares, by the controller module [208] of the IEC unit [200], the new active speed value with the lower threshold speed value. The method proceeds to step 420 in case the active speed value is lesser than the lower threshold speed value. Otherwise, the method proceeds to step 408.

At step 420, the method, by the controller module [208] of the IEC unit [200], deactivates the ACA unit [102] and the ABA unit [104], i.e. the ACA unit [102] and the ABA unit [104] are adjusted to the OFF position.

With such an arrangement in conjunction with the methods of operation thereof, the conditions like engine over-running condition and high-gear launch condition are efficiently avoided, protecting the clutch of the vehicle from premature failure thereof. Thus, the novel driver mistake resistant (DMR) system [100], as disclosed in the present application, essentially protects the clutch of the vehicle from premature failure thereof. Notably, as both the ACA unit [102] and the ABA unit [104] are concurrently activated/deactivated, an efficient and precise restraint of the driver mistake is enabled.

While the preferred embodiments of the present invention have been described hereinabove, it should be understood that various changes, adaptations, and modifications may be made therein without departing from the spirit of the invention and the scope of the appended claims. It will be obvious to a person skilled in the art that the present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive.

LIST OF COMPONENTS

100 - Driver mistake resistant system

102 - Auto clutch actuation unit

104 - Auto brake actuation unit

106 - Indication unit

108 - Gear inhibitor switch

200 - Integrated electronic control unit

202 - Storage module

204 - Gear determination module 206 - Speed determination module

208 - Controller module

210 - Pressure determination module

212 - Indication module 302-310 - Steps of operation of the DMR system in high-gear launch condition

402-424 - Steps of operation of the DMR system in engine over-running condition.