Patent Description:
In a conventional electric or hybrid vehicle, a rider is provided with a feature where rider can select among multiple ride modes available in the vehicle. Different ride modes are provided for range optimization of the vehicle, based on the route taken by the rider. These modes can be either economy mode or power mode or any other mode depending upon the requirement of the rider. In economy mode, less battery energy is consumed while in power mode, more battery energy is consumed.

There are multiple occasions when a ride mode can be selected. Ride mode can be selected either from the beginning when the vehicle starts or one can switch to other modes while riding the vehicle. In <CIT>, a driving force control apparatus of a vehicle is provided. A control mode arbitration calculation portion of the driving force control apparatus sets a mode corresponding to the request mode as a control mode. The control mode arbitration calculation portion further determines a mode limitation condition based on a driving condition parameter, and forcedly switches the control mode to a specific mode stored in the memory unit when the mode limitation condition is satisfied. This prior art document provides that the vehicle automatically switches the driving mode of the vehicle depending on satisfaction of the mode limitation conditions.

In the existing vehicles, a switch is provided to switch amongst the available drive modes. The rider has to be aware of how many times he has to press the switch or how long he has to press the switch to select the different modes. Also, such switches when pressed accidentally may also change the mode since there is no interlock for change in the mode of the vehicle. Also in some vehicles, a default ride mode is set and if the rider wants to switch to the other ride mode, then in that case the vehicle has to be driven for some duration and then only it can switch to the other ride mode.

In the existing vehicles, switching from low energy mode (economy mode) to high energy mode (power mode) is done smoothly and the rider does not feel any jerk or discomfort. But the switching from high energy mode (power mode) to low energy mode (economy mode) will be jerky and uncomfortable for the rider. Also, there is no interlock to avoid such transition.

The jerky ride or sudden acceleration and deceleration in transition between the ride modes will also lead to poor performance of the battery and the motor.

Thus, there is a need in the art for a system and a method for selecting a ride mode of the vehicle which can addresses at least the aforementioned problems.

In one aspect, the present invention is directed towards a system for selecting a ride mode of a vehicle. The system has a first switch disposed on the vehicle in proximity to a rider. The first switch generates a first input signal to switch to one of a first mode and a second mode from an idle mode. The system further has a second switch disposed on the vehicle in proximity to the rider. The second switch generates a second input signal to switch between the first mode and the second mode. A control unit is communicably coupled to the first switch and the second switch. The control unit is configured to select the ride mode to be one of an idle mode, the first mode and the second mode of the vehicle. The selection is based on a combination of one or more vehicle parameters, the first signal, and the second signal in real-time.

In an embodiment of the invention, the control unit is configured to start the vehicle in the idle mode when a key is operated or by keyless authentication. The control unit receives the one or more vehicle parameters from a plurality of sensors of the vehicle or a Vehicle Control Unit (VCU). The control unit further receives the first input signal and a brake signal from a brake switch for a pre-defined time. The control unit is configured to switch to one of the first mode or the second mode from the idle mode when the first input signal and the brake signal are received and the one or more vehicle parameters satisfy a pre-defined set of conditions. The control unit is further configured to receive the second input signal and a throttle input value from a throttle position sensor (TPS). The control unit is configured to switch from the first mode to the second mode when the second input signal is received and the throttle input value is less than a first throttle threshold. Or the control unit is configured to switch from the second mode to the first mode when the second input signal is received, the throttle input value is less than a second throttle threshold and a vehicle speed is less than a threshold speed.

According to the invention, the control unit is configured to prohibit the switching from the second mode to the first mode on receiving the second input signal when the throttle input value is greater than a second throttle threshold and/or the vehicle speed is greater than the threshold speed.

In an embodiment of the invention, the one or more vehicle parameters received by the control unit has a battery charger connection status, a side stand switch status, the vehicle turned OFF status and an idling time of the vehicle.

In another embodiment of the invention, one of the first mode and the second mode is a default mode set by the rider or an Original Equipment Manufacturer (OEM).

In a further embodiment of the invention, the first mode is an economy mode and the second mode is a power mode.

In yet another embodiment of the invention, the first switch and the second switch are a press and release switch.

In another aspect of the invention, the method for selecting a ride mode of a vehicle has the steps of receiving starting a vehicle by a control unit in an idle mode as the ride mode of the vehicle when a key is operated or by keyless authentication; receiving by the control unit one or more vehicle parameters from at least one of a plurality of sensors and Vehicle Control Unit (VCU); generating by a first switch a first input signal to switch to a default mode from an idle mode, the default mode being one of a first mode and a second mode; receiving by the control unit the first input signal and a brake signal from a brake switch for a pre-defined time; switching the ride mode of the vehicle from the idle mode to one of the first mode and the second mode by the control unit when the first input signal and the brake signal are received, and the one or more vehicle parameters satisfy a pre-defined set of conditions; and, generating by a second switch a second input signal to switch between the first mode and the second mode. The method further has the steps of receiving by the control unit the second input signal and a throttle input value from a throttle position sensor (TPS) and switching by the control unit the ride mode between the first mode and the second mode on receiving the second signal, and throttle input value, when the vehicle is in motion.

According to the invention, the method has the steps of switching the ride mode of vehicle from the first mode to the second mode by the control unit when the second input signal is received and the throttle input value is less than a first throttle threshold; or switching from the second mode to the first mode by the control unit when the second input signal is received the throttle input value is less than a second throttle threshold and a vehicle speed is less than a threshold speed.

In an embodiment of the invention, the method has the step of prohibiting by the control unit the switching from the second mode to the first mode on receiving the second input signal when the throttle input value is greater than a second throttle threshold and/or the vehicle speed is greater than the threshold speed.

In an embodiment of the invention, the one or more parameters includes a battery charger connection status, a side stand switch status, the vehicle turned OFF status and an idling time of the vehicle.

In an embodiment of the invention, the first mode is an economy mode and the second mode is a power mode.

In an embodiment of the invention, the first switch and the second switch are a press and release switch.

In an embodiment of the invention, the default mode is set by the rider or an Original Equipment Manufacturer (OEM).

Reference will be made to embodiments of the 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.

Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. In the ensuing exemplary embodiments, the vehicle is a two-wheeled electric vehicle. However, it is contemplated that the disclosure in the present invention may be applied to any automobile capable of accommodating the present subject matter without defeating the scope of the present invention.

As illustrated in <FIG>, the vehicle <NUM> is a scooter type two-wheeled vehicle in the illustrated embodiments. In an embodiment, the vehicle <NUM> is an electric or a hybrid vehicle. It may be contemplated that the vehicle <NUM> can be any other kind of two-wheeled vehicle or three-wheeled vehicle. Thus, the illustrated examples of two-wheeled scooter vehicle should not be meant limiting the scope of the present invention. The terms "electric vehicle" and "vehicle" are interchangeably used in this disclosure. However, both the terms "electric vehicle" and "vehicle" are one and the same, and the term "vehicle" is used for brevity.

<FIG> illustrates a schematic view of a vehicle <NUM>, in accordance with an embodiment of the present invention. As an example, the motor vehicle <NUM> is a scooter type vehicle. The vehicle <NUM> has a prime mover (not shown) that is disposed behind a floorboard <NUM> and below a seat assembly <NUM> and/or a storage bin (not shown). The prime mover is one of an internal combustion engine or an electric motor adapted to provide motive force for vehicle movement. The vehicle <NUM> has a front wheel <NUM>, a rear wheel <NUM> and a frame member (not shown). On the floor <NUM>, a floorboard assembly (not shown) is mounted for supporting feet of a rider.

A head pipe (not shown) connects to the frame member (not shown). The head pipe supports a steering shaft (not shown) and a front suspension (not shown) attached to the steering shaft through a lower bracket [not shown]. The front suspension supports the front wheel <NUM>. The upper portion of the front wheel <NUM> is covered by a front fender <NUM> mounted to the front suspension. In an embodiment, the front fender <NUM> is movable along with the front wheel <NUM>, during travel over undulations on a road surface. A handlebar <NUM> is fixed to upper bracket (not shown) and can rotate about the steering shaft for turning the vehicle <NUM>. A headlight (not shown), a visor guard <NUM> and instrument cluster (not shown) is arranged on an upper portion of the head pipe.

Further, a rear suspension (not shown) is provided to the rear wheel <NUM> for dampening the vibrations induced during travel of the vehicle <NUM> over undulations on the road surface. A taillight unit <NUM> is disposed at the end of the vehicle <NUM> and at the rear of the seat assembly <NUM>. A grab rail <NUM> is also provided for facilitating the grip and/or balance to the rider on the vehicle <NUM> during movement. The vehicle <NUM> further includes a front wheel <NUM> and a rear wheel <NUM> driven by an electric motor (not shown) or an Internal Combustion engine. The electric motor receives a traction power from one or more power sources like a battery (not shown) for movement of the vehicle <NUM>. A rear fender <NUM> is disposed above the rear wheel <NUM>.

<FIG> illustrates a block diagram of the system <NUM> for selecting a ride mode of the vehicle <NUM>. The system <NUM> is on-board the vehicle <NUM>. The system <NUM> comprises a first switch <NUM>, a second switch <NUM>, and a control unit <NUM>. The first switch <NUM> is disposed on the vehicle <NUM> in proximity to a rider. The first switch <NUM> is configured to generate a first input signal to switch to one of a first mode and a second mode from an idle mode. In an embodiment, one of the first mode and the second mode is a default mode set by the rider or an Original Equipment Manufacturer (OEM). In another embodiment, the rider can select any ride mode as the default mode for the vehicle <NUM> via his mobile app. In a further embodiment, the first mode is an economy mode and the second mode is a power mode. The economy mode consumes less battery energy while the power mode consumes more battery energy. On starting the vehicle <NUM>, the vehicle <NUM> is in idle mode and stationary. On pressing the first switch <NUM>, the vehicle <NUM> switches from idle mode to the economy or power mode, whichever is set as default mode. The system <NUM> further comprises the second switch <NUM> disposed on the vehicle <NUM> in proximity to the rider. The second switch <NUM> is configured to generate a second input signal to switch between the first mode and the second mode. In an embodiment, the first switch <NUM> and the second switch <NUM> are press and release switches.

In another embodiment, a brake switch <NUM> is provided in the existing brake lever of the vehicle <NUM>. The brake switch <NUM> will provide a signal to a control unit <NUM> upon operation of the brake lever.

As shown in <FIG>, the first switch <NUM>, the second switch <NUM> and the brake switch <NUM> are communicably coupled to the control unit <NUM>. the control unit <NUM> will receive a first input signal, a second input signal and a brake signal upon operating the first switch <NUM>, the second switch <NUM> and the brake switch <NUM> respectively. In an embodiment, the control unit <NUM> controls a traction motor <NUM> to meet the desired output speed based on the throttle input value received from a throttle position sensor (TPS) <NUM> and battery State of charge. The control unit <NUM> is connected with motor <NUM> to receive the hall sensor signal and compute the motor RPM and vehicle speed accordingly.

The control unit <NUM> is configured to start the vehicle <NUM> in the idle mode when a key is operated or by keyless authentication. The control unit <NUM> is further configured to receive one or more vehicle parameters from a plurality of sensors of the vehicle <NUM> or a Vehicle Control Unit (VCU) <NUM>. In an embodiment, the plurality of sensors includes but is not limited to the brake switch <NUM>, a vehicle speed sensor and the throttle position sensor (TPS) <NUM>. In an embodiment, the control unit <NUM> receives one or more vehicle parameters from VCU <NUM> and a battery charger <NUM> through a communication bus such as CAN. The communication bus has been represented by dotted lines in <FIG>. In another embodiment, the one or more vehicle parameters received by the control unit <NUM> comprise the battery charger connection status, a side stand switch status, the vehicle turned OFF status, and an idling time of the vehicle. The control unit <NUM> is further configured to select the ride mode to be one of the idle mode, the first mode and the second mode of the vehicle <NUM> which is based on a combination of one or more vehicle parameters, the first signal, and the second signal in real-time.

In an embodiment, when the first switch <NUM> is pressed and the brake lever (not shown) is operated for a predefined time, the control unit <NUM> will receive the first input signal and the brake signal. The control unit <NUM> is further configured to switch to one of the first mode or the second mode from the idle mode when the first input signal and the brake signal are received, and the one or more vehicle parameters satisfy a pre-defined set of conditions. In an embodiment, the pre-defined set of conditions comprise the condition when the side stand is not engaged, brake engaged, battery charger not operational, an idling time of the vehicle is greater than <NUM> seconds, and the battery charge level is sufficient to start. When conditions like these are satisfied then only the vehicle <NUM> will switch to one of the first mode or the second mode from the idle mode.

The control unit <NUM> is configured to receive the second input signal when the second switch <NUM> is pressed and the throttle input value from the throttle position sensor (TPS) <NUM>. When the second input signal is received by the control unit <NUM>, if the throttle input value is less than a first threshold then the control unit <NUM> switches from the first mode to the second mode. Further, when the second input signal is received from the control unit <NUM>, if the throttle input value is less than a second throttle value and the vehicle speed is less than a threshold speed then the control unit <NUM> switches from the second mode to the first mode.

In a further embodiment, the control unit <NUM> is configured to prohibit the switching from the second mode to the first mode on receiving the second input signal when the throttle input value is greater than the second throttle threshold and/or the vehicle speed is greater than the threshold speed.

In an example, let suppose that the vehicle <NUM> is configured such that a top speed of <NUM>/hr is set for the first mode and a top speed of <NUM>/hr is set for the second mode. Let's assume that the first threshold throttle value is <NUM>%, the second threshold throttle value is <NUM>% and the threshold speed to change ride mode from the second mode to the first mode is <NUM>/h. When switching from the first mode to the second mode, if the throttle input value is not checked with the first throttle threshold such as <NUM>% and throttle value is already <NUM>%, then the rider will feel loss of control of the throttle of the vehicle and there will be sudden acceleration in the vehicle. This sudden acceleration is prevented by the present invention. As per present invention, the vehicle <NUM> will switch to the second mode from the first mode only when the throttle input value is less than the first throttle threshold such as <NUM>%. Similarly, when switching from the second mode to the first mode, if the throttle input value is <NUM>% and the vehicle <NUM> is running at <NUM>/h, then the rider will feel the loss of throttle control over the vehicle <NUM> and vehicle starts decelerating to the top speed of the first mode. This sudden deceleration is prevented by the present invention. The vehicle <NUM> will not switch to the first mode from the second mode even when the second switch <NUM> is pressed because the throttle input value is greater than the second throttle threshold and/or the vehicle speed is greater than the threshold speed.

In an embodiment, the vehicle <NUM> enters the idle mode when it is started then the ride mode is to be selected. The selection of ride mode is made in such a way that the vehicle <NUM> enters a default riding mode on starting vehicle or resetting or turning OFF of the vehicle and enter into a previous driven mode if the vehicle <NUM> is not power reset.

In another aspect, the present invention relates to a method <NUM> for selecting a ride mode of a vehicle, as referenced above. <FIG> illustrates the method steps involved in the method <NUM>. At step <NUM>, the vehicle <NUM> is started by a control unit <NUM> in an idle mode as the ride mode of the vehicle <NUM> when a key is operated or by keyless authentication.

At step <NUM>, one or more vehicle parameters are received by the control unit <NUM>. The one or more vehicle parameters are received from at least one of a plurality of sensors and Vehicle Control Unit (VCU) <NUM>. In an embodiment, the one or more parameters comprising a battery charger connection status, a side stand switch status, the vehicle turned OFF status and an idling time of the vehicle <NUM>.

At step <NUM>, a first input signal is generated by a first switch <NUM>. The first input signal switches to a default mode from an idle mode when the default mode being one of a first mode and a second mode. in an embodiment, the first switch <NUM> is a press and release switch. In another embodiment, one of the first mode and the second mode is a default mode set by the rider or an Original Equipment Manufacturer (OEM). In a further embodiment, the rider can select any ride mode as the default mode for the vehicle <NUM> via his/her mobile application. In yet another embodiment, the first mode is an economy mode and the second mode is a power mode. The economy mode consumes less battery energy while the power mode consumes more battery energy. In the idle mode, the vehicle <NUM> is ready to get started but it is not in the motion state.

At step <NUM>, the first input signal and a brake signal from a brake switch <NUM> are received by the control unit <NUM> for a pre-defined time.

At step <NUM>, the ride mode of the vehicle <NUM> is switched from the idle mode to one of the first mode and the second mode by the control unit <NUM> when the first input signal and the brake signal are received and the one or more vehicle parameters satisfy a pre-defined set of conditions. In an embodiment, the pre-defined set of conditions comprise the condition when the side stand is not engaged, brake engaged, battery charger not operational, an idling time of the vehicle is greater than <NUM> seconds, and the battery charge level is sufficient to start.

At step <NUM>, a second input signal is generated by the control unit <NUM> to switch between the first mode and the second mode. In an embodiment, the second switch <NUM> is a press and release switch.

As illustrated in <FIG> at step <NUM>, the second input signal and a throttle input value from a throttle position sensor (TPS) <NUM> are generated by the control unit <NUM>.

At step <NUM>, the ride mode is switched between the first mode and the second mode by the control unit <NUM> on receiving the second signal, throttle input value, when the vehicle <NUM> is in motion.

<FIG>, <FIG>,<FIG> and <FIG> illustrates, the method steps involved in the method <NUM> for selecting a ride mode of the vehicle <NUM>. At step <NUM>, the vehicle <NUM> is started by a control unit <NUM> in an idle mode as the ride mode of the vehicle <NUM> when a key is operated or by keyless authentication.

At step <NUM>, one or more vehicle parameters are received by the control unit <NUM>. The one or more vehicle parameters are received from at least one of a plurality of sensors and Vehicle Control Unit (VCU) <NUM>. In an embodiment, the one or more parameters include a battery charger connection status, a side stand switch status, the vehicle turned OFF status and an idling time of the vehicle <NUM>.

At step <NUM>, the ride mode of the vehicle <NUM> is switched to a default mode from the idle mode by the control unit <NUM> when the first input signal and the brake signal are received and the one or more vehicle parameters satisfy a pre-defined set of conditions. The default mode being one of the first mode and the second mode. If the control unit <NUM> does not receive the first input signal and the brake signal and the one or more vehicle parameters are not satisfying the pre-defined set of conditions, then the vehicle <NUM> will remain in idle mode and will not switch to any ride mode and the method <NUM> reverts to step <NUM>. In an embodiment, the pre-defined set of conditions comprise the condition when the side stand is not engaged, brake engaged, battery charger not operational, an idling time of the vehicle is greater than <NUM> seconds, and the battery charge level is sufficient to start.

At step <NUM>, the vehicle <NUM> is switched to a first mode as the default mode when the first switch <NUM> and the brake switch <NUM> are pressed and the one or more vehicle parameters satisfy a pre-defined set of conditions. Thereafter the method <NUM> proceeds to step <NUM> (as illustrated in <FIG>).

Alternatively, if the vehicle <NUM> is switched to a second mode as a default mode, when the first switch <NUM> and the brake switch <NUM> are pressed and the one or more vehicle parameters satisfy a pre-defined set of conditions, then the method <NUM> arrives at step <NUM>. Thereafter, the method <NUM> proceeds to step <NUM> from step <NUM> (as illustrated in <FIG>).

At step <NUM>, the control unit <NUM> receives a throttle input value from a throttle position sensor (TPS) and runs the motor <NUM> and the vehicle <NUM> accordingly. The method <NUM> thereafter proceeds to step <NUM> or step <NUM>.

At step <NUM>, the control unit <NUM> will receive the second input signal when the second switch <NUM> is pressed. If the second input signal is received by the control unit <NUM> and the throttle input value is less than a first throttle threshold, then at step <NUM>, the control unit <NUM> will switch the vehicle <NUM> from the first mode to the second mode. If the second switch <NUM> is not pressed and the throttle input value is not less than the first throttle threshold, then the vehicle <NUM> will remain in the first mode and the method <NUM> reverts to step <NUM>.

In an alternative embodiment, the method <NUM> comprises the steps of prohibiting by the control unit <NUM>, the switching from the second mode to the first mode on receiving the second input signal when the throttle input value is greater than the second throttle threshold and/or the vehicle speed is greater than the threshold speed. In this embodiment, the method <NUM> from step <NUM> moves to step <NUM>. At step <NUM>, when the vehicle <NUM> is in the first mode, the control unit <NUM> receives the throttle input value from the throttle position sensor (TPS) <NUM> and runs the motor <NUM> and the vehicle <NUM> accordingly. At step <NUM>, if the second switch <NUM> is pressed and the throttle input value is less than the second throttle threshold, then at step <NUM>, the vehicle <NUM> will switch from the first mode to the second mode. And at step <NUM>, if the second switch <NUM> is not pressed and the throttle input value is not less than the second throttle threshold, then the method <NUM> reverts to step <NUM>. At step <NUM>, the second switch <NUM> is pressed again to switch from the second mode to the first mode and if the throttle input value is greater than the second throttle threshold or/and the vehicle speed is greater than the threshold speed, then at step <NUM>, the control unit <NUM> will receive the input but will not respond to mode switch operation. The vehicle <NUM> will remain in second mode.

In the embodiment wherein the vehicle <NUM> is in the second mode at step <NUM>, the method <NUM> proceeds to step <NUM>. At step <NUM>, the control unit <NUM> receives a throttle input value from a throttle position sensor (TPS) <NUM> and runs the motor <NUM> and the vehicle <NUM> accordingly in the second mode.

At step <NUM>, the control unit <NUM> will receive the second input signal when the second switch <NUM> is pressed. If the second input signal is received by the control unit <NUM> and the throttle input value is less than a second throttle threshold and a vehicle speed is less than the threshold speed, at step <NUM>, then the control unit <NUM> will switch the vehicle <NUM> from the second mode to the first mode and runs the vehicle <NUM> according to the received throttle input value. If the second switch <NUM> is not pressed and the throttle input value is not less than the second throttle threshold and the vehicle speed is not less than the threshold speed, then vehicle <NUM> will remain in the second mode and the method <NUM> reverts to step <NUM>.

Advantageously, the present invention provides smooth switching from low energy mode (economy mode) to high energy mode (power mode) and the rider does not feel any jerk or discomfort. As the present invention provides a mechanism for interlock to avoid such transition.

The present invention tried to solve the problem of the jerky ride or sudden acceleration and deceleration in transition between the ride modes. It will also increase the performance of the battery and the motor <NUM>. Also, the present invention suggests the system where not only an unintended selection of drive mode is avoided but also at the same time facilitates a smooth transition between the modes of the vehicle <NUM>. It also eases the process of selection of a ride mode and also changing the ride modes comfortably even while riding the vehicle <NUM>. So, the present invention suggests a system that eliminates the confusion regarding operation of the switch while riding. As per the present invention, the rider can avoid accidental conditions in the vehicle <NUM>, such side stand getting actuated or the vehicle <NUM> getting turned off, in such cases the mode switching is disabled.

Claim 1:
A system (<NUM>) for selecting a ride mode of a vehicle (<NUM>), the system comprising:
a first switch (<NUM>), disposed on the vehicle (<NUM>) in proximity to a rider for generating a first input signal to switch the vehicle (<NUM>) to one of a first mode and a second mode from an idle mode as the ride mode of the vehicle (<NUM>);
a second switch (<NUM>), disposed on the vehicle (<NUM>) in proximity to the rider for generating a second input signal to switch between the first mode and the second mode; and
a control unit (<NUM>), the control unit (<NUM>) is communicably coupled to the first switch (<NUM>) and the second switch (<NUM>), the control unit (<NUM>) is configured to select the ride mode to be one of the idle mode, the first mode, and the second mode, based on a combination of one or more vehicle parameters, the first signal, and the second signal in real-time,
characterized in that
the control unit (<NUM>) is configured to prohibit the switching from the second mode to the first mode on receiving the second input signal when the throttle input value is greater than a second throttle threshold and/or the vehicle speed is greater than a threshold speed.