TECHNICAL FIELD

[0001] The present subject matter relates generally to a system and method for operating a vehicle. More particularly but not exclusively, the present subject matter relates to a system and method for determining an optimum operating condition for a vehicle in accordance with weight of a payload on said vehicle.

BACKGROUND

[0002] Generally, several instances of vehicles, especially commercial passenger or cargo vehicles, are known where said vehicles are operated in overloaded condition for various reasons. When the vehicles are overloaded, it has an adverse effect on vehicle durability, performance, even the life of the vehicle and most importantly on public safety including the safety of the occupants of the vehicle. The performance deterioration is due to various parameters like increase in height or longitudinal distance of center of gravity, fuel efficiency or range reduction etc. It affects the various components like suspension assembly, wheel life and other structural fragments that make the vehicle.

[0003] The repercussions in the form of the road traffic hazard like accidents and mishaps are even worse. The overloaded vehicles or vehicles with protruding/ hanging loads pose a serious hazard for itself and other public in general. Overloaded vehicles account for a large number of total accidents, injuries and deaths. This snowballs into increased losses to insurance companies, potential litigation against manufacturers and potential stress on public infrastructure and resources.

[0004] Further, with the advent of stricter policy formulations for Road Safety Regulations all over the world especially with respect to Commercial Vehicles, there is a rising concern to make the vehicle safer and more compliant to the rules. [0005] Furthermore, on many occasions there may be unintentional overloading of a vehicle on part of the user who may not have an exact idea of the amount of payload in a given situation. Further, it is also noteworthy that a user may not have a basis to estimate an ‘overloaded’ operating condition for a given vehicle. In other words, while some operating conditions may be safe for a given amount of payload, same operating conditions, may not be safe or appropriate for the same vehicle with a higher payload. Operating conditions may include vehicle speed, acceleration, steering, braking, vehicle incline, rotary speed of prime mover etc., Thus, a user of vehicle, be it passenger or commercial, may only have to make a guess about the pay load and the appropriate operating conditions for said payload on said vehicle. Not only, such situations may lead to hefty penalties but also pose serious threat to life and property. This also hampers the logistics and supply chain operations thereby increasing costs and loses to various industries reliant on transport services which form an integral and important part of the economy.

[0006] Furthermore, the known prior arts of weighing scales for vehicle especially commercial vehicles like floor-scale, pallet scales, bench scale and other industrial scales like weigh bridges have limited functionality and require the vehicle to be taken to locations with such facilities which may not be always available in the vicinity of the vehicle which has just received a payload. It is less likely for the weigh scale to be in the vicinity of the user of the vehicle every time. Typically, these weighing terminals charge fees and the operators also need to wait for their turn in long queues which leads to loss of time. Further, due to nonavailability of the weighing terminals in cities, operators have to travel longer distances to outskirts of the cities which affects the cost and fuel efficiency.

[0007] Therefore, there is a need to develop a method to determine the vehicle load in a precise manner without an external weigh scale and intimate to driver by means of some indication as to the appropriate and safest operating conditions of the vehicle for example maximum safe speed. This will help the vehicle users manage the vehicle loads more precisely and operate the vehicle safely. This will also provide the vehicle owner or driver about the number of trips the vehicle is completely loaded.

[0008] Therefore, these inputs will help the manufacturer and the user of vehicle to establish the limit or control strategy to enhance the vehicle and public safety. The controls can be load dependent vehicle speed, accelerations, braking and steering inputs. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The details are described with reference to an embodiment of a storage assembly along with the accompanying figures. The same numbers are used throughout the drawings to reference similar features and components.

[00010] Figure 1 illustrates a flowchart depicting an embodiment of a method and working of a system for operating a vehicle.

[00011] Figure 2 illustrates a block diagram of an embodiment of the present system for operating the vehicle.

[00012] Figure 3a illustrates a right-side view of an embodiment of the present subject matter showing a front frame member making a displacement angle with the front rotating member. Fig3b shows a perspective view of an embodiment of a vehicle from a vehicle left side. Fig.3c shows an expanded perspective view of an embodiment of a rear frame member making the displacement angle with the rear rotating member. Fig.3d shows a right-side view of an embodiment of the rear frame member making the displacement angle with the rear rotating member.

[00013] Figure 4 illustrates the set of first and second pre-determined data of an embodiment of the method and system in the present application

DETAILED DESCRIPTION

[00014] To overcome the mentioned problem in background, the disclosed invention provides an indication to the driver about a weight of the payload along with at least one appropriate safe operating condition. In another aspect of the invention, the system and the method also provide for limiting the current operating condition, for example vehicle speed, to a maximum safe level for a given payload on the vehicle even if the user takes steps to beyond said maximum safe level. This improves the contributes to the improvement of safety and performance of the vehicle. By limiting said current operating condition in addition to indicating maximum safe level of operating condition, the durability of the vehicle/components can be enhanced. [00015] Accordingly, the present invention provides a method and system for operating a vehicle. In one embodiment, the method comprises measuring a movement of at least one frame member of the vehicle that is caused by a payload on the vehicle when the vehicle is in stationary condition. The method involves determining of the weight of the payload in response to a movement of a frame member of the vehicle. It is to be noted that the frame member of the vehicle can be its frame assembly, swing arm assembly, suspension assembly or any other component of the vehicle forming structural part of the vehicle. In one aspect of the invention, the detection of movement is done using a sensor unit attached to said frame member. The sensor unit is further used for determining displacement and/or the displacement angle of the frame member. Further the method involves, a determination of an optimum value of an operating condition of the vehicle and thereafter said optimum value of operating condition is communicated to an operator of the vehicle.

[00016] In another embodiment of the present invention, during the method for operating the vehicle, the movement of the frame member is measured using a sensor unit and a control unit of the vehicle. The method further comprises activating a source of electrical power on the vehicle. The electrical power is supplied to the sensor unit and the control unit and system detects whether the vehicle is stationary condition. The output voltage Vout is detected by the sensor unit which corresponds to the displacement of the frame member if the vehicle is stationary. The control unit is activated upon affirmative confirmation of the output voltage being greater than zero volts. At zero volts, there is no movement of the frame member signifying substantially zero payload. This also saves energy because the control unit is only powered up when there is a payload to be determined. This improves the energy efficiency of the vehicle.

[00017] In another embodiment of the present invention, during the method for operating the vehicle, the frame member is a swing arm. The swing arm is pivotably mounted to a fixed portion of the frame assembly of the vehicle and operatively connected to a suspension assembly of the vehicle. The method also performs communicating the output voltage from the sensor unit to the control unit; determining the displacement angle of the swingarm by the control unit based on the output voltage from the sensor unit. The displacement angle corresponds to the displacement of the swingarm with respect to an axis parallel to the ground. The displacement is caused by the weight of the payload on the vehicle.

[00018] In another embodiment of the present invention, in the method for operating the vehicle, the weight of the payload is determined by the control unit. The method comprises corelating the displacement angle of the swingarm determined by the control unit with a first predetermined data and determining the weight of the payload on the vehicle. This determined weight is the current weight or weight in real time based on said correlation. Further, the method involves communicating the determined weight of said payload to the operator of the vehicle. The first predetermined data includes a set of vehicle parameters such as predetermined ranges of displacement angles of swingarm and displacement of suspension assembly.

[00019] In another embodiment of the present invention, in the method for operating the vehicle, the optimum value of operating condition is determined by comparing the determined weight of said payload with a second pre-determined data which includes a predetermined range of payload weight and corresponding range of optimum operating condition. The method further involves controlling the optimum operating condition of the vehicle based on the corresponding determined payload weight.

[00020] In another embodiment of the present invention, in the method for operating the vehicle, the optimum operating condition is a speed of said vehicle carrying said payload and said speed is controlled based on the corresponding determined payload weight. The controlled speed is also being communicated to said operator of said vehicle through a sensory means. Sensory means can include, visual, audio and/or haptic means.

[00021] In another embodiment of the present method, the controlled speed is a maximum speed limited by a vehicle control unit. The vehicle control unit is configured to control plurality of vehicle operating conditions. The vehicle control unit can be known control units which can control vehicle operating parameters like speed, RPM of a prime mover like an engine or an electric motor or a combination thereof, braking system, fuel injection and other centralized or standalone control systems. The method of limiting the operating speed of the vehicle to a maximum safe speed can carried out by employing known means in the art like speed governors. In one aspect the system can also deploy emergency vehicle systems like immobilizers in case the user attempts to breach the range of operating condition. [00022] In yet another embodiment of the present invention, a system is provided for operating a vehicle that comprises at least a control unit, at least a sensor unit and at least an output unit. The control unit, the sensor unit and the output unit are communicatively connected to each other. The sensor unit detects a movement of a frame member of the vehicle. The movement is caused by a payload on the vehicle when the vehicle is in a stationary condition. The detection of the movement is communicated by the sensor unit to the control unit. The control unit determines a weight of the payload in response to the movement of the frame of the vehicle detected by the sensor unit. The weight is used by the control unit to determine an optimum operating condition for the vehicle and the control unit communicates the optimum operating condition of the vehicle to the output unit. The output unit is configured to communicate the optimum operating condition to an operator of the vehicle.

[00023] In another embodiment of the present invention, in the system for operating the vehicle, the sensor unit comprises a potentiometer to detect a displacement angle of a swing arm. The displacement angle corresponds to the movement of the swing arm and the displacement angle is communicated to the control unit. The control unit includes a microprocessor and is configured to determine a weight of the payload on the vehicle corresponding to the movement detected by the sensor unit and to communicate the determined weight of said payload to the operator of the vehicle.

[00024] In another embodiment of the present invention, in the system for operating the vehicle, the optimum operating condition is a maximum speed of the vehicle determined by the control unit based on the weight of the payload of the vehicle. Further, the control unit (301) is configured to communicate with a vehicle control unit to control a current speed of the vehicle wherein said vehicle control unit is configured to control a plurality of vehicle operating conditions.

[00025] The embodiments of the present invention will now be described in detail with reference to an embodiment in a saddle type vehicle along with the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.

[00026] Figure 1 illustrates a flowchart of an embodiment of the present method executed by an embodiment of the present system for operating a vehicle 100 (shown in Fig. 3). The flowchart shows the steps involved in the method 200 for operating a vehicle 100. The method includes activating the source of power for the vehicle 100 using a key or an input by the sensor. The detecting of the vehicle 100 being in the stationary condition takes place. If the vehicle is in stationary condition, the activation of a sensor unit 302 takes place else no further processing is done. The sensor unit 302 then detects the output voltage Vout that corresponds to a displacement of at least one frame member (1 lOff, 1 lOrf) (shown in Fig. 3) of the vehicle 100. If the Vout is greater than 0 volts then a control unit 301 is activated. This saves energy of the vehicle 100 so that the control unit 301 is not kept switched on at all times after actuation of the power by key or other means on the vehicle 100. The sensor unit 302 is also configured to detect the movement of a frame member 11 Orf, 11 Off due to the payload in a vehicle stationery condition. In one embodiment (See Figure 3) said frame member is a front and rear swingarm wherein said vehicle 100 is a three-wheeler and the sensor unit 302 detects the displacement angle of said swingarm 1 lOff, 1 lOrf due to said payload on the vehicle 100. The method then involves communicating said measurements to the control unit 301. The control unit 301 then refers to the appropriate first predetermined data) and the corresponding payload weight is determined. In one aspect of the invention, the first predetermined data can be a set of vehicle parameters (shown in Fig.4) like pre-determined swingarm angle 1 lOff, 1 lOrf and suspension (400) travel denoting compression of shock absorbers (401, 402). The determined weight of the payload is then communicated to the vehicle operator through the output unit 303 (See. Fig.2) or user who can be a driver or a vehicle supervisor. In one embodiment (shown in Fig. 2), the said output unit is like a cluster display unit 303 in a vehicle 100 for the actual weight of the payload being communicated to the operator of the vehicle 100. The payload weight is then compared with the maximum allowable payload. If the actual payload is less the maximum allowable payload, then no further processing of the information takes place. However, when the actual payload is more than maximum allowable payload, the optimum operating condition of the vehicle is determined by the control unit 301 and communicated to the user or operator of the vehicle 100. The optimum operating condition could be vehicle speed, RPM of a prime mover like an engine or an electric motor or combination thereof etc. In one aspect, the optimum operating condition is a maximum safe speed of the vehicle 100 whereby the method 200 limits the current speed of the vehicle 100 to keep the same under said maximum safe speed for a given payload and type of vehicle. The speed of the vehicle 100 is controlled using known means in the art such as speed governors or other integrated or standalone control systems like vehicle control units etc. This maximum safe speed for a given payload is derived from a second predetermined data comprising another set of vehicle parameters (also Table 2 of Figure 4) of the vehicle 100. The method 200 further alerts the operator of the vehicle 100 with a glow signal or an alarm on the output unit 303 regarding overload weight and the maximum safe speed determined by the control unit 301.

[00027] Figure 2 illustrates a block diagram of a system 300 for operating the vehicle 100 (shown in Fig. 3). The system 300 comprises a control unit 301, a sensor unit 302 (or sensor module) and an output unit 303 (or cluster and signaling device). The control unit 301, the sensor unit 302 and the output unit 303 are communicatively connected to each other. The sensor unit 302 detects a movement of the frame member l lOff, HOrf (shown in Fig. 3) of the vehicle 100. The movement is caused by the payload on the vehicle 100 when the vehicle 100 is in a stationary condition. The detection of movement is communicated by the sensor unit 302 to the control unit 301. The control unit 301 determines the weight of the payload in response to the movement of the frame member 11 Off, 11 Orf of the vehicle 100 detected by the sensor unit 302. In one embodiment the frame member 11 Off, 1 lOrf includes a swingarm 11 Off, 1 lOrf of the vehicle 100 which is placed in front (11 Off) and the rear (1 lOrf) of the vehicle 100. The swingarm 1 lOff, 1 lOrf is operably connected to the suspension assembly 400. The suspension assembly 400 includes one or more front shock absorbers 401 and one or more rear shock absorber 401. In embodiment, the movement of the frame member/swingarm 11 Off, 11 Orf in a stationery vehicle due to the payload corresponds to a displacement/travel of the suspension assembly 400. The displacement of the suspension assembly 400 can include compression or decompression of one or more shock absorbers 401,402. The weight of the payload is communicated to the vehicle operator using the output unit 303. The weight of the payload used by the control unit 301 to determine an optimum operating condition of the vehicle 100 and the control unit 301 communicates the optimum operating condition of the vehicle 100 to the output unit 303. The output unit 303 is configured to communicate the optimum operating condition to an operator of the vehicle 100. The sensor unit 302 comprises a potentiometer to detect a displacement angle Or, Or of the frame member 11 Off, 1 lOrf. The displacement angle Or, Or corresponds to the movement of the frame front and rear swingarms 11 Orf of the vehicle 100. The displacement angle Or, Or is communicated to the control unit 301. In one embodiment, the control unit 301 includes a microprocessor control unit which is configured to determine the weight of the payload on the vehicle 100 corresponding to the movement detected by the sensor unit 302. In one embodiment, the sensor unit 302 is a potentiometer communicatively coupled to the control unit 303. In one embodiment, the weight is calculated based on at least one set of pre-determined data such as set of vehicle parameters showing predetermined data based on which weight of the payload can be determined by the system 300 using the measured displacement angles Or and/or Or. If the weight of payload determined by the control unit is more than a predetermined payload weight, the control unit 301 shall treat it as overload condition and determine an optimum operating condition. In one embodiment, the optimum operating condition is a maximum safe speed for the vehicle 100 which is determined by the control unit 301 based on the weight of the payload of the vehicle 100 using at least one set of pre-determined data. The control unit 301 is communicatively coupled to a vehicle control unit 304 which is configured to control various vehicle operating parameters in real time like vehicle speed, RPM of prime mover of the vehicle, fuel injection etc. The vehicle control unit 304 can be selected from known systems in the art which may be standalone control systems like speed governor system, fuel system, engine control system, emergency braking system etc. Upon receiving the optimum operating condition or the maximum safe speed for the vehicle 100, the vehicle control unit ensures that the vehicle 100 does not deviate from said optimum value of operating condition.

[00028] Fig.3d shows a right-side view of an embodiment of the rear frame member

I lOrf making the displacement angle Or with the rear rotating member 111. In this embodiment, the rear frame member is a rear swingarm 11 Orf of the vehicle 100 and the rotating member is a wheel. A skilled person would appreciate that the same inventive concept of the present subject matter is equally applicable if instead of swingarm 11 Orf another component of the frame is used for measuring the movement caused by the payload. For example, it can be a movement of a mounting bracket of the shock absorber. The figures 3a, 3b, 3c and 3d have been taken together for discussion together for clarity. The vehicle 100 (shown in Fig. 3b) has its front frame member/front swingarm 11 Off and rear frame member/swingarm HOrf being expanded in Fig. 3a and Fig. 3b respectively. In this embodiment, the vehicle used is a three-wheeler wherein the front swingarm 11 Off is meant for the single front wheel and the rear swingarm 1 lOrf shown is meant for the rear wheels. Fig. 3a shows the displacement angle Of made between the front frame member

I I Off of the vehicle 100 and the axis taken parallel to the ground on which the vehicle 100 is situated. The displacement angle Of is formed due to the displacement caused by the movement of the front frame member 11 Off from its initial position upon application of the payload on the vehicle 100 when the vehicle 100 is in stationary condition. Similarly, Fig. 3d shows the displacement angle Or made between the rear frame member 1 lOrf of the vehicle 100 and the axis taken parallel to the ground. The displacement angle Or is formed due to the displacement caused by the movement of the rear frame member 11 Orf from its initial position upon application of the payload on vehicle 100 in stationary condition.

[00029] Figure 4 illustrates the set of vehicle parameters for reference of the predetermined data for the vehicle 100. Upon the determination of the displacement angle Of, Or, the payload weight is communicated to the operator of the vehicle 100 (shown in Fig. 3a). The set of vehicle parameters in Table 1 gives the correlation between the measured displacement angle Of, Or of the front and rear swingarm and corresponding suspension travel and payload weight. Further, in Table 2, the optimum operating condition of operation (in this embodiment as Speed) of the vehicle corresponding to the payload weight (from the set of vehicle parameters) is controlled. It is to be noted that the optimum range of operating condition is not limited to the speed of the vehicle 100. Also, the predetermined set of data may differ for different vehicle(s) 100 depending upon the type of vehicle(s) 100. A skilled person would understand that said data values would differ for different type or make of the vehicles. Also, the data would differ based on use of the vehicle. For example, a vehicle of similar prime mover configurations may have different set of pre-determined first and second sets of data for passenger use or goods use or earth mover use. The same is true for different terrains where the vehicle is used. It is further noted that the predetermined data is not limiting to numerals and rather extend to the decimal representation along with scope for scientific International System of Units (ISI) . A skilled person would appreciate that the illustrative set of vehicular parameters can be further calibrated or extended in detail using more measured values and interpolated values based on the inventive concept explained hereinabove.

List of Reference numerals:

100 Vehicle

I lOf Frame member front/ front swingarm

HOr Frame member rear/ rear swing arm

111 Rotating member/ wheel

200 Method

300 System

301 Control Unit

302 Sensor Unit

303 Output Unit

400 Suspension assembly1, 402 Shock absorbers

Of, Or Displacement Angle