DESC:FIELD OF THE INVENTION

The present disclosure relates to a control system for controlling the lights of a vehicle.

BACKGROUND

The following description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.

A headlight is employed to illuminate a road ahead of a vehicle, such as a vehicle or a four-wheeler for the driver or the rider. Nowadays, vehicles are provided with a multifeatured light to enhance the illumination as well as increase the aesthetic appeal of the vehicle. The multifeatured lights include daytime running lights (DRL), front position lights (FPL), a turning indicator etc.

Some of the headlights have cornering lighting capability, i.e., the additional lamp present in the headlight can change the direction of the light beam based on the direction of turning of the vehicle. Such a system employs a sensor that senses the lean angle of the vehicle. In one example, the sensor may be installed in the headlight unit and generate a signal to control one or more light source that changes the light beam direction.

Current types of headlights are prone to false actuation caused by various factors, such as vehicle-related factors and road-related factors. For instance, the sensor may generate a false signal due to engine vibrations. In other scenarios, such as at low vehicle speeds, the sensor may still generate a false positive signal even when the rider did not lean the vehicle much.

Moreover, while riding on the road, road-related factors may also trigger the false generation of the signal. For instance, undulation on the roads may induce vibrations in the vehicle which can cause the sensor to generate false positive signals. In other scenarios, a greater elevation and greater bank angle of roads, such as roads in hilly areas can cause the sensor to generate a false signal. Further, the generation of false signals may cause the light beam to illuminate a region in a direction different from the direction of travel of the vehicle.

Accordingly, there is a need for a system that overcomes the above-mentioned limitations.

The above-mentioned drawbacks/difficulties/disadvantages of the conventional techniques are explained just for exemplary purpose and this disclosure and description mentioned below would never limit its scope only such problem. A person skilled in the art may understand that this disclosure and below mentioned description may also solve other problems or overcome the above-mentioned drawbacks/disadvantages of the conventional arts which are not explicitly captured above.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is it intended for determining the scope of the invention.

The present disclosure relates to the aspects of a control system for a lamp unit of a vehicle. The control system is external to a headlight unit, isolated from vehicle vibrations, and can determine the state of the vehicle to accurately produce signals for operating one or more operations, such as headlight cornering, indicator auto-cut off, and engine cut-off, among other examples.

In an embodiment, a control system for a lamp unit of a vehicle is disclosed that includes a housing, a printed circuit board (PCB) disposed in the housing, and a controller mounted on the PCB. The controller is adapted to receive an orientation signal and a speed signal and process the orientation signal and the speed signal. Based on the processing, the controller is adapted to determine a condition of the vehicle as a static condition and a dynamic condition on the speed signal; and generate an output signal, based on the orientation signal, to operate one of a right-side (RH) cornering lamp and a left-side (LH) cornering lamp when the vehicle is in the dynamic condition.

In another embodiment, a method for operating one of a right-side cornering lamp and a left-side cornering lamp of a vehicle is disclosed. The method includes receiving, by a controller of a control system for the lamp unit of the vehicle, a speed signal from a speed sensor or Body Control Management (BCM) module of the vehicle. The method also includes receiving, by the controller of a control system for the lamp unit of the vehicle, an orientation signal from an orientation sensor. Further, the method includes determining, by the controller of a control system for the lamp unit of the vehicle, a condition of the vehicle, based on the speed signal, as a static condition and a dynamic condition and generating an output signal, based on the orientation signal, to operate one of a right-side cornering lamp and a left-side cornering lamp when the vehicle is in the dynamic mode.

According to the present disclosure, the standalone control system is separate from the headlight which provides the signals to LH and RH cornering lamps based on the turning of the vehicle either on the LH or RH side. The control system may be used for different applications like the cornering lamps trigger, indicator auto cancellation, and fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut-off when the vehicle falls. Further, the mounting may have additional dampers to restrict unwanted vibration which would otherwise result in a malfunction of one or more sensors. Further, owing to the vibrations, the combination of the accelerometer and the gyro sensor may sense the lean angle even in the dynamic condition of the vehicle.

To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a schematic of an electronic control unit (ECU) interacting with a control system via a Controller Area Network (CAN) interface, according to an embodiment of the present disclosure;
Figure 2 illustrates a block diagram of the control system having a PWM module, according to an embodiment of the present disclosure;
Figure 3 which illustrates various configurations of the placement of the components of the control system, according to an embodiment of the present disclosure;
Figure 4 illustrates a front view, a bottom view, a side view, and a perspective view of the control system, according to an embodiment of the present disclosure;
Figure 5 illustrates an exploded view of the control system 100, according to an embodiment of the present disclosure;
Figure 6 illustrates a cut section taken along lines A-A and B-B in Figure 4, according to an embodiment of the present disclosure;
Figure 7 illustrates a front view, a bottom view, a side view, and a perspective view of a control system, according to an embodiment of the present disclosure;
Figure 8 illustrates an exploded view of the control system, according to an embodiment of the present disclosure;
Figure 9 illustrates a cut section taken along lines C-C and D-D in Figure 7, according to an embodiment of the present disclosure; and
Figure 10 illustrates a method for operating the lamp unit of a vehicle, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

For example, the term “some” as used herein may be understood as “none” or “one” or “more than one” or “all.” Therefore, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would fall under the definition of “some.” It should be appreciated by a person skilled in the art that the terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and therefore, should not be construed to limit, restrict or reduce the spirit and scope of the present disclosure in any way.

For example, any terms used herein such as, “includes,” “comprises,” “has,” “consists,” and similar grammatical variants do not specify an exact limitation or restriction, and certainly do not exclude the possible addition of one or more features or elements, unless otherwise stated. Further, such terms must not be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated, for example, by using the limiting language including, but not limited to, “must comprise” or “needs to include.”

Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more...” or “one or more element is required.”

Unless otherwise defined, all terms and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by a person ordinarily skilled in the art.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Figures 1 and 2 illustrates various aspects of a control system 100 for a lamp unit 101 and 102 for executing one or more operation of a vehicle. Specifically, Figure 1 illustrates a schematic of an electronic control unit (ECU) 109 interacting with the control system 100 via a Controller Area Network (CAN) interface whereas Figure 2 illustrates a block diagram of the control system 100 having a PWM (Pulse Width Modulation) module, according to another embodiment of the present disclosure.

The control system 100 may be a part of a vehicle, such as a two-wheeled vehicle. The control system 100 may also be part of a tri-wheeled vehicle that leans while turning. The control system 100 may be configured to execute one or more operations associated with the vehicle. The operation may include, but is not limited to, triggering a cornering lamp of the vehicle. For instance, the control system 100 may operate a left-hand side (LH) cornering lamp 101 and a right-hand side (RH) cornering lamp 102 to execute cornering lamp operation. The control system 100 may communicate with the ECU 109 of the vehicle to trans-receive information as shown in Figure 1.

The control system 100 may include an orientation sensor 103, a CAN trans-receiver 104, a calibration module 107, a LH lamp driver 113, a RH lamp driver 114, and a controller 115. As shown in Figure 2, the control system 100 may also include a Pulse-Width Modulation (PWM) module 106 for speed input in case the control system 100 does not have the CAN trans-receiver 104. If CAN trans-receiver 104 is available, the same can provide the speed signal which will be received from ECU 109. In addition, the controller 115 may also communicate with the RH lamp driver 114 and the LH lamp driver 113.
On the other hand, the ECU 109 may be connected to a speed sensor 116 to receive the speed signal, a left-hand side indicator 110, and a right-hand side indicator 111. In addition, the ECU 109 may communicate with an ignition sensor 105 capable of generating an engine on/off signal, and an auto fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut down system 112. In one example, the ECU 109 may be connected to the controller 115 of the control system 100 via the CAN trans-receiver 104 and may communicate the aforementioned information, i.e., a plurality of data, such as indicator off / Fuel (IC Engine Vehicle) / battery (Electric Vehicle) Cut off signal, engine on/off signal, and receive the aforementioned information i.e. trigger signal, a cut-off signal, among other examples.

In one example, the control system 100 may be configured to execute one or more operations associated with the vehicle. The operation may include, but is not limited to, triggering the lamp, indicator auto-cut off, and auto fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut down in case of an accident. The control system 100 may interact with the LH cornering lamp 101, the RH cornering lamp 102, the orientation sensor 103, the CAN trans-receiver 104, the calibration module 107, the ECU 109 and the battery or a battery control management (BCM) module 108 to execute one or more operations in the vehicle.

The control system 100 may be installed at different regions in the vehicle. For instance, the control system 100 may be installed underneath a foot panel of the vehicle or underneath the seat. The control system 100 may also be installed in the instrument cluster or underneath the headlamp or inside the headlamp. In either of the aforementioned places, the control system 100 is placed at a position so that the control system 100 is near the centre of gravity of the vehicle. Therefore, other locations within the vehicle may also be envisioned as long as the control system 100 is proximate to the centre of gravity.

In one example, the LH cornering lamp 101 and the RH cornering lamp 102 may be formed as a part of a headlight unit of the vehicle. Further, the LH cornering lamp 101 and the RH cornering lamp 102 may be integrated as a single unit. Alternatively, the LH cornering lamp 101 and the RH cornering lamp 102 may be installed on the sides of a main headlight unit. Further, the LH cornering lamp 101 and the RH cornering lamp 102 are configured in such a way that both the LH cornering lamp 101 and the RH cornering lamp 102 have light-emitting diodes (LEDs). Further, the LH cornering lamp 101 is powered by the LH lamp driver 113 and the RH cornering lamp 102 is powered by the RH lamp driver 114.

In one example, the orientation sensor 103, may be a combination of an accelerometer and a gyro-sensor, such that the orientation sensor 103 generates an orientation signal. The orientation signal may be generated from either the accelerometer or the gyro-sensor. Alternatively, the orientation signal may be generated as a single orientation signal based on the combination of the accelerometer and the gyro-sensor. The orientation signal from the orientation sensor 103 is indicative of a lean angle of the vehicle.

As shown in Figure 1, the CAN trans-receiver 104 is configured to provide a vehicle speed signal to the controller 115 through the ECU 109. The CAN trans-receiver 104 uses a CAN protocol to provide the speed signal. The CAN trans-receiver 104 enables a quick and robust way to communicate the speed signal so that the controller 115 should act timely. The CAN trans-receiver 104 may also allow the control system 100 to connect to the ECU 109 for communicating with the ECU 109. For example, the CAN trans-receiver 104 may allow the control system 100 to receive the signal regarding the operation of the left-hand side 110 and right-hand side 111 indicators and the CAN trans-receiver 104 may also allow the control system 100 to send a command to the ECU 109 to perform operations, such as indicator auto-cut off and cut-off fuel / battery supply to the auto fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut down system 112 in case of an accident, among other examples.

The control system 100 may also configured to be used for the vehicle that does not have the CAN protocol built therein. As shown in Figure 2, the PWM module 106 decodes an input signal from the speed sensor 116 and converts the input signal to the speed signal for processing by the controller 115. Such an arrangement makes the control system 100 retrofittable. The ignition sensor 105, as the name suggests, provides an engine ON / OFF signal corresponding to the working state of the engine.

In an example, the control system 100 may include the orientation sensor 103. A silicon damping material is added to the control system 100 to restrict the unwanted vibrations to the orientation sensor 103.

Further, the calibration module 107 is configured to calibrate the aforementioned orientation sensor 103 based on an orientation of the vehicle. The calibration module 107 is configured to calibrate the sensors when the control system 100 is first installed on the vehicle. The calibration module 107 performs the calibration once in such a way that the control system 100 need not get calibrated every time the engine is powered. Further, the battery 108 or BCM 108 provides power to all the components of the control system 100.

According to the present disclosure, the control system 100 can have different configurations as shown in Figure 3 which illustrates various configurations 300 of the placement of the components of the control system 100. In the first configuration 302, both the LH lamp driver 113 and the RH lamp driver 114 are installed in the LH cornering lamp 101. Alternatively, in the second configuration 304, both the LH lamp driver 113 and the RH lamp driver 114 are installed in the RH cornering lamp 102. Further, in the third configuration 306, the LH lamp driver 113 is installed in the LH cornering lamp 101 and the RH lamp driver 114 is installed in the RH cornering lamp 102. Furthermore, in the fourth configuration 308, the LH lamp driver 113 and the RH lamp driver 114 are installed on a printed circuit board (PCB) 416 of the control system 100. In all the aforementioned configurations 302, 304, 306, and 308, the orientation sensor 103 is installed in the control system 100.

An exemplary embodiment showing the control system 100 is provided with respect to Figures 4 to 6. Structural details of the control system 100 is explained with respect to Figure 4 to 6, according to an embodiment of the present disclosure. Specifically, Figure 4 illustrates a front view, a bottom view, a side view, and a perspective view of the control system 100 whereas Figure 5 illustrates an exploded view of the control system 100. Further, Figure 6 illustrates a cut section taken along lines A-A and B-B in Figure 4. The control system 100 is mounted on the chassis of the vehicle using dampeners which protect the control system 100 and the one or more sensors thereof from the vibrations due to running of the vehicle.

In an example, the control system 100 may include a housing 402 that may include a pair of flanges 404 that allows the mounting of the housing 402 on the chassis. the control system 100 may also include a pair of mounts 406 that are mounted on the chassis using mounting screws 418. The pair of mounts 406 acting as dampeners absorbs the vibrations in the chassis and thereby preventing any error in the reading from the orientation sensor 103. In one example, the housing 402 may be made of metallic or composite material. The housing 402 may also include a cover 408 that may be placed over the housing 402 to close the housing 402. The cover 408 may include a port opening 410 that receives the CAN Trans-receiver 104 which is mounted on the PCB 416, such that a wire harness 412 may couple to the CAN Trans-receiver 104. The wire harness 412 may then allow the CAN Trans-receiver 104 to communicate with the ECU 109 in a manner explained above. The cover 408, in one example, may be coupled to the housing 402 using a pair of fasteners 414.

The control system 100 may also include the printed circuit board (PCB) 416 placed inside the housing 402, such that the PCB 416 is also fastened to the housing using another pair of fasteners 414. The control system 100 may also include the CAN trans-receiver 104, the orientation sensor 103 and the controller 115 placed on the PCB 416 that may process the signals received from the CAN Trans-receiver 104, the ECU 109, the speed sensor 116, the ignition sensor 105, and the PWM module 106. The controller 115 may include, but is not limited to, a processor, memory, modules, and data. The memory, in one example, may store the speed threshold to determine the static and dynamic conditions. The modules and the memory may be coupled to the processor. The processor can be a single processing unit or several units, all of which could include multiple computing units. The processor may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor is configured to fetch and execute computer-readable instructions and data stored in the memory.

The memory may include any non-transitory computer-readable medium known in the art including, for example, volatile memory, such as static random-access memory (SRAM) and dynamic random-access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

The modules, amongst other things, include routines, programs, objects, components, data structures, etc., which perform particular tasks or implement data types. The modules may also be implemented as, signal processor(s), state machine(s), logic circuitries, and/or any other device or component that manipulate signals based on operational instructions.

Further, the modules can be implemented in hardware, instructions executed by a processing unit, or by a combination thereof. The processing unit can comprise a computer, a processor, such as the processor, a state machine, a logic array, or any other suitable devices capable of processing instructions. The processing unit can be a general-purpose processor which executes instructions to cause the general-purpose processor to perform the required tasks or, the processing unit can be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules may be machine-readable instructions (software) which, when executed by a processor/processing unit, perform any of the described functionalities. Further, the data serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules.

In one example, the LH lamp driver 113 and the RH lamp driver 114 are built into the PCB 416. Such a configuration allows for a single device that can power the LH cornering lamp 101 and the RH cornering lamp 102.

Referring now to Figures 5 and 4, the housing 402 may include a pair of step profiles 420 which allows the PCB 416 to mount thereon. Further, one of the step profile 420 includes a pin 320 that gets aligned with a hole on the PCB 416, such that the PCB 416 is installed in the correct orientation during the assembly of the control system 100. Such a configuration also enhances the ease of assembling the control system 100. In another example, the pin 320 may also act as a ground terminal for the electronic components on the PCB 416.

According to the present disclosure, the control system 100 is waterproof and dustproof which makes the control system 100 robust.

Another exemplary embodiment showing the control system 100 is provided with respect to Figures 7 to 9.

Specifically, Figure 7 illustrates a front view, a bottom view, a side view, and a perspective view of a control system 700 whereas Figure 8 illustrates an exploded view of the control system 700. Figure 9 illustrates a cut section taken along lines C-C and D-D in Figure 7. The electronic components of the control system 700 are identical to the control system 100 shown in the preceding figures and therefore not repeated for brevity. In the illustrated examples, the control system 700 may a housing 702 which further includes three flanges 704. Further, the housing 702 includes a wall 706 that extends orthogonally from the edges of the housing 702 and forms a cavity with a cover 710. The control system 700 also includes the cover 710 which has a port opening 712. The depth of the port opening 712 is kept in such a way that a fillable volume is formed when the wire harness 714 is installed inside the port opening 712.

Referring now to Figure 9 and specifically to the enhanced view C, the cover 710 may include a notch 716 and sits in a groove 718 in the housing 702. Further, the cover 710 and the housing 702 are joined together by ultrasonic welding at the notch 716 and the groove 718 to achieve a dustproof and watertight seal. In addition, the fillable volume and the cavity also receive a potting material 720 to completely seal the cover 710. In one example, the combination of ultrasonic welding and the potting material 720 allows the control system 700 to achieve a rating of IP68.

Referring now to Figure 10, The present disclosure also relates to a method 1000 for operating the lamp unit of a vehicle, according to an embodiment of the present disclosure. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps may be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the scope of the subject matter described herein.

The method 1000 may be performed by programmed computing devices, for example, based on instructions retrieved from non-transitory computer-readable media. The computer-readable media may include machine-executable or computer-executable instructions to perform all or portions of the described method. The computer-readable media may be, for example, digital memories, magnetic storage media, such as magnetic disks and magnetic tapes, hard drives, or optically readable data storage media.

The method 1000 may be performed partially or completely by the control system 100 and 700 shown in Figures 4 and 7 respectively. The method 1000 begins at step 1002 at which the controller 115 receives a speed signal from the speed sensor 116. In one example, the speed signal from the speed sensor 116 may be relayed via the ECU 109 over the CAN interface to the CAN trans-receiver 104. In another example, the speed sensor 116 may communicate the speed signal to the controller 115 via the PWM module 106. In either case, the controller 115 receives the speed signal.

At step 1004, the controller 115 receives the orientation signal from the orientation sensor 103. The orientation signal indicates a lean angle of the vehicle and also a side towards which the vehicle is leaning. Thereafter, the controller 115, at step 1006, determines a condition of the vehicle, based on the speed signal, as a static condition and a dynamic condition. The static condition indicates that the vehicle is stationary, and the dynamic condition indicates that the vehicle is moving. In case the vehicle is in the dynamic condition, the controller 115, at step 1008, generates an output signal, based on the orientation signal, to operate one of the RH cornering lamp 102 and the LH cornering lamp 101.

According to this disclosure, the control system 100 is capable of performing various operations of the vehicle. Details of each of these operations will be explained in subsequent embodiment.

1. The control system 100 for cornering lamps application.

The controller 115 of the control system 100 may receive the orientation signal from the orientation sensor 103 which detects a lean angle of the vehicle while the rider takes the turn on the LH side or the RH side. In addition, the controller 115, based on the orientation signal from orientation sensor 103, may detect the lean angle in static/dynamic conditions of the vehicle. The static or dynamic running conditions may be determined based on the vehicle speed signal either received from the ECU 109 or the Pulse-Width Modulation (PWM) module 106. In one example, the controller 115 may compare the speed signal with a speed threshold value and determine the state as the static condition when the speed signal is less than the speed threshold value.

In case, the controller 115, by processing the speed signal, determines that the vehicle is moving more than the speed threshold value, the vehicle is determined to be in motion and hence the dynamic running condition exists. Further, the controller 115 may introduce a 2-second delay at cranking of the engine, after receipt of the engine on/off signal from the ignition sensor 105. During this time the orientation sensor 103 is configured to not provide any output. This time period is introduced to settle down the vibration of the vehicle. Thereafter, the orientation sensor 103 may sense the lean angle while the vehicle is leaning towards the LH side or the RH side. The controller 115 may compare the orientation signal with first and second threshold values to determine if the LH cornering lamp 101 or the RH cornering lamp 102 should be triggered. For instance, the controller 115 may compare the orientation signal with the first threshold value corresponding to the right-hand turning of the vehicle and the second threshold value corresponding to the left-hand turning of the vehicle.

Thereafter, the controller 115 actuates the LED driver to operate one of the LH cornering lamp 101 or the RH cornering lamp 102 based on the determination. For instance, based on the comparison, the controller 115 generates the output signal as a right-side signal for the RH lamp driver 114 to power the RH cornering lamp 102 when the orientation signal is greater than the first threshold value. On the other hand, the controller 115 generates the output signal as a left-side signal for the LH lamp driver 113 to power the LH cornering lamp 101 when the orientation signal is greater than the second threshold value.

2. Control system 100 for indicator auto cancellation

The controller 115 may receive the orientation signal from the orientation sensor 103 that detects a lean angle of the vehicle while the rider takes the turn on the left-hand side indicator 110 or the right-hand side indicator 111. In addition, the controller 115, based on those inputs to the orientation sensor 103, may detect the angle in static and dynamic running conditions of the vehicle. The static or dynamic running conditions may be determined based on the vehicle speed input received from the ECU 109. By processing the speed signal, the controller 115 determines that the vehicle is moving. Further, the ECU 109 may relay, via the CAN trans-receiver 104 that one of the indicators, such that the right-hand side indicator 111 is operational. The controller 115 based on the orientation signal determines if the vehicle has stopped turning. The controller 115 may determine if the orientation signal is less than either the first threshold value or the second threshold value. In other words, the controller 115 may determine that the vehicle is taking the turn if the lean angle of the vehicle starts to reduce to 0 degrees. In case the controller 115 determines a decrease in the RH lean angle, the controller 115 may send a cut-off signal to the ECU 109 to switch off the power supply to the right-hand side indicator 111.

3. Control system 100 for fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut-off

The controller 115 determines that the vehicle is in dynamic condition based on a speed signal input received from the ECU 109. Further, the controller 115 may compare the orientation signal with a third threshold value indicative of an unsafe lean angle of the vehicle towards the right side or with a fourth threshold value indicative of an unsafe lean angle of the vehicle towards the left side. In case the orientation signal is greater than either the third threshold value or the fourth threshold value, the controller 115 generates a prime move shut off signal to shut off a prime mover of the vehicle. In addition, the controller 115 determines a sharp increase in the lean angle from the received orientation signal. In one example, the controller 115 determines if the lean angle is greater than 45 degrees, and accordingly, determines that the vehicle has fallen. Therefore, the controller 115 sends the trigger signal to the ECU 109 to actuate the fuel (IC Engine Vehicle) / battery (Electric Vehicle) supply shut down system 112 to turn off the prime mover of the vehicle.

According to the present disclosure, the control system 100 enables an operator to define different conditions based on speed which helps to differentiate between static and dynamic running conditions. In addition, the control system 100 may be used in various scenarios, such as cornering lamps, indicator auto cancellation, and fuel (IC Engine Vehicle) / battery (Electric Vehicle) shut off while the vehicle has fallen, through the CAN trans-receiver 104. Further, the static and dynamic conditions may be differentiated based on the vibration of vehicle speed, and therefore the cornering lamps may work fine on hill stations and curvy roads. Furthermore, calibration of the sensors may be through hard-wired and CAN trans-receiver 104.

While specific language has been used to describe the present disclosure, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. ,CLAIMS:1. A control system (100, 700) for a lamp unit of a vehicle, comprising:
a housing (402, 702);
a printed circuit board (PCB) (416) disposed in the housing (402, 702); and
a controller (115) mounted on the PCB (416), and adapted to:
receive an orientation signal and a speed signal;
process the orientation signal and the speed signal to:
determine a condition of the vehicle as a static condition and a dynamic condition on the speed signal; and
generate an output signal, based on the orientation signal, to operate one of a right-side (RH) cornering lamp (102) and a left-side (LH) cornering lamp (101) when the vehicle is in the dynamic condition.

2. The control system (100, 700) as claimed in claim 1, comprising:
a RH lamp driver (114) adapted to power the RH cornering lamp (102), and
a LH lamp driver (113) adapted to power the LH cornering lamp (101).

3. The control system (100, 700) as claimed in claim 2, wherein the RH lamp driver (114) is mounted in the RH cornering lamp (102) and the LH lamp driver (113) is mounted in the LH cornering lamp (101).

4. The control system (100, 700) as claimed in claim 2, wherein the RH lamp driver (114) and the LH lamp driver (113) are mounted in one of the RH cornering lamp (102) and the LH cornering lamp (101).

5. The control system (100, 700) as claimed in claim 2, wherein the RH lamp driver (114) and the LH lamp driver (113) are mounted on the PCB (416) disposed in the housing (402, 702) of the control system (100, 700).

6. The control system (100, 700) as claimed in claim 1 and 2, wherein the controller (115) is adapted to:
compare the speed signal with a speed threshold value,
determine the state as the static condition when the speed signal is less than the speed threshold value, and
determine the state as the dynamic condition when the speed signal is greater than the speed threshold value.

7. The control system (100, 700) as claimed in claim 1 and 2, wherein the controller (115) is adapted to:
compare the orientation signal with a first threshold value corresponding to right hand turning of the vehicle and a second threshold value corresponding to left hand turning of the vehicle, and
generate the output signal as a right-side signal for the RH cornering lamp (102) through the RH lamp driver (114) when the orientation signal is greater than the first threshold value, and generate the output signal as a left-side signal for the LH cornering lamp (101) through LH lamp driver (113) when the orientation signal is greater than the second threshold value.

8. The control system (100, 700) as claimed in claim 8, wherein the controller (115) is adapted to:
generate a cut-off signal when the orientation signal is less than one of the first threshold value and the second threshold value to switch off power supply to an indicator of the vehicle.

9. The control system (100, 700) as claimed in claim 1, wherein the controller (115) is adapted to:
compare the orientation signal with a third threshold value and a fourth threshold value indicative of an unsafe lean angle of the vehicle towards right side and left side respectively; and
generate a trigger signal to shut off a prime mover of the vehicle when the orientation signal is greater than one of the third threshold value and the fourth threshold value.

10. The control system (100, 700) as claimed in claim 1, comprising:
an orientation sensor (103) including one of gyroscope sensor and an accelerometer mounted on the PCB (416) and adapted to generate the orientation signal.

11. The control system (100, 700) as claimed in claim 1, comprising:
a plurality of mounts (406) adapted to install the housing (402, 702) on the vehicle and dampen received vibrations from the vehicle.

12. The control system (100, 700) as claimed in claim 11, comprising a calibration module (107) operably coupled to the orientation sensor (103) and a speed sensor (116), and adapted to calibrate the orientation sensor (103) and the speed sensor (116) upon installation of the control system (100, 700) in the vehicle.

13. The control system (100, 700) as claimed in claim 1, comprising a pulse width modulation (PWM) module (106) adapted to decode an input signal from a speed sensor (116) and convert the input signal into a speed signal for the controller (115).

14. The control system (100, 700) as claimed in claim 1, comprising CAN trans-receiver (104) mounted on the PCB (416) adapted to connect an electronic control unit (ECU) (109) of the vehicle over a Controller Area Network (CAN) interface with the controller (115) to communicate with the ECU (109).

15. The control system (100, 700) as claimed in claim 1 and 14, wherein the controller (115) is adapted to communicate, over the Controller Area Network (CAN) interface, with an electronic control unit (ECU) (109) to receive the speed signal and to send a prime mover shut off signal and an indicator cut off signal.

16. The control system (100, 700) as claimed in claim 1 and 11, wherein the housing (402, 702) is mounted at one of underneath a foot panel on a chassis of the vehicle, underneath a vehicle seat, inside an instrumental panel of the vehicle, underneath a headlamp of the vehicle, and in the headlamp of the vehicle.

17. A method for operating a lamp unit of a vehicle, comprising:
receiving, by a controller (115) of a control system (100, 700) for the lamp unit of the vehicle, a speed signal from a speed sensor (116);
receiving, by the controller (115) of the control system (100, 700) for the lamp unit of the vehicle, an orientation signal from an orientation sensor (103);
determining, by the controller (115) of the control system (100, 700) for the lamp unit of the vehicle, a condition of the vehicle, based on the speed signal, as a static condition and a dynamic condition; and
generating, by the controller (115) of the control system (100, 700) for the lamp unit of the vehicle, an output signal, based on the orientation signal, to operate one of the RH cornering lamp (102) and the LH cornering lamp (101) when the vehicle is in the dynamic mode.