DESC:FIELD
The present disclosure generally relates to the field of collision avoidance systems. More particularly, the present disclosure relates to a redundant dynamic brake override control system to override an automated emergency braking to avoid collision and a method thereof.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
While automatic braking systems for collision avoidance in vehicles have proven to be beneficial in improving safety on the roads, they do come with certain drawbacks. Here are some of the main drawbacks associated with automatic braking systems:
False positives: Automatic braking systems rely on various sensors, such as radar and cameras, to detect potential collision risks. However, these systems can sometimes misinterpret certain objects or situations as threats, leading to unnecessary braking. For example, a sudden swerve by another vehicle or a harmless object near the road may trigger the system to apply the brakes, causing an abrupt stop or unnecessary intervention.
Technical limitations: Automatic braking systems are designed to detect and respond to specific types of hazards. They may not be effective in all scenarios, such as when encountering pedestrians, cyclists, or animals, especially in complex traffic situations. Additionally, these systems may have limitations when it comes to detecting stationary objects or objects that are approaching at high speeds.
Cost and maintenance: Automatic braking systems require advanced sensors, processors, and actuators, which can increase the cost of vehicles. In addition, these systems may need periodic maintenance and calibration to ensure their proper functioning. Repairing or replacing faulty components can be expensive, potentially affecting the affordability of these safety features for some consumers.
Ethical dilemmas: Automatic braking systems often need to make split-second decisions in potentially dangerous situations. This raises ethical questions regarding the prioritization of different collision scenarios. For example, if a collision is inevitable, the system may need to choose between protecting the vehicle occupants or minimizing harm to other road users. Determining the best approach in such situations is a complex and contentious issue.
It's important to note that while these drawbacks exist, automatic braking systems still provide significant safety benefits. Manufacturers and researchers continue to refine the overriding technology to address these limitations and improve overall road safety.
Therefore, there is a need for a redundant dynamic brake override control system to override an automated emergency braking to avoid collision and a method thereof that alleviates all the above-mentioned problems.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a redundant dynamic brake override control system to override an automated emergency braking to avoid collision and method thereof.
Another object of the present disclosure is to provide a redundant dynamic brake override control system to override an automated emergency braking that is easy to use.
Still, another object of the present disclosure is to provide a redundant dynamic brake override control system to override an automated emergency braking that gives drivers authority in situations like overtaking.
Yet another object of the present disclosure is to provide a redundant dynamic brake override control system to override automated emergency braking that is reliable.
Still, another object of the present disclosure is to provide a redundant dynamic brake override control system to override automated emergency braking that provides more reliability due to redundancy.
Yet another object of the present disclosure is to provide a redundant dynamic brake override control system to override an automated emergency braking that works in real-time.
Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.
SUMMARY
This summary is provided to introduce concepts related to a redundant dynamic brake override control system to override an automated emergency braking to avoid a collision. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
According to the embodiment, the present disclosure envisages a redundant dynamic brake override control system to override an automated emergency braking to avoid a collision. The redundant dynamic brake override control system comprises a repository for storing a plurality of first pre-set instructions and a plurality of second pre-set instructions, a primary override mechanism unit for cooperating with the repository to receive and execute the first pre-set of instructions for operating one or more primary processing modules. The primary processing module includes an acceleration sensing module for receiving sensed data from an accelerator position sensor mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle. A determination module is provided to cooperate with the acceleration sensing module to continuously receive the sensed data. Based on the sensed data, the determination module determines the driver’s intention, that whether the accelerator pedal is kept pressed by the driver of the vehicle beyond a threshold distance of the vehicle from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system. A primary braking override module cooperates with the determination module to receive the determined driver’s intention, and generate a control signal based on the determined driver’s intention. The primary braking override module further transmits the control signal to the collision avoidance system to override the automated emergency braking.
In an aspect, according to the embodiment, the control system further comprises a secondary override mechanism unit for receiving and executing the second pre-set of instructions for operating one or more secondary processing modules. The secondary processing modules include a gesture detection module for detecting a driver’s gestures recognized by a plurality of gesture recognition sensors mounted on the steering wheel of the vehicle, and a validation module for cooperating with the gesture detection module for continuously receiving the detected driver’s gestures and, further cooperating with the primary braking override module for validating the detected driver’s intention based on the detected driver’s gestures. A secondary braking override module is provided for cooperating with the validation module to receive the validated driver’s intention and generate and transmit a further validated control signal to the collision avoidance system to override the automated emergency braking based on the validated driver’s intention.
In an aspect, the control system includes a transceiver to transmit the control signal and the validated control signal to the collision avoidance system.
In an aspect, the control system further comprises an alarming unit for generating an alarm when the collision avoidance system detects the vehicle beyond the threshold distance of the vehicle from the detected obstacle.
In an aspect, the secondary override mechanism unit is activated when the alarm is generated by the alarming unit.
In an aspect, the control system further comprises a safety timer for starting as soon the obstacle is detected by the collision avoidance system and expires when the obstacle is no more of interest for application of the emergency braking.
In an aspect, the control system returns to a normal working state when the safety timer expires.
The present disclosure further describes a method for a redundant dynamic brake override control system to override an automated emergency braking. The method comprises the following steps:
• receiving, by an acceleration sensing module of a primary override mechanism unit, sensed data from an accelerator position sensor mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle;
• continuously receiving, by a determination module of the primary override mechanism unit, the sensed data from the acceleration sensing module;
• determining, by the determination module, a driver’s intention based on the sensed data, wherein the determining includes, whether the accelerator pedal is kept pressed by a driver of the vehicle beyond a threshold distance of the vehicle from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system;
• receiving, by a primary braking override module of the primary override mechanism unit, the determined driver’s intention from the determination module;
• generating, by the primary braking override module, a control signal based on the determined driver’s intention; and
• transmitting, by the primary braking override module, the control signal to the collision avoidance system to override the automated emergency braking.
In an aspect, the method further comprises the following method steps:
• detecting, by a gesture detection module of a secondary override mechanism unit, driver’s gestures recognized by a plurality of gesture recognition sensors mounted on the steering wheel of the vehicle;
• continuously receiving, by a validation module of the secondary override mechanism unit, the detected driver’s gestures to validate the detected driver’s intention based on the detected driver’s gestures;
• receiving, by a secondary braking override module of the secondary override mechanism unit, the validated driver’s intention;
• generating, by the secondary braking override module, a validated control signal based on the validated driver’s intention; and
• transmitting, by the secondary braking override module, the validated control signal to the collision avoidance system to override the automated emergency braking.
In an aspect, the method further comprises transmitting, by a transceiver of a redundant dynamic brake override control system including the primary override mechanism unit and the secondary override mechanism unit, the control signal, and the validated control signal to the collision avoidance system.
In an aspect, the method further comprises generating, by an alarming unit, an alarm when the collision avoidance system detects the vehicle beyond the threshold distance of the vehicle from the detected obstacle.
In an aspect, the method comprises activating, by the alarming unit, the secondary override mechanism unit when the alarm is generated.
In an aspect, the method further comprises starting, a safety timer as soon the obstacle is detected by the collision avoidance system and expires when the obstacle is no more of interest for application of the emergency braking.
In an aspect, the method for the control system comprises returning, the control system to a normal working state when the safety timer expires.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A redundant dynamic brake override control system to override an automated emergency braking of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a block diagram of a redundant dynamic brake override control system to override an automated emergency braking, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates a flow diagram of the primary override mechanism unit 104 of a method for a redundant dynamic brake override control system to override an automated emergency braking, in accordance with an embodiment of the present disclosure;
Figure 3 illustrates a flow diagram of a secondary override mechanism unit 106 of a method for a redundant dynamic brake override control system to override an automated emergency braking, in accordance with an embodiment of the present disclosure; and
Figure 4 illustrates a flow diagram of an alarming unit 108 and a safety timer 110 of a method for a redundant dynamic brake override control system to override an automated emergency braking, in accordance with an embodiment of the present disclosure.
LIST OF REFERENCE NUMERALS USED IN DETAILED DESCRIPTION AND DRAWING
100 – System
102 – Repository
103 – Accelerator Position Sensor
104 – Primary Override Mechanism Unit
104A – Acceleration Sensing Module
104B – Determination Module
104C – Primary Braking Override Module
105 – Gesture Recognition Sensors
106 – Secondary Override Mechanism Unit
106A – Gesture Detection Module
106B – Validation Module
106C – Secondary Braking Override Module
108 – Alarming Unit
110 – Safety Timer
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “including,” and “having,” are open-ended transitional phrases and therefore specify the presence of stated features, integers, operations, elements, and/or components, but do not forbid the presence or addition of one or more other features, integers, operations, elements, components, and/or groups thereof.
Any Collision Avoidance System is designed to automatically trigger an automated braking mechanism in order to reduce the severity of an impending impact with an obstacle ahead. While such systems are incredibly useful in preventing collisions, they can sometimes make erroneous decisions due to the complexity of the input data and the surrounding environment.
While automatic braking systems for collision avoidance in vehicles have proven to be beneficial in improving safety on the roads, they do come with certain drawbacks. Here are some of the main drawbacks associated with automatic braking systems:
False positives: Automatic braking systems rely on various sensors, such as radar and cameras, to detect potential collision risks. However, these systems can sometimes misinterpret certain objects or situations as threats, leading to unnecessary braking. For example, a sudden swerve by another vehicle or a harmless object near the road may trigger the system to apply the brakes, causing an abrupt stop or unnecessary intervention.
Technical limitations: Automatic braking systems are designed to detect and respond to specific types of hazards. They may not be effective in all scenarios, such as when encountering pedestrians, cyclists, or animals, especially in complex traffic situations. Additionally, these systems may have limitations when it comes to detecting stationary objects or objects that are approaching at high speeds.
Cost and maintenance: Automatic braking systems require advanced sensors, processors, and actuators, which can increase the cost of vehicles. In addition, these systems may need periodic maintenance and calibration to ensure their proper functioning. Repairing or replacing faulty components can be expensive, potentially affecting the affordability of these safety features for some consumers.
Ethical dilemmas: Automatic braking systems often need to make split-second decisions in potentially dangerous situations. This raises ethical questions regarding the prioritization of different collision scenarios. For example, if a collision is inevitable, the system may need to choose between protecting the vehicle occupants or minimizing harm to other road users. Determining the best approach in such situations is a complex and contentious issue.
It's important to note that while these drawbacks exist, automatic braking systems still provide significant safety benefits. Manufacturers and researchers continue to refine the technology to address these limitations and improve overall road safety.
To avoid the shortcomings of the conventional systems, the present disclosure envisages a redundant dynamic brake override control system (hereinafter referred to as ‘system 100’) to override an automated emergency braking that decides if to execute an emergency braking or allow the driver to override an emergency braking, till the time the obstacle which resulted into emergency braking is no more the obstacle of interest.
The system according to the present invention involves multiple distinct means such as accelerator pedal position sensing and steering wheel mounted gesture sensor to detect the driver’s intention to override the automated braking in situations like overtaking. The primary benefit of this mechanism is that it provides a redundant means of detecting brake override events offering enhanced safety through guaranteed actuation of override.
Referring to Figure 1, according to an embodiment, the present disclosure envisages the redundant dynamic brake override control system 100 to override an automated emergency braking comprising a repository 102, a primary override mechanism unit 104, and a secondary override mechanism unit 106. The repository 102 may store a plurality of first pre-set instructions and a plurality of second pre-set instructions. The primary override mechanism unit 104 may be configured to cooperate with said repository 102 to receive and execute the first pre-set of instructions for operating one or more primary processing modules. The primary override mechanism unit 104 interacts with the repository and executes the first set of pre-set instructions. The primary processing modules include an accelerator position sensor 103, an acceleration sensing module 104A, a determination module 104B, and a primary braking override module 104C.
The acceleration sensing module 104A is configured to receive sensed data from an accelerator position sensor 103 mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle. The determination module 104B is configured to cooperate with the acceleration sensing module 104A to continuously receive the sensed data. Based on this data, the determination module 104B determines whether the driver is keeping the accelerator pedal pressed beyond a certain threshold distance from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system. This determination helps ascertain the driver's intention. The primary braking override module 104C is configured to cooperate with said determination module 104B to receive the determined driver’s intention and is further configured to generate a control signal based on the determined driver’s intention. The primary braking override module 104C further transmits the generated control signal to the collision avoidance system to override the automated emergency braking. The primary braking override module 104C, informed by the determination module 104B, takes action to override the automated emergency braking system based on the driver's intention. The primary override mechanism unit 104 can intervene to prevent or modify the application of emergency braking.
In continuation to Fig. 1, according to an embodiment, the present disclosure envisages the secondary override mechanism unit 106 may be configured to receive and execute the second pre-set of instructions for operating one or more secondary processing modules. The secondary processing modules include a plurality of gesture recognition sensors 105, a gesture detection module 106A, a validation module 106B, and a secondary braking override module 106C.
The gesture detection module 106A is configured to detect the driver’s gestures recognized by the plurality of gesture recognition sensors 105 mounted on the steering wheel of the vehicle. The steering wheel-mounted gesture sensors 105 can also be applied as an alert system to ensure the driver is driving with full presence of mind. The gesture sensors 105 will identify the driver’s moments to ensure his presence and alertness. The validation module 106B is configured to cooperate with the gesture detection module 106A to continuously receive the detected driver’s gestures and, configured to cooperate with the primary braking override module 104C to validate the detected driver’s intention based on the detected driver’s gestures. The secondary braking override module 106C is configured to cooperate with the validation module 106B to receive the validated driver’s intention and is further configured to generate and transmit a validated control signal to the collision avoidance system to override the automated emergency braking based on the validated driver’s intention. The secondary braking override module 106C receives the validated driver's intention from the validation module 106B and, if necessary, takes action to override the automated emergency braking system based on this validated intention. The secondary override mechanism unit 106 provides an additional layer of safety by considering driver gestures.
In an aspect, the control system 100 includes a transceiver (not shown) to transmit the control signal and the validated control signal to the collision avoidance system
In an aspect, the present invention further comprises an alarming unit 108 configured to generate an alarm when the collision avoidance system detects the vehicle has reached or exceeded the threshold distance of the vehicle from the detected obstacle. The collision avoidance system has a predefined threshold distance from the detected obstacle. When the vehicle comes too close to this obstacle, the collision avoidance system triggers an alarm. This threshold distance is a critical safety parameter. The secondary override mechanism unit 106 is activated when the alarm is generated by the alarming unit 108. The secondary override mechanism unit 106 takes control or intervenes in the vehicle's operation to prevent a collision or reduce its severity.
In an aspect, the present invention further comprises a safety timer 110 configured to start running as soon as the collision avoidance system detects an obstacle. The safety timer 110 is provided to monitor the situation and keep track of how long the obstacle remains relevant for emergency braking. The safety timer 110 expires or reaches its time limit when the obstacle is no longer a threat or of interest for emergency braking and expires when the obstacle is no more of interest for the application of the emergency braking. Further, once the safety timer 110 expires, indicating that the obstacle is no longer a threat, the control system 100 returns to its normal working state. In this normal state, the vehicle operates without the heightened emergency measures initiated by the collision avoidance system and its associated components.
The method (hereinafter referred to as ‘method 200, 300 and 400’) for redundant dynamic brake override control system 100 to override an automated emergency braking to avoid collision decides if to execute an emergency braking or allow a driver to override an emergency braking, till the time the obstacle which resulted into emergency braking is no more the obstacle of interest.
As shown in Fig. 2, illustrates a flow diagram of the primary override mechanism unit 104 for a method (hereinafter referred to as ‘method 200’) for a redundant dynamic brake override control system 100 to override an automated emergency braking to avoid a collision. The method comprises the following steps:
• receiving 202, by an acceleration sensing module 104A of a primary override mechanism unit 104, sensed data from an accelerator position sensor 103 mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle;
• continuously receiving 204, by a determination module 104B of the primary override mechanism unit 104, the sensed data from the acceleration sensing module 104A;
• determining 206, by the determination module 104B, a driver’s intention based on the sensed data, wherein the determining includes, whether the accelerator pedal is kept pressed by a driver of the vehicle beyond a threshold distance of the vehicle from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system;
• receiving 208, by a primary braking override module 104C of the primary override mechanism unit 104, the determined driver’s intention from the determination module 104B;
• generating 210, by the primary braking override module 104C, a control signal based on the determined driver’s intention; and
• transmitting 212, by the primary braking override module 104C, the control signal to the collision avoidance system to override the automated emergency braking
As shown Fig. 3, illustrates a flow diagram of the secondary override mechanism unit 106 of a method (hereinafter referred to as ‘method 300’) for a redundant dynamic brake override control system 100 to override an automated emergency braking to avoid a collision. The method comprises the following steps;
• detecting 302, by a gesture detection module 106A of a secondary override mechanism unit 106, driver’s gestures recognized by a plurality of gesture recognition sensors 105 mounted on a steering wheel of the vehicle;
• continuously receiving 304, by a validation module 106B of the secondary override mechanism unit 106, the detected driver’s gestures to validate the detected driver’s intention based on the detected driver’s gestures;
• receiving 306, by a secondary braking override module 106C of the secondary override mechanism unit 106, the validated driver’s intention;
• generating 308, by the secondary braking override module 106C, a validated control signal based on the validated driver’s intention; and
• transmitting 310, by the secondary braking override module 106C, the validated control signal to the collision avoidance system to override the automated emergency braking.
Now as shown Fig. 4, illustrates a flow diagram of an alarming unit 108 and a safety timer 110 of a method (hereinafter referred to as ‘method 400’) for a redundant dynamic brake override control system 100 to override an automated emergency braking to avoid a collision. The method comprises the following steps;
• generating 402, by an alarming unit 108, an alarm when the collision avoidance system detects the vehicle beyond the threshold distance of the vehicle from the detected obstacle;
• activating 404, the secondary override mechanism unit 106 when the alarm is generated by the alarming unit;
• starting 406, a safety timer 110 as soon the obstacle is detected by the collision avoidance system and expires when the obstacle is no more of interest for the application of the emergency braking; and
• returning, 408 the control system 100 to a normal working state when the safety timer 110 expires.
In an aspect, method 200, 300, and 400 further comprises a method step of transmitting, by a transceiver (not shown) of the redundant dynamic brake override control system 100 including the primary override mechanism unit 104 and the secondary override mechanism unit 106, the control signal, and the validated control signal to the collision avoidance system. The transmitting of the control signal and the validated control signal is accomplished simultaneously and/or subsequently.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS AND ECONOMIC SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, a redundant dynamic brake override control system to override an automated emergency braking to avoid a collision that:
• is easy to use;
• gives driver authority in situations like overtaking;
• is reliable;
• offers enhanced safety through guaranteed actuation of override;
• provides more reliability due to redundancy; and
• works in real-time.
The economy significance details requirement may be called during the examination. Only after filing this Patent application, the applicant can work publicly related to the present disclosure product/process/method. The applicant will disclose all the details related to the economic significance contribution after the protection of the invention.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, or group of elements, but not the exclusion of any other element, or group of elements.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. A redundant dynamic brake override control system (100) to override an automated emergency braking, said system (100) comprising;
a repository (102) configured to store a plurality of first pre-set instructions and a plurality of second pre-set instructions;
a primary override mechanism unit (104) configured to cooperate with said repository (102) to receive and execute the first pre-set of instructions for operating one or more primary processing modules including:
• an acceleration sensing module (104A) configured to receive sensed data from an accelerator position sensor (103) mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle,
• a determination module (104B) configured to cooperate with said acceleration sensing module (104A) to continuously receive the sensed data and, based on the sensed data, determine whether the accelerator pedal is kept pressed by a driver of the vehicle beyond a threshold distance of the vehicle from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system, so as to determine the driver’s intention; and
• a primary braking override module (104C) configured to cooperate with said determination module (104B) to receive the determined driver’s intention, further configured to generate a control signal based on the determined driver’s intention, and further configured to transmit the control signal to the collision avoidance system to override the automated emergency braking.
2. The control system (100) as claimed in claim 1, wherein the control system (100) further comprises a secondary override mechanism unit (106) configured to receive and execute the second pre-set of instructions for operating one or more secondary processing modules including:
• a gesture detection module (106A) configured to detect driver’s gestures recognized by a plurality of gesture recognition sensors (105) mounted on a steering wheel of the vehicle; and
• a validation module (106B) configured to cooperate with said gesture detection module (106A) to continuously receive the detected driver’s gestures and, configured to cooperate with said primary braking override module (104C) to validate the detected driver’s intention based on the detected driver’s gestures; and
• a secondary braking override module (106C) configured to cooperate with said validation module (106B) to receive the validated driver’s intention and further configured to generate and transmit a further validated control signal to the collision avoidance system to override the automated emergency braking based on the validated driver’s intention.
3. The control system (100) as claimed in claim 1, wherein the control system (100) includes a transceiver to transmit the control signal and the validated control signal to the collision avoidance system.
4. The control system (100) as claimed in claim 2, further comprises an alarming unit (108) configured to generate an alarm when the collision avoidance system detects the vehicle beyond the threshold distance of the vehicle from the detected obstacle.
5. The control system (100) as claimed in claim 4, wherein said secondary override mechanism unit (106) is activated when the alarm is generated by the alarming unit (108).
6. The control system (100) as claimed in claim 2, further comprises a safety timer (110) configured to start as soon the obstacle is detected by the collision avoidance system and expires when the obstacle is no more of interest for application of the emergency braking.
7. The control system (100) as claimed in claim 6, wherein the control system (100) returns to a normal working state when the safety timer (110) expires.
8. A method to override an automated emergency braking, said method comprises the following steps:
• receiving (202), by an acceleration sensing module (104A) of a primary override mechanism unit (104), sensed data from an accelerator position sensor (103) mounted on an accelerator pedal when a collision avoidance system detects an obstacle ahead of the vehicle;
• continuously receiving (204), by a determination module (104B) of the primary override mechanism unit (104), the sensed data from the acceleration sensing module (104A);
• determining (206), by the determination module (104B), a driver’s intention based on the sensed data, wherein the determining includes, whether the accelerator pedal is kept pressed by a driver of the vehicle beyond a threshold distance of the vehicle from the detected obstacle at which the automated emergency braking is to be applied by the collision avoidance system;
• receiving (208), by a primary braking override module (104C) of the primary override mechanism unit (104), the determined driver’s intention from the determination module (104B);
• generating (210), by the primary braking override module (104C), a control signal based on the determined driver’s intention; and
• transmitting (212), by the primary braking override module (104C), the control signal to the collision avoidance system to override the automated emergency braking.
9. The method as claimed in claim 8, wherein the method further comprises the following steps:
• detecting (302), by a gesture detection module (106A) of a secondary override mechanism unit (106), driver’s gestures recognized by a plurality of gesture recognition sensors (105) mounted on a steering wheel of the vehicle;
• continuously receiving (304), by a validation module (106B) of the secondary override mechanism unit (106), the detected driver’s gestures to validate the detected driver’s intention based on the detected driver’s gestures;
• receiving (306), by a secondary braking override module (106C) of the secondary override mechanism unit (106), the validated driver’s intention;
• generating (308), by the secondary braking override module (106C), a validated control signal based on the validated driver’s intention; and
• transmitting (310), by the secondary braking override module (106C), the validated control signal to the collision avoidance system to override the automated emergency braking.
10. The method as claimed in claim 8, further comprises transmitting (312), by a transceiver of a redundant dynamic brake override control system (100) including the primary override mechanism unit (104) and the secondary override mechanism unit (106), the control signal, and the validated control signal to the collision avoidance system.
11. The method as claimed in claim 9, further comprises generating (402), by an alarming unit (108), an alarm when the collision avoidance system detects the vehicle beyond the threshold distance of the vehicle from the detected obstacle.
12. The method as claimed in claim 9, comprises activating (404), by the alarming unit (108), the secondary override mechanism unit (106) when the alarm is generated.
13. The method as claimed in claim 8, further comprises starting (406), a safety timer (110) as soon the obstacle is detected by the collision avoidance system and expires when the obstacle is no more of interest for application of the emergency braking.
14. The method as claimed in claim 11, comprises returning (408), the control system (100) to a normal working state when the safety timer (110) expires.
Dated this 05th day of October 2023.

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant
TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT MUMBAI