Description:TECHNICAL FIELD
[0001] The present subject matter relates in general to a vehicle. More particularly but not exclusively the present subject matter relates to a system and method for automatic controlling of plurality of lighting units of the vehicle. 5
BACKGROUND
[0002] A vehicle, more specifically a saddle type vehicle, has been well-accepted as a popular mode of personal transport in view of its ability of manoeuvring on crowded roads and its economic viability over different bands of financial statuses. The saddle type conventionally comprises of a front wheel and a rear 10 wheel, with a prime mover configured to propel the saddle type vehicle. The various components of the saddle type vehicle including its prime mover is supported on a frame structure and is covered by a plurality of body panels. Generally, the rear wheel of the saddle type vehicle is the driven vehicle, where the prime mover drives the rear wheel via a transmission assembly, and the power 15 to the rear wheel is delivered through one of a chain drive, a belt drive or a shaft drive. The prime mover can be an electric motor, an internal combustion engine or a combination thereof.
[0003] Since saddle type vehicle have only a front wheel and a rear wheel, there is an inherent instability associated with the saddle type vehicle. The associated 20 instability of the saddle type vehicle can be discussed under a static condition and a dynamic condition. The static condition of the saddle type vehicle refers to an idling condition of the vehicle or when the ignition is off. In static condition, a side stand or a centre stand is enabled to ensure stability of the vehicle when ignition is off, or when idling a user may alight his feet on the road for ensuring 25 stability. The dynamic condition of the saddle type vehicle refers to when propulsion of the vehicle is enabled by the prime mover, under dynamic condition a combination of parameters such as weight distribution, tyre dynamics, speed and steering angle are considered in evaluating the stability of the saddle type vehicle.
[0004] Further, in saddle type vehicles a common stance of negligence and 30 carelessness is observed while using the side stand not being kicked back during
dynamic condition of the vehicle, as well as in performance of unsafe stunts such as wheelies, unsafe leaning leading to tipping over. The negligence may be due to absence of mind, urgency, carelessness, divergence in concentration and few other reasons, which may risk the user’s life as well as that of the pedestrians and surrounding vehicles. Failure to kick back the side stand may adversely affect the 5 stability of the vehicle and lead to accident of the vehicle and riders. [0005] In the event of instability inching in during the dynamic condition of the vehicle, an apprehension to life and safety of the user as well as the users and vehicles in the vicinity of the instable vehicle is created.
[0006] Thus, in order to ensure not only the safety of the user using the instable 10 vehicle but also other vehicles present in the vicinity of the instable vehicle there is a requirement of an alerting system which upon perception of an unstable state of the saddle type vehicle alerts the vehicles in the vicinity.
SUMMARY OF THE INVENTION
[0007] The foregoing summary is illustrative only and is not intended to be in 15 any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
[0008] According to embodiments illustrated herein, the present invention provides a system for automatic controlling of plurality of lighting units of a 20 vehicle. The system comprises a plurality of lighting units disposed in one or more pre-defined regions of the vehicle, one or more sensors configured to measure a plurality of vehicle related parameters, a control unit communicatively coupled to the one or more sensors and the plurality of lighting units of the vehicle. In an aspect, at least one of the plurality of lighting units is configured to 25 operate as hazard lamps of the vehicle. The control unit is configured to: receive the measured plurality of vehicle related parameters from the one or more sensors, determine a satisfaction of a first set of pre-defined conditions, and determine a satisfaction of a second set of pre-defined conditions.
[0009] In an aspect, upon satisfaction of the first set of pre-defined conditions, the control unit transmits a first signal to configure at least one of the plurality of lighting units to operate as hazard lamps. In another aspect, upon satisfaction of the second set of pre-defined conditions, the control unit transmits a second signal to disable the at least one of the plurality of lighting units operating as the hazard 5 lamps. The first set of pre-defined conditions and the second set of pre-defined conditions is associated with the received plurality of vehicle related parameters.
[00010] According to embodiments illustrated herein, the present invention additionally provides a method for automatic controlling of plurality of lighting units of a vehicle. The method comprising steps of receiving by a control unit an 10 initialization signal; receiving by the control unit a plurality of vehicle related parameters from the one or more sensors; determining, by the control unit a satisfaction of a first set of pre-defined conditions; enabling, by the control unit at least one of the plurality of lighting units to operate as hazard lamps upon satisfaction of the first set of pre-defined conditions; determining, by the control 15 unit satisfaction of a second set of pre-defined conditions; and disabling by the control unit, the at least one of the plurality of lighting units operating as the hazard lamps upon satisfaction of the second set of pre-defined conditions.
[00011] In an aspect, the initialization signal is provided by a user signal to start the vehicle, and wherein upon receipt of the initialization signal, the control unit is 20 configured to communicatively couple with one or more sensors and the plurality of lighting units.
[00012] In an aspect, the first set of pre-defined conditions and the second set of pre-defined conditions is associated with the received plurality of vehicle related parameters. In another aspect, the satisfaction of the first set of pre-defined 25 conditions is indicative of an un unsafe mode of operation of the vehicle while the satisfaction of the second set of pre-defined conditions is indicative of a safe mode of operation of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[00013] The present invention will become more fully understood from the detailed description given herein below and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and therein.
[00014] The detailed description is described with reference to the accompanying 5 figures, which is related to a vehicle. However, the present subject matter is not limited to the depicted embodiment(s). In the figures, the same or similar numbers are used throughout to reference features and components.
[00015] Figure 1 exemplarily illustrates a vehicle being a saddle type vehicle, in accordance with some embodiments of the present disclosure. 10
[00016] Figure 2 illustrates a block diagram of the system for automatic controlling of plurality of lighting units of the vehicle, in accordance with some embodiment of the present disclosure.
[00017] Figure 3 illustrates an exemplary embodiment of a control unit of the system for automatic controlling of plurality of lighting units of the vehicle, in 15 accordance with some embodiment of the present disclosure.
[00018] Figure 4 exemplarily illustrates a process flow in the control unit of the system for automatic controlling of plurality of lighting units of the vehicle, in accordance with some embodiment of the present disclosure.
[00019] Figure 5 illustrates a pre-defined range of lean angle for satisfaction of 20 the second set of pre-defined conditions, in accordance with some embodiments of the present disclosure.
[00020] Figure 6 illustrates a method for automatic enabling and disabling of hazard lamps of the vehicle, in accordance with the embodiments of the present disclosure. 25
DETAILED DESCRIPTION
[00021] The present disclosure may be best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to the figures. However, those skilled in the art
will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the methods and systems may extend beyond the described embodiments. For example, the teachings presented and the needs of a particular application may yield multiple alternative and suitable approaches to implement the functionality of any detail described herein. 5 Therefore, any approach may extend beyond the particular implementation choices in the following embodiments described and shown. [00022] References to “one embodiment,” “at least one embodiment,” “an embodiment,” “one example,” “an example,” “for example,” and so on indicate that the embodiment(s) or example(s) may include a particular feature, structure, 10 characteristic, property, element, or limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment.
[00023] The present invention now will be described more fully hereinafter with 15 different embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather those embodiments are provided so that this disclosure will be thorough and complete, and fully convey the scope of the invention to those skilled in the art. 20
[00024] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting 25 principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00025] Various features and embodiments of the present subject matter here will be discernible from the following further description thereof, set out hereunder. It is contemplated that the concepts of the present subject matter may be applied to 30 any kind of electrical equipment or vehicle within the spirit and scope of this
subject matter. The detailed explanation of the constitution of parts other than the present subject matter which constitutes an essential part has been omitted at suitable places. [00026] The present invention is illustrated with a vehicle, more specifically being a saddle type vehicle. However, a person skilled in the art would appreciate that 5 the present invention is not limited to a saddle type vehicle and certain features, aspects and advantages of embodiments of the present invention can be extended to other forms of vehicles ascribed to have an inherent instability used with various types of vehicles such as vehicles having internal combustion engines, electric vehicle and hybrid vehicles. 10
[00027] It is an object of the present subject matter to provide a system configured to automatically enable one or more hazard lamps of the vehicle.
[00028] In accordance with the present disclosure, the system for automatic controlling of plurality of lighting units comprises a plurality of lighting units and one or more sensors being communicatively coupled to a control unit. The control 15 unit receives a plurality of vehicle parameters from the one or more sensors and assesses the same for determining a satisfaction of the first set of pre-defined conditions. The satisfaction of the first set of pre-defined conditions is indicative of an unsafe mode of operation of the vehicle. Upon satisfaction of the first set of pre-defined conditions the control unit transmits a first signal to configure at least 20 one of the plurality of lighting units to operate as hazard lamps. The operation of the plurality of lighting units as hazard lamps configures the plurality of lighting units to blink at a pre-defined frequency with a pre-defined luminous intensity and at a pre-defined wavelength to ensure effective visual communication of the unsafe mode of the vehicle to pedestrians and other vehicles in the vicinity. 25
[00029] To this end, an ancillary object of not only communicating an unsafe mode of the vehicle to the one or more user of the vehicle but also the pedestrians and vehicles in the vicinity is achieved. The automatic enabling of at least one of the plurality of lighting units as hazard lamps allows the pedestrians as well as other vehicles to stay cautious of the vehicle operating in unsafe mode, thereby 30 ensuring personal safety.
[00030] Additionally, since the at least one of the plurality of lighting units operating as hazard lamps are automatically enabled by the control unit, the user can direct his concentration in suitably manoeuvring and controlling the vehicle to a stable or safe mode of operation without being distracted in manually enabling the hazard lamps. Thereby, achieving another object of the present subject matter 5 of reducing user distraction in ensuring stabilization of the vehicle operating in an unsafe mode.
[00031] It is another object of the present subject matter to provide a system configured to automatically disable the one or more hazard lamps of the vehicle.
[00032] To this end, the control unit is configured to determine the satisfaction of 10 the second set of pre-defined conditions after the satisfaction of the first set of pre-defined conditions to disable the hazard lamps when the second set of pre-defined conditions being continuously satisfied over a pre-defined time threshold. The second set of pre-defined conditions are indicative of a safe mode of operation of the vehicle. After the enabling of the at least one of the plurality of lighting units 15 as hazard lamps, the user may be too pre-occupied to realise that the unsafe mode of operation of the vehicle is now overcome and precluded, thus a suitable response to the environment is to be transmitted. To address the negligence or absent mindedness of the user to transmit the appropriate response of the safe mode or stabilization of the vehicle being established, the control unit is 20 configured to determine the satisfaction of the second set of pre-defined conditions over a pre-defined time threshold.
[00033] Further in accordance with the present disclosure, in order to ensure that the state of stability or safe mode of operation of the vehicle is not short lived or temporary to cause further inconvenience to vehicles and pedestrians in the 25 vicinity, the second set of conditions are to be continuously satisfied over the pre-defined time threshold. Only when the safety of the environment and the vehicle stands confirmed, the hazard lamps are disabled by the control unit.
[00034] The system for controlling plurality of lighting units in achieving its function of automatic enabling and disabling of the at least one of the plurality of 30 lighting units functioning as hazard lamps entails multiple check points in
confirming a safe mode and an unsafe mode of operation of the vehicle to ensure no jeopardy to the environment, pedestrians as well as other vehicles is caused. [00035] The object of the system for controlling the plurality of lighting units is to have reduced system latency in order to provide pedestrians and other vehicles in the vicinity of the vehicle operating in the unsafe mode with sufficient response 5 time to the unsafe mode of the vehicle.
[00036] In accordance with the present disclosure, the control unit is equipped with a memory unit, multiple processing units, transceiver and input output units to ensure effective distribution of the multi-functioning aspects of the control unit. The provision of first set of pre-defined conditions processing unit and a second 10 set of pre-defined conditions processing unit for determining the satisfaction of the first set of pre-defined conditions and the second set of pre-defined conditions respectively reduces the overall system latency as the task of determination and processing stands distributed. An ancillary advantage of the disclosed structural and functional configuration of the control unit is the avoidance of complexities 15 entailed by usage of high-power electronics having combined processing operations.
[00037] Thereby, user as well as environmental safety is ensured in view of reduced system latency allowing minimal distraction on the rider front so that he can utilize his concentration in stabilizing the vehicle. 20
[00038] The object of the system for controlling the plurality of lighting units is to provide a higher degree of accuracy in determination of an unsafe mode of operation of the vehicle.
[00039] To this end, the satisfaction of the first set of pre-defined conditions is indicative of the unsafe mode of operation of the vehicle. For the purposes of 25 determination of the satisfaction of the first set of pre-defined conditions, the control unit comprises a dynamic look up table. The dynamic look up table stores a safe lean angle associated with one or more parameters of the vehicle such as vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position. Further, the value of the safe lean angle is dynamically 30 updated based on the updated value of the one or more parameters.
[00040] The object of the present subject matter is to alert concerned personnel of unsafe mode of operation of the vehicle in the event the unsafe mode persists over a pre-defined time interval.
[00041] In the event, the user fails to stabilize the vehicle leading to vehicle break-down, the first set of pre-defined conditions indicative of the unsafe mode 5 of operation are deemed satisfied consistently. The control unit determines whether the unsafe mode of the vehicle is persistent over a pre-defined time interval, after which it apprises concerned personnel. To this end, the control unit is communicatively connected to at least one of an external server and an electronic device of one or more users of the vehicle. The concerned personnel 10 may include service centres, hospitals, police personnel, fire preparedness personnel as well as relatives or relations of the user operating the vehicle in the unsafe mode.
[00042] The multi-modular communication network achieved in view of the present disclosure further effectuates the quicker arrival of assistance to the 15 location of the vehicle, where the location of the vehicle is transmitted to the external server and the concerned personnel from the control unit wirelessly.
[00043] In conventional vehicle layouts, a vehicle may be provided with crash detection unit which in the event of vehicle roll-over or actual crashing transmits an alert message onto concerned authorities. However, the crash detection unit 20 fails to actually alert the vicinity of an unsafe mode thereby jeopardizing on the environmental safety of the vehicle. The present subject matter addresses this exact drawback of the conventional systems. Further, upon processing the pre-existing memory of the control unit in accordance with the present configuration, the exact cause of vehicle roll-over or crash can be accessed for relevance in 25 insurance related matters.
[00044] The object of the present subject matter is to additionally provide a method for automatic controlling of a plurality of lighting units of a vehicle.
[00045] In conjunction with the learnings and object prevalent in the system for automatic controlling of a plurality of lighting units, the method offers the same 30 advantages and technical effects.
[00046] Additionally, the present subject matter does not involve any major revamping of core manufacturing processes for inclusion of the disclosed system and method for automatic controlling of plurality of lighting units in present vehicle layouts.
[00047] The present subject matter along with all the accompanying embodiments 5 and their other advantages would be described in greater detail in conjunction with the figures in the following paragraphs.
[00048] In an aspect, the present subject matter relates to a system for automatic controlling of plurality of lighting units of a vehicle. The system comprises a plurality of lighting units, one or more sensors and a control unit communicatively 10 coupled to the one or more sensors and the plurality of lighting units. The control unit receives a plurality of vehicle related parameters from the one or more sensors and determines a satisfaction of a first set of pre-defined conditions indicative of an un unsafe mode of operation of the vehicle. Upon satisfaction of the first set of pre-defined conditions, the control unit transmits a first signal to 15 configure at least one of the plurality of lighting units to operate as hazard lamps.
[00049] In another aspect, upon satisfaction of the second set of pre-defined conditions indicative of a safe mode of operation of the vehicle, the control unit transmits a second signal to disable the at least one of the plurality of lighting units operating as the hazard lamps. 20
[00050] In an aspect, the control unit comprises a dynamic look-up table which stores a safe lean angle, the safe lean angle is dynamically updated based on the one or more parameters being at least one of the vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position. The safe lean angle being dynamically updated ensures a preciseness and accuracy in the 25 assessment of an unsafe mode of operation of the vehicle.
[00051] In another aspect, the present invention provides a method for automatic controlling of plurality of lighting units of a vehicle. The method comprising steps of receiving by a control unit an initialization signal; receiving by the control unit a plurality of vehicle related parameters from the one or more sensors; 30 determining, by the control unit a satisfaction of a first set of pre-defined
conditions; enabling, by the control unit at least one of the plurality of lighting units to operate as hazard lamps upon satisfaction of the first set of pre-defined conditions; determining, by the control unit satisfaction of a second set of pre-defined conditions; and disabling by the control unit, the at least one of the plurality of lighting units operating as the hazard lamps upon satisfaction of the 5 second set of pre-defined conditions. [00052] In another aspect, the satisfaction of the first set of pre-defined conditions is indicative of an un unsafe mode of operation of the vehicle while the satisfaction of the second set of pre-defined conditions is indicative of a safe mode of operation of the vehicle. 10
[00053] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting 15 principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00054] Figure 1 exemplarily illustrates a vehicle being a saddle type vehicle, in accordance with some embodiments of the present disclosure.
[00055] With reference to Figure 1, 100 denotes a vehicle. 102 denotes one or 20 more front wheels, 104 denotes one or more rear wheels, 106 denotes a side stand unit, 108 denotes a prime mover, 110 denotes a head light unit, 112 denotes one or more turn signal lamps disposed in a front portion of the vehicle, 114 denotes one or more turn signal lamps disposed in a rear portion of the vehicle, 116 denotes a tail lamp and 118 denotes a rider seat. 25
[00056] The present invention is illustrated with a saddle type vehicle (100). However, a person skilled in the art would appreciate that the present invention is not limited to a saddle type vehicle and certain features, aspects and advantages of embodiments of the present invention can be used with other types of two wheelers such as scooter type, motorcycle type vehicle, step thru, and the like, 30
including internal combustion vehicles, electric vehicle and hybrid vehicles. The term vehicle (102) used in the present disclosure relates to any machine configured to transport. Additionally, the term "saddle type vehicle" herein includes, in addition to a vehicle driven by the rider straddling the saddle, a scooter type vehicle driven by the rider seated with his or her legs close together. 5 [00057] In an aspect, the vehicle (100), comprises a prime mover (108) configured to generate energy for propulsion of the vehicle (100) by utilizing chemical energy of fossil fuels such as petrol and diesel used in internal combustion engine, electrolytes used in electrical energy storage systems such as battery packs and a combination thereof. The prime mover (108) is mechanically and functionally 10 connected to at least one of the one or more front wheels (102) and the one or more rear wheels (104) depending on whether the vehicle (100) is a rear wheel drive vehicle or a front wheel drive vehicle. In a rear wheel drive vehicle, the prime mover (108) is connected on to the one or more rear wheels (104) of the vehicle (100) which functions as the driving wheel. In a front wheel drive vehicle, 15 the prime mover (108) is connected on to the one or more front wheels (102) of the vehicle which now functions as the driving wheel.
[00058] The prime mover (108) is mechanically connected on to at least one of the one or more front wheels (102) and the one or more rear wheels (104) a transmission assembly (not shown). The transmission assembly may comprise of 20 a combination of gears and sprockets, with a chain or belt being used to connect the prime mover (108) onto at least one of the one or more front wheels (102) and the one or more rear wheels (104).
[00059] In an embodiment, the prime mover (108) of the vehicle (100) is an internal combustion engine comprising of a transmission assembly (not shown) 25 configured to connect a crankshaft of the internal combustion engine onto at least one of the one or more front wheels (102) and the one or more rear wheels (104).
[00060] In another embodiment, the prime mover (108) of the vehicle (100) is an energy storage system such as a battery pack, wherein a motor unit (not shown) is electrically connected to the battery pack and wherein the motor unit is connected 30
to at least one of the one or more front wheels (102) and the one or more rear wheels (104). [00061] The vehicle (100) may additionally include one or more auxiliary battery packs configured to supply electrical energy to other working components of the vehicle (100) such as the head light unit (110), one or more turn signal lamps 5 (112, 114) in the front portion and the rear portion of the vehicle, a tail lamp (116) and an instrument cluster (not shown).
[00062] Owing to general instability of the saddle type vehicle (100) illustrated in Figure 1, the vehicle (100) is provided with at least one of a side stand unit (106) and a centre stand unit (not shown) which is in open position when the vehicle 10 (100) is not in motion.
[00063] In accordance with the present disclosure, the front portion of the vehicle refers to the portion of the vehicle (100) disposed ahead of the prime mover (108) while a rear portion of the vehicle (100) is behind the rear wheel (104). Some components of the vehicle (100) disposed in the front portion of the vehicle (100) 15 comprise the head lamp housing unit, the front suspension assembly, the one or more front wheel (102), front fender and handlebar. Some components of the vehicle (100) disposed in the rear portion of the vehicle (100) comprise the one or more rear wheel (104), a portion of the rider seat (118) where a pillion rider may be accommodated, the rear fender assembly, rear suspension assembly and the tail 20 lamp (116).
[00064] Figure 2 illustrates a block diagram of the system for automatic controlling of plurality of lighting units of the vehicle, in accordance with some embodiment of the present disclosure.
[00065] With reference to Figure 2, 200 denotes a system for automatic 25 controlling of plurality of lighting units of a vehicle (100), 202 denotes a plurality of lighting unit, 204 denotes one or more sensors, 206 denotes a control unit, 208 denotes a power unit, 210 denotes a speedometer, 212 denotes an anti-lock
braking system unit, 214 denotes an external server, 216 denotes an electronic device of one or more users and 218 denotes a communication network. [00066] In an aspect, the vehicle (100) comprises a plurality of lighting units (202), a control unit (206), one or more sensors (204), power unit (208), speedometer (210) and an anti-lock braking system (212).
5
[00067] In an aspect, the vehicle (100), the external server (214) and the electronic device (216) of the one or more users are communicatively connected over a communication network (218). The communication network (218) comprises wired and wireless means of communication.
[00068] In an aspect, the plurality of lighting units (202) comprises the head light 10 (110), tail lamp (116) and one or more turn signal lamps (112, 114). The plurality of lighting units (202) is disposed in one or more pre-defined regions of the vehicle (100). The one or more pre-defined regions of the vehicle (100) as illustrated in Figure 1 comprises at least one of the head light (110) disposed in the front portion of the vehicle (100) ahead of the prime mover (108), the tail 15 lamp (116) disposed in the rear portion of the vehicle below a rider seat (116) and one or more turn signal lamps (112, 114). The one or more turn signal lamps (112, 114) may be disposed in at least one of the left-hand side and right-hand side of the front portion and the left-hand side and the right-hand side of the rear portion of the vehicle (100). 20
[00069] In an aspect, the plurality of lighting units (202) includes aspects of low beam lights, high beam lights, driving lights, fog lights, indicator lamps, daytime running light, identification lights, dim-dip lights, auxiliary lights and spot lights. The plurality of lighting units (202) are configured to effectively signal adjacent vehicles and increasing the visibility of the road ahead of the vehicle (100). 25
[00070] In an aspect, one or more sensors (204) is disposed in the vehicle (100) and is configured to measure a plurality of vehicle related parameters. The one or more sensors (204) is at least one of a throttle position sensor, a clutch position sensor, a gear position sensor, an inertial measurement unit, a roll-angle sensor, a
prime mover speed sensor, one or more wheel speed sensors, a prime mover temperature sensor and a stand configuration sensor.
[00071] In another aspect,
the plurality of vehicle related parameters is at least one of vehicle speed, a temperature of a prime mover (108) of the vehicle (100), a prime mover speed, a wheel speed of one of more front wheels (102) and one or 5 more rear wheels (104) of the vehicle (100), a configuration of one or more stand units (106) of the vehicle, a clutch position of the vehicle (100), a lean angle of the vehicle (100), a roll over angle of the vehicle (100), a torque delivery of the prime mover (108), a brake pedal position, a gear position and a throttle position of the prime mover (108). 10
[00072] In an aspect, the throttle position sensor in the context of a conventional internal combustion engine is indicative of the desired air intake to the internal combustion engine based on the desired acceleration and deceleration in the vehicle. In accordance with the present disclosure, the throttle position sensor refers to a sensor configured to be indicative of a desired acceleration and 15 deceleration of the vehicle including braking characteristics applicable in internal combustion engines, electric driven vehicles or a combination thereof and is not limited in applicability to internal combustion engines. The disposition of the throttle position sensor measures the determination of desired acceleration, deceleration and braking characteristics and is communicated to the control unit 20 (206).
[00073] In an aspect, the term “clutch position sensor” in accordance with the present disclosure interchangeably refers to clutch pedal position sensors as well. The clutch position sensor is applicable in automatic as well as manual transmission in the vehicle where the clutch position sensor is indicative of a 25 position of the clutch pedal and the engagement of the clutch. In conventional vehicle layouts, the clutch position sensor is disposed for safety purposes whereby cranking of the prime mover (108) is prevented until the clutch pedal is applied, thereby avoiding cranking with transmission in gear.
[00074]
In an aspect, the gear position sensor is indicative of the position of the gear in the vehicle during manual as well as automatic transmission. The gear position determines the speed at which transmission is desired by the user.
[00075] The clutch position sensor in conjunction with the gear position sensor in accordance with the present disclosure is indicative of clutch engagement and the 5 transmission characteristics the user desires in the vehicle.
[00076] In an aspect, the prime mover speed sensor is deployed in the vehicle to indicate a speed of the prime mover (108). The prime mover may be an internal combustion engine or a battery pack or a combination thereof. Conventionally, an engine rpm is indicated in internal combustion engines which provides aspects on 10 the engine performance. The purpose of installation of the prime mover speed sensor is to provide insights into the torque or power delivery by the prime mover (108). The prime mover speed is linked to the acceleration characteristics, clutch and gear position as well.
[00077] In an aspect, the one or more wheel speed sensors are disposed in the one 15 or more front wheels (102) and the one or more rear wheels (104) of the vehicle (100). The intent of using a different wheel speed sensor for the one or more front wheels (102) and the one or more rear wheels (104) is to appropriately detect events of wheel slippage, this results in the one or more front wheels (102) having a different speed from the one or more rear wheels (104). In the performance of 20 dangerous stunts such as wheelies in saddle type vehicle, the front wheel (102) speed is different from the rear wheel (104) speed. Additionally, the corroboration of the one or more wheel speed sensors would provide the vehicle speed.
[00078] A conjunctive analysis of the clutch position, the gear position, the vehicle speed and the prime mover speed assists in estimation of a determined 25 safe lean angle of the vehicle (100) which is deemed permissible for the actual riding characteristics.
[00079] As a working example, in the event of low gear ratios of transmission and at low vehicle speed, the permissible safe lean angle has a smaller range to
balance the centrifugal forces acting on the vehicle during riding. As the vehicle speed increases, and as a consequence the gear ratio, clutch position and prime mover speed changes the rider is capable of having a broader range of permissible safe lean angles. During racing, owing to the high speed of the vehicle and its associated vehicle parameters the permissible lean angle is broader allowing safe 5 body leaning during turns and cornering.
[00080]
As the control unit (206) in accordance with the present configuration determines the safe lean angle dynamically, the inaccuracies associated with lean angle sensing are eliminated.
[00081] In an aspect, the inertial measurement unit comprises a combination of at 10 least one of accelerometers, gyroscopes, barometer and magnetometers to assist in manoeuvring of the vehicle (100). The inertial measurement unit measures altitude, angular rates and linear velocity indicative of an actual lean angle of the vehicle (100). The inertial measurement unit can be further integrated to provide location coordinates of the vehicle (100). 15
[00082] In an aspect, the roll-angle sensor is indicative of a tilting of the vehicle with reference to an axis running along a longitudinal direction of the vehicle (100). The roll-angle sensor is a more cost-effective solution in comparison to the inertial measurement unit, and based on the financial limitations of the vehicle (100) the roll-angle sensor and the inertial measurement unit may be used in 20 conjunction or interchangeably.
[00083] A major limitation of using the inertial measurement unit alone is the accumulated error due to integration of noisy acceleration. In order to overcome this drawback of the inertial measurement unit a roll angle sensor is used in conjunction to corroborate values of actual lean angle of the vehicle (100). 25
[00084] In an aspect, the prime mover temperature sensor is indicative of a temperature of the prime mover (108). Prime movers (108) have a safe operating temperature associated with them beyond which is indicative of unsafe prime mover operating conditions. For the purposes of ensure safe and efficient prime
mover (108) operation, the prime mover temperature sensor measures the temperature of the prime mover (108) and transmits it to the control unit (206).
[00085]
In an aspect, the stand configuration sensor is indicative of whether the one or more stand units of the vehicle such as a side stand unit (106) or a centre stand (not shown) is in the open position or closed position. In the open position, 5 the one or more stand units are configured to balance the vehicle without intervention of any other assistive support. In the closed position of the one or more stand units the one or more stand units retract to the vehicle frame where it does not interfere with the road surface.
[00086] In an aspect, the system (200) for automatic controlling of plurality of 10 lighting units (202) of the vehicle (100) comprises a control unit (206) communicatively coupled to the one or more sensors (204) and the plurality of lighting units (202) of the vehicle (100). The control unit (206) is configured to receive the measure plurality of vehicle related parameters from the one or more sensors (204) and based on an assessment configure one of enabling or disabling 15 of the plurality of lighting units (202).
[00087] The control unit (206) comprises of suitable logic, circuitry interfaces, and/or code that is configured to receive a plurality of vehicle related parameters from the one or more sensors (204). The control unit (206) may be configured to include a memory which may be implemented based on a Random Access 20 Memory (RAM), a Read-Only Memory (ROM), a Hard Disk Drive (HDD), a storage server, and/or a Secure Digital (SD) card for storing battery pack related parameters.
[00088] In an aspect, the speedometer (210) synonymously refers to the instrument cluster of the vehicle comprising of a user display interface and one or 25 more tell-tales configured to indicate one or more vehicle parameters such as at least one of prime mover speed, vehicle speed, prime mover temperature, clutch position, gear position, indicator status and stand configuration.
[00089] In an aspect, the anti-lock braking system (hereinafter referred to as ABS) (212) refers to a device configured to prevent anti-skidding of the wheels (102, 104) of the vehicle (100) during braking. In another aspect, the ABS unit (212) is configured to process the raw data from the inertial measurement unit to determine the actual lean angle of the vehicle (100).
5
[00090] In an aspect, the power unit (208) illustrated in figure 2 is an energy storage unit configured to supply electrical energy to one or more components of the vehicle (100). In an embodiment, the power unit (208) is a battery pack electrically connected to the plurality of lighting units, ignition switch, speedometer, the one or more sensor (204), the control unit (206), the prime 10 mover (108) and the ABS unit (212). Upon reception of a key or a user input signal representative of authorized access to the vehicle, the power unit (208) is configured to send a wake-up signal to the one or more components of the vehicle (100) in furtherance of vehicle operation.
[00091] In an aspect, the external server (214) refers to a computing device or a 15 software framework hosting an application, or a software services. The external server (214) may be implemented to execute procedures such as, but not limited to, programs, routines, or scripts stored in one or more memories for supporting the hosted application or the software service. In an embodiment, the external server (214) may be configured to perform one or more predetermined operations 20 such as transmitting an alert communication to the electronic device (216) of one or more users and other concerned personnel. The external server (214) may be realized through various types of application servers such as, but are not limited to, a Java application server, a .NET framework application server, a Base4 application server, a PHP framework server, or any other application server 25 framework.
[00092] In an aspect, the electronic device (216) may refer to a computing device used by a user. The electronic device (216) may comprise of one or more processors and one or more memories. The one or more memories may include computer readable code that may be executable by the one or more processors to 30
perform predetermined operations. Examples of the electronic device (216) may include, but are not limited to, a personal computer, a laptop, a personal digital assistant (PDA), a mobile device, a tablet, or any other computing device. [00093] A person having ordinary skill in the art will appreciate that the scope of the disclosure is not limited to realizing the external server (214) and the
5 electronic device 216 as separate entities. In an embodiment, the external server 214 may be realized as an application program installed on and/or running on the electronic device 216 without departing from the scope of the disclosure.
[00094] In an aspect, the communication network (218) may correspond to a communication medium through which the external server 214, and the electronic 10 device 216 may communicate with each other. Such a communication may be performed in accordance with various wired and wireless communication protocols. Examples of such wired and wireless communication protocols include, but are not limited to, Transmission Control Protocol and Internet Protocol (TCP/IP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), 15 File Transfer Protocol (FTP), ZigBee, EDGE, infrared IR), IEEE 802.11, 802.16, 2G, 3G, 4G, 5G cellular communication protocols, and/or Bluetooth (BT) communication protocols. The communication network 218 may include, but is not limited to, the Internet, a cloud network, a Wireless Fidelity (Wi-Fi) network, a Wireless Local Area Network (WLAN), a Local Area Network (LAN), a 20 telephone line (POTS), and/or a Metropolitan Area Network (MAN).
[00095] In an aspect, the control unit (206) is communicatively connected to at least one of the external server (214) and the electronic device (216) of one or more users of the vehicle (100), wherein when the second set of pre-defined conditions is not satisfied over a pre-defined time interval, an alert communication 25 is transmitted to the external server (214) and the electronic device (216) of the one or more users by the control unit (206) to apprise concerned personnel of the unsafe mode of operation of the vehicle (100).
[00096] In an aspect, the pre-defined time interval is indicative of the maximum amount of time required by the user or rider of the vehicle (100) to regain the 30
control and stabilization of the vehicle (100). In the event, the second set of pre-defined conditions indicative of the safe mode of operation of the vehicle (100) is not established within the pre-defined time interval, an alert communication is to be transmitted. In an embodiment, the alert communication comprises a visual display on the electronic device (216) of one or more users, wherein the one or 5 more users being associated with the rider of the vehicle (100). In another embodiment, the alert communication comprises of a pre-defined audio alert indicative of an emergency state of the vehicle (100) as well as the rider, the pre-defined audio alert is intended to apprise the surrounding pedestrians and vehicles of the emergency state of the rider and the vehicle (100).
10 [00097]
In an aspect, the vehicle (100) is communicatively coupled to the external server (214) which is further communicatively coupled to the electronic device (216) of the one or more users as well as concerned personnel such as service centres, hospitals, police, clinics, fire rescue operation personnel and ambulances.
[00098] Figure 3 illustrates an exemplary embodiment of a control unit of the 15 system for automatic controlling of plurality of lighting units of the vehicle, in accordance with some embodiment of the present disclosure.
[00099] With reference to figure 3, 302 denotes a processor unit, 304 denotes a first set of pre-defined conditions processing unit, 306 denotes a second set of pre-defined conditions processing unit, 308 denotes a transceiver, 310 denotes a 20 memory, 312 denotes a dynamic look up table and 314 denotes an input output unit.
[000100] Figure 3 illustrates an internal framework of the control unit (206) comprising of a processor unit (302), a transceiver (308), a memory (310), a dynamic look up table (312) and an input/output unit (314). In an aspect, the 25 processor unit (302) comprises a first set of pre-defined conditions processing unit (304) and a second set of pre-defined conditions processing unit (306).
[000101] In an aspect, the processor unit (302) may be communicatively coupled to the memory (310), the transceiver (308), and the input/output unit
(314). The transceiver (308) may be communicatively coupled to the communication network (218). [000102]
In an aspect, the control unit (206) is configured to determine a satisfaction of a first set of pre-defined conditions associated with the measured plurality of vehicle related parameters. Upon satisfaction of the first set of pre-5 defined conditions, the control unit (206) transmits a first signal to configure at least one of the plurality of lighting units (202) to operate as hazard lamps.
[000103] In another aspect, the control unit (206) is configured to determine a satisfaction of a second set of pre-defined conditions associated with the measure plurality of vehicle related parameters. Upon satisfaction of the second 10 set of pre-defined conditions, the control unit (206) transmits a second signal to disable the at least one of the plurality of lighting units (202) operating as the hazard lamps.
[000104] The configuration of at least one of the plurality of lighting units (202) to operate as the hazard lamps is when the at least one of the plurality of 15 lighting units (202) is configured to blink at a pre-defined frequency with a pre-defined luminous intensity and at a pre-defined wavelength. The operation of at least one of the plurality of lighting units (202) as hazard lamps is intended to transmit an unsafe mode of operation of the vehicle (100) or an emergency condition of the vehicle (100) to the vehicles and pedestrians in the surrounding of 20 the vehicle (100). The functionality of hazard lamps is to ensure conspicuousness of the vehicle (100) in potentially dangerous situations. In conventional practice, the hazard lamps are enabled in the event of vehicle breakdown, or a medical urgency when the rider may be unable to drive.
[000105] In an aspect, the processor unit (302) of the control unit (206) may 25 include suitable logic, circuitry, interfaces, and/or code that may be configured to execute a set of instructions stored in the memory (310). The processor (302) may be implemented based on a number of processor technologies known in the art. The processor (302) may work in coordination with the transceiver (308), the dynamic look up table (312), and the input/output unit (314) to determine the 30
satisfaction of the first set of pre-defined conditions and the second set of pre-defined conditions. Examples of the processor (302) include, but not limited to, an X86-based processor, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CIBC) processor, and/or other processor.
5 [000106] In an embodiment, with the intent to reduce the load on the processor unit (302) and maintain optimal processing speed, the task of the processor unit (302) in determination of satisfaction of the first set of pre-defined conditions and the second set of pre-defined conditions is computed by two separate processing unit, namely the first set of pre-defined conditions processing
10 units (304) and the second set of pre-defined conditions processing unit (306).
[000107] In an aspect, the first set of pre-defined conditions processing units (304) is communicatively coupled to the transceiver (308), the memory (310), the dynamic look up table (312) and the input/output unit (314).
[000108] In an aspect, the first set of pre-defined conditions processing units 15 (304) are configured to determine a satisfaction of the first set of pre-defined conditions which is indicative of an unsafe mode of operation of the vehicle (100). The first set of pre-defined conditions are deemed satisfied when at least one of: the lean angle of the vehicle (100) is greater than a determined safe lean angle of the vehicle (100); the temperature of the prime mover (108) being beyond a pre-20 defined temperature threshold; the configuration of one or more stand units (106) being in an open position when the prime mover speed being beyond an idle speed of the prime mover (108); and the wheel speed of the one or more front wheels (102) being different from the wheel speed of the one or more rear wheels (104). In another aspect, the safe lean angle being determined in a pre-defined cycle 25 time, and is associated with one or more parameters of the plurality of vehicle related parameters.
[000109] In operation, the first set of pre-defined conditions are concerned with a lean angle determined dynamically, prime mover temperature, stand configuration and wheel slippage conditions. In an aspect, the first set of pre-30
defined conditions processing units (304) is communicatively coupled to the dynamic look up table (312). [000110]
While some conventional arts do employ inertial measurement units and roll-angle sensors in detection of lean angle, an alert for the same is only triggered when a pre-set value of the lean angle is surpassed. An unfavourable 5 drawback of the conventional arts is the inability to tabulate the lean angle dynamically.
[000111] In an aspect, the dynamic look up table (312) is configured to store the safe lean angle associated with the one or more parameters of the plurality of vehicle parameters. The safe lean angle is dynamically updated based on the one 10 or more parameters, wherein the one or more parameters being at least one of the vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position. The usage of a dynamic look up table (312) leads to reduction in incorrect detection of failures or vehicle breakdowns and enhances the sanctity associated with the system (100) for automatic controlling of the 15 plurality of lighting units (202).
[000112] As a working example, based on the vehicle speed, aspects of prime mover speed, clutch position, throttle position and gear position vary and this is associated with a permissible safe lean angle. At low vehicle speeds, the permissible lean angle is of a narrower range and as a consequence of the low 20 vehicle speed, the prime mover speed, clutch position, throttle position and gear position vary. As the speed of the vehicle (100) increases, the permissible lean angle also increases. In an aspect, the lean angle is a function of the centrifugal forces acting on the vehicle body in a coordinated pattern to maintain equilibrium or stability. At high vehicle speed (100), the permissible lean angle can be at a 25 range to permit safe body leaning where the knee of the rider can almost touch the ground surface without tipping over.
[000113] As an illustration, in standard street bikes the tested permissible lean angle can be up to a range of 50°, whereas for super bikes having a higher torque and power the permissible lean angle is up to 60°, and for moto GP bikes it 30
can be upto 65°. The purpose of the above-mentioned illustration is to draw a lucid linkage between the aspects of
vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position with the safe lean angle. In view to accommodate various riding characteristics, the present system (200) comprises a dynamic look up table (312) which dynamically updates the safe lean 5 angle. [000114] In an embodiment, the other parameter considered in determination of the satisfaction of the first set of pre-defined conditions comprise the temperature of the prime mover (108). In view of the intensive exothermic processes undergoing in the prime mover (108) of the vehicle, a pre-defined
10 temperature threshold for the prime mover is designed based on the operating conditions. In the event the prime mover (108) used is an internal combustion engine, the pre-defined temperature threshold is at least 140°C, while in the event the prime mover (108) used is an energy storage unit such as a battery pack, the pre-defined temperature threshold is 60°C. The assurance of safe operational 15 environment in vehicles, makes it imperative that in the event of overheating the prime mover (108) the vehicle be disbanded. In keeping with the safe notion, in the event there is overheating in the prime mover (108), an unsafe mode of operation of the vehicle is determined and the same is communicated by the enabling of at least one of the plurality of lighting units (202) as hazard lamps. 20
[000115] In another embodiment, to ensure safe riding of the vehicle (100) it is mandatory for the one or more stand units (106) to be in a closed position where the one or more stand units (106) are in proximity to the vehicle frame structure once the vehicle speed goes beyond the idle speed. The open position of the one or more stand units (106) causes unsafe interference of the one or more stand units 25 (106) with the ground surface leading to serious accidents. As a fail-check, upon detection of the one or more stand units (106) being in the open position when the prime mover speed is beyond an idle speed of the prime mover (108), the operation of the at least one of the plurality of lighting units (202) as hazard lamps is enabled to communicate potential fall of the vehicle (100) as well as an inherent 30
risk of damage to the frame structure and the prime mover (108) of the vehicle (100).
[000116] In another embodiment, the determination of the satisfaction of the first set of pre-defined conditions comprises
the wheel speed of the one or more front wheels (102) being different from the wheel speed of the one or more rear 5 wheels (104). A difference in wheel speed between the one or more front wheels (102) and the one or more rear wheels (104) indicates potential wheel slippage or the execution of dangerous stunts such as wheelies. In view of the object of the present disclosure, an unsafe mode of operation of the vehicle (100) is communicated to the surroundings of the vehicle (100) by enabling of at least one 10 of the plurality of lighting units (202) as hazard lamps.
[000117] In another embodiment, upon detection of sudden deceleration by way of sudden braking, the hazard lamps are enabled by the control unit (206).
[000118] In an aspect of the present invention, upon satisfaction of the first set of pre-defined conditions, the control unit (206) takes over the functioning of 15 at least one of the tail lamp indicative of braking, the headlight and the one or more turn signal lamps configured to indicate a direction of traversal of the vehicle, whereby the operation of the at least one of the plurality of lighting units (202) as hazard lamps takes precedence over other manually rider enabled functions of the plurality of lighting units (202). 20
[000119] In an aspect, the second set of pre-defined conditions processing units (306) are configured to determine the satisfaction of the second set of pre-defined conditions indicative of a safe mode of operation of the vehicle (100). The second set of pre-defined conditions are deemed satisfied when the temperature of the prime mover (108) is within the pre-defined temperature threshold, and at 25 least one of: the lean angle of the vehicle (100) is within a pre-defined range of lean angle (a) of the vehicle (100); the one or more stand units (106) is in the open position when the prime mover speed is up to the idle speed; and the wheel speed of the one or more front wheels (102) being same as the wheel speed of the one or more rear wheels (104). 30
[000120] In an aspect,
the control unit (206) is configured to determine the satisfaction of the second set of pre-defined conditions after the satisfaction of the first set of pre-defined conditions.
[000121] In operation, the satisfaction of the second set of pre-defined conditions are concerned with the temperature of the prime mover (108) is within 5 the pre-defined temperature threshold in conjunction with the above listed parameters concerning wheel speed, pre-defined range of lean angle (a), and the configuration of the one or more stand units (106).
[000122] In an embodiment, the temperature of the prime mover (108) being within the pre-defined temperature threshold is indicative of safe operation of the 10 vehicle (100). The parameter concerning temperature of the prime mover (108) has been held as an independent parameter as overheating of prime mover (108). In the event the prime mover (108) is an internal combustion engine, overheating is indicative of damaged radiator, failure of the cooling system in the vehicle (100) and deterioration of one or more components of the vehicle (100) such as 15 belts, hoses, thermostat, pumps, etc. which may lead to warping and deformation in cylinder walls and piston, knocking in the engine as well as deteriorated combustion. In the event the prime mover (108) is a battery pack, overheating is indicative of uncontrollable exothermic reactions occurring internal to the battery pack leading to thermal runaway which may spark a fire and release smoke 20 causing catastrophic failure in the vehicle (100).
[000123] In an embodiment, the lean angle of the vehicle (100) being within a pre-defined range of lean angle (a) of the vehicle (100) is indicative of a safe mode of operation. The pre-defined range of lean angle (a) of the vehicle (100) is applicable when positive acceleration of the vehicle (100) is applied by the rider 25 of the vehicle (100).
[000124] In another embodiment, when the one or more stand units (106) is in the open position when the prime mover speed is up to the idle speed is indicative of a safe mode of the vehicle (100). As a working example, in the event the vehicle breakdown occurs in the road, the hazard lamp configuration is 30
enabled. In the event, the rider regains his consciousness and brings the vehicle (100) to an upright position with the disposition of the one or more stand units (106) in open position, the vehicle (100) is no longer operating in the unsafe mode as the stability is regained. However, if the temperature of the prime mover (108) of the vehicle is still beyond the pre-defined temperature threshold, a potential 5 hazard to the environment still persists as there might be a fire sparking or smoke releasing owing to thermal runaway or radiator failure, in this scenario the hazard lamps remain enabled. Further, the vehicle speed being up to the idle speed ensures that vehicle (100) isn’t operating but also movement of the vehicle (100) is permissible.
10 [000125]
For instance, in the event the vehicle (100) breaks down in the middle of the road, the vehicle (100) is to be rolled over to one of the sides to ensure no inconvenience is caused to the other vehicles. In this scenario, the vehicle speed is well below idle speed and the one or more stand units (106) aren’t open, so the hazard lamps remain enable to apprise the vicinity. 15
[000126] In another embodiment, when the wheel speed of the one or more front wheels (102) is same as the wheel speed of the one or more rear wheels (104), the operation of the vehicle (100) is deemed safe. The wheel speeds being the same is indicative that the either the rider is in manual control of the vehicle in the event of vehicle roll over, or the prime mover is in control of the vehicle in the 20 event after breakdown the rider rides the vehicle (100).
[000127] Further, the disabling of the hazard lamps is when the second set of pre-defined conditions is continuously satisfied over a pre-defined time threshold. To this end, the second set of pre-defined conditions processing units (306) may comprise a timer being communicatively coupled to it. The pre-defined time 25 threshold is counted by the timer to ensure that the safe mode of the vehicle (100) isn’t temporary and the potentiality of breakdown in the near future is minimal. In an embodiment. The pre-defined time threshold is at least 10 minutes.
[000128] The transceiver (308) may include suitable logic, circuitry, interfaces, and/or code that may be configured to receive one or more data from 30
the electronic device (216). The transceiver (308) may further be configured to transmit information pertaining to the determined satisfaction of the first set of pre-defined conditions and the second set of pre-defined conditions to the electronic device (216), via the communication network (218). The transceiver (308) may implement one or more known technologies to support wired or
5 wireless communication with the communication network (218). In an embodiment, the transceiver (308) may include, but is not limited to, an antenna, a radio frequency (RF) transceiver, one or more amplifiers, a tuner, one or more oscillators, a digital signal processor, a Universal Serial Bus (USB) device, a coder-decoder (CODEC) chipset, a subscriber identity module (SIM) card, and/or 10 a local buffer. The transceiver (308) may communicate via wireless communication with networks, such as the Internet, an Intranet and/or a wireless network, such as a cellular telephone network, a wireless local area network (LAN) and/or a metropolitan area network (MAN). The wireless communication may use any of a plurality of communication standards, protocols and 15 technologies, such as: Global System for Mobile Communications (GSM), Enhanced Data GSM Environment (EDGE), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth, Wireless Fidelity (Wi-Fi) (e,g., IEEE 802.11a, IEEE 802.11b, IEEE 802.11g and/or IEEE 802.11n), voice over Internet 20 Protocol (VoIP), Wi-MAX, a protocol for email, instant messaging, and/or Short Message Service (SMS), [000129] The memory (310) may include suitable logic, circuitry, interfaces, and/or code that may be configured to store the set of instructions, which are executed by the processor unit (302). In an embodiment, the memory (310) may
25 be configured to store one or more programs, routines, or scripts that may be executed in coordination with the processor (302). The memory (310) may be implemented based on a Random Access Memory (RAM), a Read-Only Memory (ROM), a Hard Disk Drive (HDD), a storage server, and/or a Secure Digital (SD) card. 30
[000130] The input/output unit (314) may include suitable logic, circuitry, interfaces, and/or code that may be configured to receive an input or transmit an output to the electronic device (216). The input/output unit (314) may include various input and output devices that are configured to communicate with the processor (302). Examples of the Input devices include, but are not limited to, a
5 keyboard, a mouse, a joystick, a touch screen, a microphone, a camera, and/or a docking station. Examples of the output devices include, but are not limited to, a display screen and/or a speaker.
[000131] Figure 4 exemplarily illustrates a process flow in the control unit of the system for automatic controlling of plurality of lighting units of the vehicle, in 10 accordance with some embodiment of the present disclosure.
[000132] The process flow of the control unit (206) starts at step 402. At step 404, the control unit (206) continuously checks whether the first set of pre-defined conditions indicative of an unsafe mode of the vehicle (100) is satisfied. In order to reduce system latency, the control unit (206) is operative in a pre-defined cycle 15 time to determine the satisfaction of the first set of pre-defined conditions. In an embodiment, the pre-defined cycle time being at least 10 milliseconds.
[000133] In the event the first set of pre-defined conditions are not satisfied, the process keeps looping in the pre-defined cycle time to determine the satisfaction of the first set of pre-defined conditions. 20
[000134] Upon satisfaction of the first set of pre-defined conditions, the process flows to step 406 where at least one of the plurality of lightings units is enabled as hazard lamps.
[000135] After satisfaction of the first set of pre-defined conditions, the process flows to step 408 where the second set of pre-defined conditions 25 indicative of a safe mode of the vehicle (100) are checked for satisfaction. In essence, step 408 checks whether vehicle stability is regained.
[000136] Upon satisfaction of the second set of pre-defined conditions, the process flows to step 410 where the at least one of the plurality of lighting units
operating as hazard lamps is disabled, however before disabling of the hazard lamps it is mandatory to ensure that the second set of pre-defined conditions are continuously satisfied over a pre-defined time threshold.
[000137]
In the event the second set of pre-defined conditions are not satisfied the process keeps looping for checking the satisfaction of the second set 5 of pre-defined conditions while the hazard lamps remain enabled.
[000138] The process flow ends at step 412 where the vehicle (100) is turned off. The vehicle (100) being turned off is realised by a user signal which withdraws a key from the key hub or a communicative signal from the rider’s electronic device (216). 10
[000139] Figure 5 illustrates a pre-defined range of lean angle for satisfaction of the second set of pre-defined conditions, in accordance with some embodiments of the present disclosure.
[000140] With reference to figure 5, after the enabling of the at least one of the plurality of lighting units (202) as hazard lamps, it is imperative that 15 constraints of safety be ensured. To this end, after the satisfaction of the first set of pre-defined conditions the system (200) initiates safety constraints after the second set of pre-defined conditions are satisfied. The safety constraints comprises the pre-defined range of lean angle (a) being less than 50 degrees between a perpendicular axis in a vehicle up-down axis (XX’) and a maximum 20 permissible lean axis (YY’) of the vehicle (100).
[000141] The embodiment of the pre-defined range of lean angle (a) is entailed after a first instant of satisfaction of the second set of pre-defined conditions but before the pre-defined time threshold when the rider tries to stabilize the vehicle (100). 25
[000142] After the detection of an unsafe mode of operation of the vehicle and to ensure rider safety, the constraints initiated by the system includes the pre-defined range of lean angle where the rider is restricted from performance of dangerous stunts. The safety constraints may persists up to the pre-defined time
threshold. In another embodiment, the safety constraints may be extended to include aspects of vehicle speed threshold and prime mover speed threshold. [000143] Figure 6 illustrates a method for automatic enabling and disabling of hazard lamps of the vehicle, in accordance with the embodiments of the present disclosure.
5
[000144] The method for automatic enabling and disabling of hazard lamps of the vehicle starts at step 602 and proceeds to step 604.
[000145] At step 604, the control unit (206) receives an initialization signal. In an aspect, the initialization signal represents a user signal to start the vehicle (100). The user signal may be by way of insertion of an authentic key into the key 10 hub of the vehicle (100), transmission of a communication signal from a remote keyless assembly to an immobilizer unit of the vehicle or a communication signal being transmitted from the electronic device (216) of the authorized user of the vehicle. The reception of the initialization signal enables the electrical circuit between a power unit (208) of the vehicle (100) and other components of the 15 vehicle (100) being established. The power unit (208) of the vehicle may be an auxiliary battery pack configured to energize one or more components of the vehicle (100) such as the prime mover (108), one or more sensors (204), the control unit (206), the plurality of lighting units (202) and other paraphernalia. The initialization signal transmitted by the rider or user serves as a wake up call 20 for the control unit (206). Upon reception of the initialization signal, the control unit (206) is configured to communicatively couple with the one or more sensors (204) and the plurality of lighting units (202). The method (600) now proceeds to step 606.
[000146] At step 606, the control unit (206) receives a plurality of vehicle 25 related parameters from the one or more sensors (204). In an aspect, the one or more sensors (204) is at least one of a throttle position sensor, a clutch position sensor, a gear position sensor, an inertial measurement unit, a roll-angle sensor, a prime mover speed sensor, one or more wheel speed sensors, a prime mover temperature sensor and a stand configuration sensor. In another aspect, the 30
plurality of vehicle related parameters being measured by the one or more sensors (204) being a vehicle speed, a temperature of a prime mover (108) of the vehicle (100), a prime mover speed, a wheel speed of one of more front wheels (102) and one or more rear wheels (104) of the vehicle (100), a configuration of one or more stand units (106) of the vehicle (100), a clutch position of the vehicle (100), a lean 5 angle of the vehicle (100), a roll over angle of the vehicle (100), a torque delivery of the prime mover (108), a brake pedal position, a gear position and a throttle position of the prime mover (108). After receiving the plurality of vehicle related parameters, the method (600) proceeds to step 608.
[000147] At step 608, the control unit (206) determines the satisfaction of
10 the first set of pre-defined conditions. In an aspect, the first set of pre-defined conditions is associated with the received plurality of vehicle related parameters. The first set of pre-defined conditions is indicative of an unsafe mode of operation of the vehicle (100). In an aspect, the satisfaction of the first set of pre-defined conditions is when at least one of: the lean angle of the vehicle (100) being greater 15 than a determined safe lean angle of the vehicle (100), the temperature of the prime mover (108) being beyond a pre-defined temperature threshold, the configuration of one or more stand units (106) being in an open position when the prime mover speed being beyond an idle speed of the prime mover (108), and the wheel speed of the one or more front wheels (102) being different from the wheel 20 speed of the one or more rear wheels (104). The safe lean angle is determined in a pre-defined cycle time, and is associated with one or more parameters of the plurality of vehicle related parameters. In an aspect, the one or more parameters is at least one of the vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position. Upon satisfaction of the first set of pre-25 defined conditions in step 608, the method (600) proceeds to step 610.
[000148] At step 610, the control unit (206) enables at least one of the plurality of lighting units (202) to operate as hazard lamps upon satisfaction of the first set of pre-defined conditions. In an aspect, the operation of the at least one of the plurality of lighting units (202) as hazard lamps is when the at least one of the 30
plurality of lighting units (202) is configured to blink at a pre-defined frequency with a pre-defined luminous intensity and at a pre-defined wavelength to ensure conspicuousness of the vehicle (100) in the surrounding environment. Upon enabling of the at least one of the plurality of lighting units (202) as hazard lamps the method (600) proceeds to step 612.
5 [000149] At step 612, the control unit (206) determines a satisfaction of the second set of pre-defined conditions. The second set of pre-defined conditions is associated with the received plurality of vehicle related parameters, wherein the second set of pre-defined conditions is indicative of a safe mode of operation of the vehicle (100). In an aspect,
the satisfaction of the second set of pre-defined 10 conditions being when the temperature of the prime mover (108) being within the pre-defined temperature threshold, and at least one of: the lean angle of the vehicle (100) being within a pre-defined range of lean angle of the vehicle (100); the one or more stand units (106) being in the open position when the prime mover speed being up to the idle speed; and the wheel speed of the one or more 15 front wheels (102) being same as the wheel speed of the one or more rear wheels (104).
[000150] At step 614, the control unit (206) disables the at least one of the plurality of lighting units (202) operating as hazard lamps upon satisfaction of the second set of pre-defined conditions. In order to ensure that the safe mode is not 20 temporary, the control unit (206) is configured to check whether the second set of pre-defined conditions are continuously satisfied over the pre-defined time threshold.
[000151] The method automatic enabling and disabling of hazard lamps of the vehicle ends at step 616 when the power unit (208) ceases energization of the 25 one or more components of the vehicle (100).
[000152] The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless expressly specified otherwise. The terms 30
“including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.
[000153] The disclosed claimed limitations and the disclosure provided herein provides a system and method for automatic controlling of plurality of lighting 5 units of a vehicle. The claimed invention in an aspect provides enhanced safety to the rider as well as the vehicles in the vicinity of the vehicle (100) operating in an unsafe mode. The present system and method for automatic controlling of plurality of lighting units of a vehicle provides a more precise determination of whether the vehicle is in an unsafe mode or a safe mode of operation where the 10 lean angle of the vehicle being dynamically updated to suit riding characteristics of the vehicle (100).
[000154] In an aspect, the system (200) and method (600) for automatic controlling of plurality of lighting units of a vehicle (100) further includes an alerting aspect where a communication network (218) being configured to 15 communicative couple an external server (214), an electronic device (216) of one or more users and the vehicle (100) thereby creating a comprehensive network enabling quick response to an emergency situation.
[000155] In an aspect, the system (200) and method (600) for automatic controlling of plurality of lighting units of a vehicle (100) is purposed to allow the 20 rider to focus in stabilizing the vehicle (100) in the event of an unsafe mode by automatically enabling the hazard lamps, as well as automatically disabling the hazard lamps once a safe mode is ensured.
[000156] As a working example during operation of the vehicle (100) in the unsafe mode, the rider often is too flustered and pre-occupied in the attempt to 25 stabilize the vehicle (100), that enabling hazard lamps would skip his mind. Associatively, this jeopardizes the safety of the other vehicles and pedestrians in the surrounding environment of the vehicle (100). The present invention is purposed to address this limitation and technical problem in common incident occurrences. 30
[000157] As another working example, in the event the rider manages to stabilize the vehicle (100), the rider may again be too flustered and overwhelmed to realize that the hazard lamps are still enabled. In this scenario, a misinformation is transmitted to the surroundings due to retentive enablement of the hazard lamps. The present invention further addresses this limitation and technical problem in 5 common incident occurrences by automatically disabling the hazard lamps.
[000158] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method for automatic controlling of plurality of lighting units of a vehicle (100), the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps 10 enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning in the controlling of the plurality of lighting units as hazard lamps itself as the claimed steps provide a technical solution to a technical problem.
[000159] A description of an embodiment with several components in 15 communication with another does not imply that all such components are required, On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention,
[000160] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been 20 selected to delineate or circumscribe the inventive subject matter and is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims. 25
[000161] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims. 30
[000162] A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to 5 create other different systems or applications.
[000163] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made 10 to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims. 15 , Claims:We claim,
1. A system (200) for automatic controlling of plurality of lighting units (202) of a vehicle (100), the system (200) comprising:
the plurality of lighting units (202) being disposed in one or more pre-defined regions of the vehicle (100); 5
one or more sensors (204), the one or more sensors (204) being disposed in the vehicle (100) and being configured to measure a plurality of vehicle related parameters;
a control unit (206), the control unit (206) being communicatively coupled to the one or more sensors (204) and the plurality of lighting units 10 (202) of the vehicle (100), and wherein the control unit (206) being configured to:
receive the measured plurality of vehicle related parameters from the one or more sensors (204),
determine a satisfaction of a first set of pre-defined 15 conditions associated with the measured plurality of vehicle related parameters.,
wherein upon satisfaction of the first set of pre-defined conditions, the control unit (206) transmits a first signal to configure at least one of the plurality of lighting 20 units (202) to operate as hazard lamps, and
determine a satisfaction of a second set of pre-defined conditions associated with the measure plurality of vehicle related parameters.,
wherein upon satisfaction of the second set of pre-defined 25 conditions, the control unit (206) transmits a second signal to disable the at least one of the plurality of lighting units (202) operating as the hazard lamps.
2. The system (200) for automatic controlling of the plurality of lighting 30 units (202) of the vehicle (100) as claimed in claim 1, wherein the one or
more sensors (204) being at least one of a throttle position sensor, a clutch position sensor, a gear position sensor, an inertial measurement unit, a roll-angle sensor, a prime mover speed sensor, one or more wheel speed sensors, a prime mover temperature sensor and a stand configuration sensor. 5
3. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 1, wherein the plurality of vehicle related parameters being at least one of vehicle speed, a temperature of a prime mover (108) of the vehicle (100), a prime mover 10 speed, a wheel speed of one of more front wheels (102) and one or more rear wheels (104) of the vehicle (100), a configuration of one or more stand units (106) of the vehicle, a clutch position of the vehicle (100), a lean angle of the vehicle (100), a roll over angle of the vehicle (100), a torque delivery of the prime mover (108), a brake pedal position, a gear 15 position and a throttle position of the prime mover (108).
4. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 3, wherein the 20 satisfaction of the first set of pre-defined conditions being indicative of an unsafe mode of operation of the vehicle (100), when at least one of:
the lean angle of the vehicle (100) being greater than a determined safe lean angle of the vehicle (100),
wherein the safe lean angle being determined in a pre-25 defined cycle time, and
wherein the safe lean angle being associated with one or more parameters of the plurality of vehicle related parameters;
the temperature of the prime mover (108) being beyond a pre-defined temperature threshold; 30
the configuration of one or more stand units (106) being in an open position when the prime mover speed being beyond an idle speed of the prime mover (108); and
the wheel speed of the one or more front wheels (102) being different from the wheel speed of the one or more rear wheels (104). 5
5. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 4, wherein the control unit (206) comprising a dynamic look up table (312),
wherein the dynamic look up table (312) being configured to store 10 the safe lean angle associated with the one or more parameters of the plurality of vehicle parameters;
wherein the safe lean angle being dynamically updated based on the one or more parameters; and
wherein the one or more parameters being at least one of the 15 vehicle speed, the prime mover speed, the clutch position, the throttle position, and the gear position.
6. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 4, wherein the satisfaction of the second set of pre-defined conditions being indicative of 20 a safe mode of operation of the vehicle (100), when the temperature of the prime mover (108) being within the pre-defined temperature threshold, and at least one of:
the lean angle of the vehicle (100) being within a pre-defined range of lean angle (a) of the vehicle (100); 25
the one or more stand units (106) being in the open position when the prime mover speed being up to the idle speed; and
the wheel speed of the one or more front wheels (102) being same as the wheel speed of the one or more rear wheels (104).
7. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 1, wherein the control unit (206) being configured to determine the satisfaction of the second set of pre-defined conditions after the satisfaction of the first set of pre-5 defined conditions; and wherein the disabling the hazard lamps being when the second set of pre-defined conditions being continuously satisfied over a pre-defined time threshold.
8. The system (200) for automatic controlling of the plurality of lighting 10 units (202) of the vehicle (100) as claimed in claim 1, wherein the one or more pre-defined regions of the vehicle (100) disposing the plurality of lighting units (202) being at least one of:
a front portion of the vehicle (100) ahead of a prime mover (108) of the vehicle (100) comprising a head light (110); 15
a rear portion of the vehicle below a rider seat (118) of the vehicle (100) comprising a tail lamp (116);
a left-hand side and a right-hand side of the front portion comprising one or more turn signal lamps (112); and
the left-hand side and the right-hand side of the rear portion of the 20 vehicle (100) comprising one or more turn signal lamps (114).
9. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 4, wherein the control unit (206) being operative in the pre-defined cycle time to determine the 25 satisfaction of the first set of pre-defined conditions; and wherein the pre-defined cycle time being at least 10 milliseconds.
10. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 1, wherein the 30 configuration of at least one of the plurality of lighting units (202) to operate as the hazard lamps being when the at least one of the plurality of
lighting units (202) being configured to blink at a pre-defined frequency with a pre-defined luminous intensity and at a pre-defined wavelength.
11. The system (200) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 6, wherein the pre-5 defined range of lean angle (a) being less than 50 degrees between a perpendicular axis in a vehicle up-down axis (XX’) and a maximum permissible lean axis (YY’) of the vehicle (100).
12. The system (200) for automatic controlling of the plurality of lighting 10 units (202) of the vehicle (100) as claimed in claim 1, wherein the control unit (206) being communicatively connected to at least one of an external server (214) and an electronic device (216) of one or more users of the vehicle (100);
wherein when the second set of pre-defined conditions being not 15 satisfied over a pre-defined time interval, an alert communication being transmitted to the external server (214) and the electronic device (216) of the one or more users by the control unit (206) to apprise concerned personnel of the unsafe mode of operation of the vehicle (100).
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13. A method (600) for automatic controlling of a plurality of lighting units (202) of a vehicle (100), wherein the method comprising steps:
receiving, by a control unit (206), an initialization signal,
wherein the initialization signal being provided by a user signal to start the vehicle, and 25
wherein upon receipt of the initialization signal the control unit (206) being configured to communicatively couple with one or more sensors (204) and a plurality of lighting units (202);
receiving, by the control unit (206), a plurality of vehicle related parameters from the one or more sensors (204); 30
determining, by the control unit (206), satisfaction of a first set of pre-defined conditions,
wherein the first set of pre-defined conditions being associated with the received plurality of vehicle related parameters,
wherein the first set of pre-defined conditions being 5 indicative of an unsafe mode of operation of the vehicle (100);
enabling, by the control unit (206), at least one of the plurality of lighting units (202) to operate as hazard lamps upon satisfaction of the first set of pre-defined conditions;
determining, by the control unit (206), satisfaction of a second set 10 of pre-defined conditions,
wherein the second set of pre-defined conditions being associated with the received plurality of vehicle related parameters,
wherein the second set of pre-defined conditions being indicative of a safe mode of operation of the vehicle (100); and 15
disabling, by the control unit (206), the at least one of the plurality of lighting units (202) operating as the hazard lamps upon satisfaction of the second set of pre-defined conditions.
14. The method (600) for automatic controlling of the plurality of lighting 20 units (202) of the vehicle (100) as claimed in claim 13, wherein the one or more sensors (204) being at least one of a throttle position sensor, a clutch position sensor, a gear position sensor, an inertial measurement unit, a roll-angle sensor, a prime mover speed sensor, one or more wheel speed sensors, a prime mover temperature sensor and a stand configuration 25 sensor; and
wherein the plurality of vehicle related parameters being measured by the one or more sensors (204) being a vehicle speed, a temperature of a prime mover (108) of the vehicle (100), a prime mover speed, a wheel speed of one of more front wheels (102) and one or more rear wheels (104) of the vehicle (100), a configuration of one or more stand units (106) 5 of the vehicle (100), a clutch position of the vehicle (100), a lean angle of the vehicle (100), a roll over angle of the vehicle (100), a torque delivery of the prime mover (108), a brake pedal position, a gear position and a throttle position of the prime mover (108).
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15. The method (600) for automatic controlling of the plurality of lighting units (202) of the vehicle (100) as claimed in claim 14, wherein the satisfaction of the first set of pre-defined conditions being when at least one of:
the lean angle of the vehicle (100) being greater than a determined 15 safe lean angle of the vehicle (100),
wherein the safe lean angle being determined in a pre-defined cycle time, and
wherein the safe lean angle being associated with one or more parameters of the plurality of vehicle related parameters; 20
the temperature of the prime mover (108) being beyond a pre-defined temperature threshold;
the configuration of one or more stand units (106) being in an open position when the prime mover speed being beyond an idle speed of the prime mover (108); and 25
the wheel speed of the one or more front wheels (102) being different from the wheel speed of the one or more rear wheels (104).
16.The method (600) for automatic controlling of the plurality of lightingunits (202) of the vehicle (100) as claimed in claim 15, wherein thesatisfaction of the second set of pre-defined conditions being when thetemperature of the prime mover (108) being within the pre-definedtemperature threshold, and at least one of:5
the lean angle of the vehicle (100) being within a pre-definedrange of lean angle of the vehicle (100);
the one or more stand units (106) being in the open position whenthe prime mover speed being up to the idle speed; and
the wheel speed of the one or more front wheels (102) being same10 as the wheel speed of the one or more rear wheels (104).
Dated this: 27th July, 2023.