Description:FIELD OF THE INVENTION
[001] The present invention relates to vehicles. More particularly, the present invention relates to a system and method for controlling the vehicle.

BACKGROUND OF THE INVENTION
[002] Motorcycle safety is a critical concern worldwide due to the inherent risks associated with riding motorcycles. One of the most essential safety gears for motorcyclists is the helmet, which significantly reduces the risk of head injuries and fatalities during accidents. Generally, wearing a helmet while driving a two-wheeler is a mandate in all the geographies but enforcement of this regulation is not easy to monitor, especially in the developing and underdeveloped countries wherein two- wheelers are the major mode of transportation. Despite legal mandates and safety awareness campaigns, a substantial number of motorcycle riders continue to neglect wearing helmets. This disregard for helmet safety standards not only endangers the riders themselves but also poses a significant threat to public health and safety.
[003] Conventional systems that ensure helmet compliance suffer from various limitations, making them unreliable and potentially hazardous. Camera-based systems are expensive to implement and maintain, which limits their accessibility for widespread adoption. Further, these systems are susceptible to issues such as improper lighting conditions, leading to inconsistent and unreliable helmet detection. Bluetooth (BLE) based systems rely on pressure sensors to detect if the rider is wearing a helmet. These sensors have limitations, such as being ineffective when the rider has facial hair or is wearing cap underneath the helmet. Moreover, the power consumption associated with these sensors is considerable, requiring frequent helmet recharging and thereby causing inconvenience to riders.
[004] In addition, some smart helmets require the rider to manually switch on the helmet when worn. This method is prone to human error, creating situations where the helmet remains inactivated, even though it is worn. The primary detection points in these helmets often include pressure sensors within the helmet padding and a chin strap sensor. These sensors can be manipulated, leading to false positive results and potential unintended activation of the motorcycle, thereby undermining the intended safety benefits.
[005] Thus, there is a need in the art for a system and method for controlling a vehicle which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION
[006] In one aspect, the present invention relates to a system for controlling a vehicle. The system has a first control unit, a helmet and a second control unit. The first control unit is provided in the helmet. The helmet has a chin strap having a first portion and a second portion adapted to releasably lock with each other. The second control unit provided in the vehicle and configured to be communicatively coupled to the first control unit via a UWB (ultra-wide band) communication. The second control unit is configured to receive a signal upon satisfaction of one or more pre-defined conditions from the first control unit. The control unit is further configured to determine a location of the helmet based on the received signal. Based on the location of the helmet and state of the vehicle, the control unit is further configured to control an ignition unit of the vehicle.
[007] In an embodiment of the invention, the one or more pre-defined conditions has at least one of: activation of a first switch upon the helmet being worn by a rider of the vehicle; and activation of a second switch upon locking of the first portion of the chin strap with the second portion of the chin strap.
[008] In a further embodiment of the invention, the first switch and the second switch being provided on at least one of: the helmet and the chin strap.
[009] In a further embodiment of the invention, the location of the helmet being one of: within a pre-defined head plane of a rider of the vehicle and outside the pre-defined head plane of the rider of the vehicle.
[010] In a further embodiment of the invention, the ignition unit being activated upon the determination of the location of helmet being within the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a non-running state.
[011] In a further embodiment of the invention, the ignition unit being deactivated upon the determination of location of helmet being outside the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a non-running state.
[012] In a further embodiment of the invention, the second control unit determines the location of the helmet based on an angle of arrival and strength of the received signal.
[013] In a further embodiment of the invention, the second control unit being configured to reduce speed of the vehicle incrementally upon the determination of location of helmet being outside the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a running state.
[014] In a further embodiment of the invention, the second control unit being configured to maintain a running state of the vehicle upon non-reception of the signal from the first control unit.
[015] In a further embodiment of the invention, the second control unit being configured to verify reception of the signal from the first control unit upon the vehicle being restarted.
[016] In another aspect, the present invention relates to a method for controlling a vehicle. A helmet has a chin strap having a first portion and a second portion adapted to releasably lock with each other. The method has a step of receiving a signal upon satisfaction of one or more pre-defined conditions by a second control unit from a first control unit. The first control unit being provided in the helmet and second control unit being provided in the vehicle. The second control unit configured to be communicatively coupled to the first control unit via a UWB (ultra-wide band) communication. The method further has a step of determining a location of the helmet based on the received signal. Based on location of the helmet and state of the vehicle, the method further has a step of controlling an ignition unit of the vehicle.
[017] In an embodiment of the invention, the one or more pre-defined conditions comprises at least one of: activation of a first switch upon the helmet being worn by a rider of the vehicle; and activation of a second switch upon locking of the first portion of the chin strap with the second portion of the chin strap.
[018] In a further embodiment of the invention, the first switch and the second switch being provided on at least one of: the helmet and the chin strap.
[019] In a further embodiment of the invention, the location of the helmet being one of: within a pre-defined head plane of a rider of the vehicle and outside the pre-defined head plane of the rider of the vehicle.
[020] In a further embodiment of the invention, the method further has the step of activating, by the second control unit, the ignition unit upon the determination of the location of helmet being within the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a non-running state.
[021] In a further embodiment of the invention, the method further has the step of deactivating, by the second control unit, the ignition unit upon the determination of location of helmet being outside the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a non-running state.
[022] In a further embodiment of the invention, the method further has the step of determining, by the second control unit, the location of the helmet based on angle of arrival and strength of the received signal.
[023] In a further embodiment of the invention, the method further has the step of reducing, by the second control unit, speed of the vehicle incrementally upon the determination of location of helmet being outside the pre-defined head plane of the rider of the vehicle and the state of the vehicle being a running state.
[024] In a further embodiment of the invention, the method further has the step of maintaining, by the second control unit, a running state of the vehicle upon non-reception of the signal from the first control unit.
[025] In a further embodiment of the invention, the method further has the step of verifying, by second control unit, reception of the signal from the first control unit upon vehicle being restarted.

BRIEF DESCRIPTION OF THE DRAWINGS
[026] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1A and Figure 1B illustrates a system for controlling a vehicle, in accordance with an embodiment of the present invention.
Figure 2 illustrates a flowchart of a method for controlling a vehicle, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[027] The present invention relates to vehicle. More particularly, the present invention relates to a system and method for controlling a vehicle. The system and method of the present invention are typically used in a vehicle such as a two wheeled vehicle, or a three wheeled vehicle including trikes as required. The vehicle is an electric vehicle, or a hybrid vehicle as required.
[028] Figure 1A and Figure 1B illustrates a system 100 for controlling a vehicle 130. In an embodiment, the system 100 is a part of the vehicle 130 and is integral to the vehicle. As illustrated, the system 100 comprises a first control unit 122 provided in a helmet 120 and a second control unit 132 provided in the vehicle 130. In an embodiment, the first control unit 122 is a helmet UWB controller. The helmet 120 comprises a chin strap (not shown) having a first portion and a second portion adapted to releasably lock with each other. In an embodiment, a first switch 124a is provided on the helmet 120 and a second switch 124b is provided on the chin strap to determine whether the chin strap in the helmet 120 is locked. The helmet 120 is locked if the first portion of the chin strap is releasably coupled to and the second portion of the chin strap around the chin of the rider of the vehicle 130. The helmet UWB controller starts sending signals when the chin strap of the helmet 120 is locked/secured. The chin strap forms a closed circuit when locked, activating the second switch 124b and switching on the power supply to the helmet UWB controller. The first switch 124a is configured to activate upon the helmet 120 being worn by the rider of the vehicle 130. In a non-limiting example, the first switch 124a in the helmet 120 is a physical sensor such as a pressure sensor. The pressure sensors are placed in the padding inside the helmet 120. Thus, the present invention utilizes combination of physical sensors and a chin strap sensor to ensure that the user wears a helmet to operate the vehicle thereby enhancing rider safety significantly and reducing the likelihood of riders bypassing helmet usage, whether intentionally or unintentionally.
[029] The second control unit 132 is configured to be communicatively coupled to the first control unit 122 via UWB (ultra-wide band) communication. Ultra-Wideband (UWB) communication is a wireless communication technology that uses a broad spectrum of frequencies to transmit data over short distances with high precision and low power consumption. It differs from conventional narrowband communication, where data is sent over a specific frequency or narrow frequency band. UWB transmissions consist of extremely short and precisely timed pulses, typically in the range of picoseconds (trillionths of a second) to nanoseconds (billionths of a second). These short pulses are used to encode data, making UWB signals inherently low in power and interference. Due to the brief duration of UWB pulses, they require minimal energy to transmit. This low power consumption is advantageous for battery-operated devices and extends battery life in applications such as sensors. Moreover, UWB's ability to transmit signals with extremely short pulses enables accurate time-of-flight measurements. This makes it well-suited for applications that require precise location and positioning, such as asset tracking and geolocation services.
[030] As illustrated in Figure 1, the second control unit 132 configured to receive a signal upon satisfaction of one or more pre-defined conditions from the first control unit 122. In one embodiment, the second control unit 132 is a vehicle UWB controller. Further, the vehicle UWB controller acts as a signal receiver. The one or more pre-defined conditions comprises at least one of activation of a first switch 124a upon the helmet 120 being worn by a rider of the vehicle 130 and activation of a second switch 124b upon locking of the first portion of the chin strap with the second portion of the chin strap. Further, the first switch 124a and the second switch 124b is provided on at least one of: the helmet 120 and the chin strap.
[031] In one instance, when the helmet 120 is worn by the rider, the helmet UWB controller is turned ON and transmits UWB beacon packets which received by the vehicle UWB controller. This ensures that the helmet UWB controller is turned on only when the chin strap is secured thereby preserving the battery for longer run.
[032] Further, the second control unit 132 configured to determine the location of the helmet 120 based on the received signal. The location of the helmet 120 being one of: within a pre-defined head plane HP of a rider of the vehicle 130 and outside the pre-defined head plane HP of the rider of the vehicle 130. The second control unit 132 determines the location of the helmet 120 based on angle of arrival of the received signal and strength of the received signal. For example, as illustrated in Figure 1B, the second control unit 132 determines that the helmet 120 is within a pre-defined head plane HP of a rider of the vehicle 130 ensuring rider of the vehicle 130 wears the helmet 120 if he intends to ride the vehicle 130.
[033] The second control unit 132 is configured to control an ignition unit 134 of the vehicle 130 based on the location of the helmet 120 and state of the vehicle 130. In an embodiment, the vehicle 130 has a relay to control the ignition ON/OFF based on information from the second control unit 132. The second control unit 132 on the vehicle is connected to either the ignition switch or the main battery line of the vehicle 130. For example, when the helmet is worn by the rider, the helmet is within the pre-defined head plane of the rider and the vehicle is stationary, a signal is passed to the relay, making the vehicle operable. In an embodiment, the ignition unit 134 is activated upon the determination of the location of helmet 120 is within the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being a non-running state. In another embodiment, the ignition unit 134 is deactivated upon the determination of location of helmet 120 is outside the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being a non-running state. In yet another embodiment, the second control unit 132 is configured to reduce speed of the vehicle 130 incrementally upon the determination of location of helmet 120 being outside the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being in a running state.
[034] In an embodiment, the second control unit 132 is configured to maintain a running state of the vehicle 130 upon non-reception of the signal from the first control unit 122. For example, when the helmet UWB controller fails to transmit the signal, the second control unit 132 is configured to maintain the vehicle 130 in motion. Such a feature in the present invention enhances user safety while riding the vehicle. In such a scenario, the second control unit 132 is configured to verify reception of the signal from the first control unit 122 when the vehicle 130 is restarted. The present invention enhances the safety of the user wherein the ignition unit of the vehicle 130 is activated only when the second control unit 132 receives a signal and determines that the location of helmet 120 is within the pre-defined head plane HP of the rider of the vehicle 130, thus ensuring that the user wears the helmet while riding the vehicle 130.
[035] For example, upon activation of the vehicle key, the second control unit 132 of the vehicle 130 initiates the search for the paired helmet 120. Subsequently, when the helmet 120 is worn by the rider and when the chin strap of the helmet 120 is secured, the first switch 124a and the second switch 124b is activated. Subsequently, the first control unit 122 of the helmet 120 emits UWB beacon packets. Once the helmet 120 is successfully detected, the second control unit 132 determines the location of the helmet 120 based on angle of arrival of the received signal and strength of the received signal. The second control unit 132 then determines whether the helmet 120 is located within the rider's head plane HP. If the helmet 120 falls within the pre-defined head plane HP of a rider, a signal is relayed to the ignition system 134 of the vehicle 130, prompting a change in its state. This action allows the vehicle 130 to become operational and ready for use. Specifically, only when it is determined that the helmet is worn by the user, the vehicle is allowed to run, otherwise the vehicle is immobilized. Such a feature in the present invention enhances user safety for riding the vehicle.
[036] In another aspect, the present invention provides a method 200 for controlling a vehicle 130. Figure 2 illustrates the method steps involved in the method 200 for controlling the vehicle 130 by system 100. At step 202, a first control unit 122 determines whether a chin strap in a helmet 120 is locked. The helmet 120 comprises the chin strap having a first portion and a second portion adapted to releasably lock with each other. The helmet 120 is locked if the first portion of the chin strap is releasably coupled to and the second portion of the chin strap around the chin of the rider of the vehicle 130. A first switch 124a is activated upon the helmet 120 being worn by a rider of the vehicle 130. A second switch 124b is activated upon locking of the first portion of the chin strap with the second portion of the chin strap. The first switch 124a and the second switch 124b is provided on at least one of: the helmet 120 and the chin strap.
[037] If at step 202, it is determined that the chin strap in the helmet 120 is locked, the method 200 moves to step 204, otherwise the method moves to step 202. At step 204, the second control unit 132 receives a signal upon satisfaction of one or more pre-defined conditions from the first control unit 122. The first control unit 122 is provided in the helmet 120. The second control unit 132 is provided in the vehicle 130. The second control unit 132 configured to be communicatively coupled to the first control unit 122 via UWB (ultra-wide band) communication. The one or more pre-defined conditions comprises at least one of activation of the first switch 124a upon the helmet 120 being worn by a rider of the vehicle 130 and activation of the second switch 124b upon locking of the first portion of the chin strap with the second portion of the chin strap.
[038] At step 206, the second control unit 132 determines, based on the received signal, a location of the helmet 120. The location of the helmet 120 being one of within a pre-defined head plane HP of a rider of the vehicle 130 and outside the pre-defined head plane HP of the rider of the vehicle 130. The location of the helmet 120 is determined based on angle of arrival of the received signal and strength of the received signal.
[039] At step 208, the second control unit 132 controls, based on the location of the helmet and state of the vehicle 130, an ignition unit 134 of the vehicle. In an instance, the second control unit 132 activates the ignition unit 134 upon the determination of the location of helmet 120 being within the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being a non-running state. In another instance, the second control unit 132 deactivates the ignition unit 134 upon the determination of the location of helmet 120 being outside the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being a non-running state. In yet another instance, the second control unit 132 reduces speed of the vehicle 130 incrementally upon the determination of location of helmet 120 being outside the pre-defined head plane HP of the rider of the vehicle 130 and the state of the vehicle 130 being a running state.
[040] In a non-limiting example, the method 200 comprising the step of maintaining a running state of the vehicle 130 by the second control unit 132 upon non-reception of the signal from the first control unit 122. The method 200 further comprises the step of verifying reception of the signal from the first control unit 122 upon vehicle 130 being restarted by second control unit 132.
[041] The claimed features of the present invention as discussed above are not routine, conventional, or well understood in the art, as the claimed features enable the following solutions to the existing problems in conventional technologies. Specifically, the problem of manipulating helmet sensors to produce false positive results is solved by the present invention.
[042] The present invention provides an efficient and accurate system for determining whether the user is wearing a helmet or not without the need for multiple sensors thereby reducing circuit complexity. Further, the present invention activates the switches on the helmet and control units only when the chin strap is secured, thus minimizing power consumption during idle periods. This leads to an extended battery life, reducing the frequency of recharging or replacement, which is both cost-effective and convenient for users. Furthermore, the present invention incorporates UWB communication between the first control unit in the helmet and the second control unit in the vehicle thereby enabling accurate time-of-flight measurements resulting in precise determination of location and positioning of the helmet.
[043] In the present invention the activation of the system is based on chin strap securement that ensures a seamless user experience. Thus, riders do not need to remember to turn on the helmet detection system manually, it automatically activates when they secure the chin strap. This user-friendly feature promotes compliance with helmet use, enhancing overall safety. The present invention ensures that the helmet is securely and correctly worn, enhancing the rider's safety during travel. In addition, the combination of a switch on the helmet and a switch in the chin strap in the present invention ensures that the user cannot operate the vehicle without wearing a helmet. This ensures rider safety to the highest degree, making it nearly impossible for riders to circumvent helmet use, even unintentionally.
[044] Furthermore, if the system of the present invention detects that the helmet is not worn by the user, it immobilizes the vehicle by gradually reducing the speed of the vehicle. This safety feature prevents riders from operating the vehicle without proper head protection, reducing the risk of serious head injuries in case of an accident. The present invention eliminates the need for a separate immobilizer device or additional components, simplifying the overall system architecture and reducing costs.
[045] In light of the abovementioned advantages and the technical advancements provided by the disclosed system and method, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the aforementioned solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself as the claimed steps provide a technical solution to a technical problem.
[046] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
100: System for Controlling a Vehicle

120: Helmet

122: First Control Unit
124a: First Switch
124b: Second Switch
130: Vehicle
132: Second Control Unit
134: Ignition Unit
HP: Head plane of a rider
200: Method for Controlling a Vehicle
, Claims:1. A system (100) for controlling a vehicle (130), the system (100) comprising:
a first control unit (122), the first control unit (122) provided in a helmet (120), the helmet (120) comprising a chin strap having a first portion and a second portion adapted to releasably lock with each other; and
a second control unit (132), the second control unit (132) provided in the vehicle (130) and configured to be communicatively coupled to the first control unit (122) via a UWB (ultra-wide band) communication, the second control unit (132) configured to:
- receive, from the first control unit (122), a signal upon satisfaction of one or more pre-defined conditions;
- determine, based on the received signal, a location of the helmet (120); and
- control, based on the location of the helmet (120) and state of the vehicle (130), an ignition unit (134) of the vehicle (130).

2. The system (100) as claimed in claim 1, wherein the one or more pre-defined conditions comprises at least one of: activation of a first switch (124a) upon the helmet (120) being worn by a rider of the vehicle (130); and activation of a second switch (124b) upon locking of the first portion of the chin strap with the second portion of the chin strap.
3. The system as claimed in claim 2, wherein the first switch (124a) and the second switch (124b) being provided on at least one of: the helmet (120) and the chin strap.

4. The system (100) as claimed in claim 1, wherein the location of the helmet (120) being one of: within a pre-defined head plane (HP) of a rider of the vehicle (130) and outside the pre-defined head plane (HP) of the rider of the vehicle (130).

5. The system (100) as claimed in claim 4, wherein the ignition unit (134) being activated upon the determination of the location of helmet (120) being within the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a non-running state.

6. The system (100) as claimed in claim 4, wherein the ignition unit (134) being deactivated upon the determination of location of helmet (120) being outside the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a non-running state.

7. The system (100) as claimed in claim 1, wherein the second control unit (132) determines the location of the helmet (120) based on an angle of arrival and strength of the received signal.

8. The system (100) as claimed in claim 4, wherein the second control unit (132) being configured to reduce speed of the vehicle (130) incrementally upon the determination of location of helmet (120) being outside the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a running state.

9. The system (100) as claimed in claim 1, wherein the second control unit (132) being configured to maintain a running state of the vehicle (130) upon non-reception of the signal from the first control unit (122).

10. The system (100) as claimed in claim 9, wherein the second control unit (132) being configured to verify reception of the signal from the first control unit (122) upon the vehicle (130) being restarted.

11. A method (200) for controlling a vehicle (130), a helmet (120) comprising a chin strap having a first portion and a second portion adapted to releasably lock with each other, the method (200) comprising the steps of:
- receiving (204), by a second control unit (132) from a first control unit (122), a signal upon satisfaction of one or more pre-defined conditions, the first control unit (122) being provided in the helmet (120) and second control unit (132) being provided in the vehicle (130), the second control unit (132) configured to be communicatively coupled to the first control unit (122) via a UWB (ultra-wide band) communication;
- determining (206), based on the received signal, a location of the helmet (120); and
- controlling (208), based on the location of the helmet (120) and state of the vehicle (130), an ignition unit (134) of the vehicle (130).

12. The method (200) as claimed in claim 11, wherein the one or more pre-defined conditions comprises at least one of: activation of a first switch (124a) upon the helmet (120) being worn by a rider of the vehicle (130); and activation of a second switch (124b) upon locking of the first portion of the chin strap with the second portion of the chin strap.

13. The method (200) as claimed in claim 12, wherein the first switch (124a) and the second switch (124b) being provided on at least one of: the helmet (120) and the chin strap.

14. The method (200) as claimed in claim 11, wherein the location of the helmet (120) being one of: within a pre-defined head plane (HP) of a rider of the vehicle (130) and outside the pre-defined head plane (HP) of the rider of the vehicle (130).

15. The method (200) as claimed in claim 14, wherein the method (200) comprising the step of activating, by the second control unit (132), the ignition unit (134) upon the determination of the location of helmet (120) being within the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a non-running state.

16. The method (200) as claimed in claim 14, wherein the method (200) comprising the step of deactivating, by the second control unit (132), the ignition unit (134) upon the determination of location of helmet (120) being outside the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a non-running state.

17. The method (200) as claimed in claim 11, wherein the method (200) comprising the step of determining, by the second control unit (132), the location of the helmet (120) based on angle of arrival and strength of the received signal.

18. The method (200) as claimed in claim 14, wherein the method (200) comprising the step of reducing, by the second control unit (132), speed of the vehicle (130) incrementally upon the determination of location of helmet (120) being outside the pre-defined head plane (HP) of the rider of the vehicle (130) and the state of the vehicle (130) being a running state.
19. The method (200) as claimed in claim 11, wherein the method (200) comprising the step of maintaining, by the second control unit (132), a running state of the vehicle (130) upon non-reception of the signal from the first control unit (122).

20. The method (200) as claimed in claim 19, wherein the method (200) comprising the step of verifying, by second control unit (132), reception of the signal from the first control unit (122) upon vehicle (130) being restarted.