Description:TECHNICAL FIELD
[001] The present disclosure relates to the field of wireless communication. In particular, the present disclosure relates to a system and a method for detecting a direction associated with reception of signals to automatically control vehicular peripherals and vehicular operating modes.

BACKGROUND
[002] Ultra-Wide Band (UWB) technology features are established in high-end vehicles for facilitating secure access through various devices such as mobile phones, key fobs, and the like. However, in current UWB implementations, an authentication process involves a use of multiple antennas positioned around the vehicle to identify user direction by merging data received from all sensors on the vehicle and triangulating the merged data to find user position. This configuration is expensive due to an employment of the multiple antennas around the vehicle. Additionally, an arrangement of these antennas causes challenges in terms of packaging within the vehicle that complicates an overall design and integration process. Most wireless authentication systems use different Radio Frequency (RF) and Bluetooth methods. Although when a user is in close proximity to the key fob, the conventional methods do not provide accurate information regarding the user’s position (e.g., whether the user is near the boot, in a riding position, or ahead of the vehicle).
[003] One such prior art relates to a modular unit, in particular a combined, individually manageable and/or connected modular unit, preferably in the form of a multifunctional unit, preferably in the form of a hardware unit, for providing different vehicle functions (F) in a vehicle, having at least one printed circuit board on which the following elements are arranged: a UWB antenna for carrying out a communication (K) and/or a detection (D), whereby depending on the communication (K) and/or the detection (D), different vehicle functions (F) can be activated, a UWB transceiver for transmitting and/or receiving electrical signals from the UWB antenna which are used for communication (K) and/or detection (D) are specific, a processing device for driving the UWB transceiver to perform the communication (K) and/or the detection (D) by the UWB antenna, and a Sch Interface for transmitting at least one result of the communication (K) and/or the detection (D) to a vehicle-side control unit in order to determine the different vehicle functions (F) depending on the communication (K) and/or the detection (D) trigger. However, the prior art fails to disclose details pertaining to the configuration of a processing unit to determine the direction(s) in which signals are received from a user.
[004] Therefore, there is a need to address the above-mentioned drawbacks, along with any other shortcomings, or at the very least, to provide a viable alternative communication system.

OBJECTS OF THE PRESENT DISCLOSURE
[005] A general objective of the present disclosure relates to an efficient and a reliable system and method that overcomes the limitations of existing systems and methods.
[006] An object of the present disclosure relates to a system and a method for detecting a direction associated with reception of signals using a single antenna, thereby reducing complexity by eliminating the need for multiple antennas.
[007] Another object of the present disclosure relates to a system and a method for controlling vehicular components and vehicular modes corresponding to a direction associated with reception of signals, thereby enhancing the user experience.

SUMMARY
[008] Aspects of the present disclosure relates to the field of wireless communication. In particular, the present disclosure relates to a system and a method for detecting a direction associated with reception of signals to automatically control vehicular peripherals and vehicular modes.
[009] An aspect of the present disclosure relates to a method for detecting a direction associated with reception of signals. The method includes receiving, by a microcontroller associated with a system, via a transceiver associated with the system, the signals from a user device associated with a user. Further, the method includes determining, by the microcontroller, power of a first signal wave strength out of a total number of the signals received, and determining, by the microcontroller, power of a net signal wave strength out of the total number of the signals received, where the net signal wave strength is subsequent to the first signal wave strength. Further, the method includes comparing, by the microcontroller, the power of the first signal wave strength and the power of the net signal wave strength, and detecting, by the microcontroller, the direction associated with the reception of the signals based on a resultant difference between the power of the first signal wave strength and the power of the net signal wave strength.
[010] In an embodiment, for detecting, by the microcontroller, the direction associated with the reception of the signals, the method may include determining, by the microcontroller, whether the resultant difference is greater than a predetermined threshold. Further, the method may include, in response to a positive determination, detecting, by the microcontroller, that the direction associated with the reception of the signals is in a line of sight relative to a vehicle, and in response to a negative determination, detecting, by the microcontroller, that the direction associated with the reception of the signals is not in the line of sight relative to the vehicle.
[011] In an embodiment, the method may include transmitting, by the microcontroller, a first control signal to a control unit for triggering a first set of operations to control one or more first vehicle peripherals and one or more first modes of a vehicle if the direction associated with the reception of the signals is in a line of sight relative to the vehicle.
[012] In an embodiment, the method may include transmitting, by the microcontroller, a second control signal to a controller for triggering a second set of operations to control one or more second vehicle peripherals and one or more second modes of a vehicle if the direction associated with the reception of the signals is not in a line of sight relative to the vehicle.
[013] In an embodiment, the method may include tracking, by the microcontroller, a vicinity of the user device relative to the vehicle based on the signals, and detecting, by the microcontroller, that a presence of the user device is within a predetermined proximity range with respect to the vehicle to control one or more second vehicle peripherals and one or more second modes of the vehicle based on the tracked vicinity.
[014] In an embodiment, the method may include detecting, by the microcontroller, a position of the user with respect to a vehicle to control one or more second vehicle peripherals and one or more second modes of the vehicle based on vicinity of the user device relative to the vehicle.
[015] In an embodiment, the method may include determining, by the microcontroller, a difference between the direction associated with the reception of the signals in a line of sight and the direction associated with the reception of the signals not in the line of sight using an intermediate vehicular element associated with a vehicle.
[016] In an embodiment, the method may include determining, by the microcontroller, that a transmission path of the first signal wave strength is obstructed in specific patterns due to an intermediate vehicular element, and determining, by the microcontroller, the direction associated with the reception of the signals based on the obstruction of the first signal wave strength.
[017] In an embodiment, the method may include detecting, by the microcontroller, that a vehicle is in a lock mode and the user device is within the vehicle based on vicinity of the user device relative to the vehicle. Further, the method may include performing, by the microcontroller, at least one of: transmitting, by the microcontroller, an alert message to an electronic device associated with the user if the vehicle is in the lock mode and the user device is within the vehicle, and transmitting, by the microcontroller, an alert notification to a dashboard of the vehicle if the vehicle is in the lock mode and the user device is within the vehicle.
[018] Another aspect of the present disclosure relates to a system for detecting a direction associated with a reception of signals. The system includes a microcontroller, and a memory operatively coupled with the microcontroller, where the memory includes one or more instructions which, when executed, cause the microcontroller to receive, via a transceiver, the signals from a user device associated with a user. Further, the microcontroller is configured to determine power of a first signal wave strength out of a total number of the signals received, and determine power of a net signal wave strength out of the total number of the signals received, where the net signal wave strength is subsequent to the first signal wave strength. Further, the microcontroller is configured to compare the power of the first signal wave strength and the power of the net signal wave strength, and detect the direction associated with the reception of the signals based on a resultant difference between the power of the first signal wave strength and the power of the net signal wave strength.
[019] In an embodiment, the microcontroller may be configured to determine whether the resultant difference is greater than a predetermined threshold. Further, the microcontroller may be configured to, in response to a positive determination, detect that the direction associated with the reception of the signals is in a line of sight relative to a vehicle, and in response to a negative determination, detect that the direction associated with the reception of the signals is not in the line of sight relative to the vehicle.
[020] In an embodiment, the microcontroller may be configured to transmit a first control signal to a control unit for triggering a first set of operations to control one or more first vehicle peripherals and one or more first modes of a vehicle if the direction associated with the reception of the signals is in a line of sight relative to the vehicle.
[021] In an embodiment, the microcontroller may be configured to transmit a second control signal to a controller for triggering a second set of operations to control one or more second vehicle peripherals and one or more second modes of a vehicle if the direction associated with the reception of the signals is not in a line of sight relative to the vehicle.
[022] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.
BRIEF DESCRIPTION OF THE DRAWINGS
[023] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[024] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with embodiments of the present disclosure.
[025] FIG. 2 illustrates a block diagram of a system for detecting a direction associated with reception of signals, in accordance with embodiments of the present disclosure.
[026] FIG. 3 illustrates a flow chart of a method for detecting a direction of arrival of a user, in accordance with embodiments of the present disclosure.
[027] FIG. 4 illustrates a flow chart of a method for detecting a direction associated with reception of signals, in accordance with embodiments of the present disclosure.

DETAILED DESCRIPTION
[028] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[029] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[030] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[031] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more” or “one or more elements is required.”
[032] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[033] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment,” “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[034] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[035] The terms “comprise,” “comprising,” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[036] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[037] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.
[038] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[039] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with embodiments of the present disclosure.
[040] In construction, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger (14), a Motor Controller Unit (MCU), an electric motor (16) and an electric transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmitted directly to the battery via the BMS.
[041] The battery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV (10) without the requirement of a host computer.
[042] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV. Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[043] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a, 22b) of the EV. Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitates higher torque and vehicle speed.
[044] In one embodiment, all data pertaining to the EV (10) and/or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider/driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.
[045] Embodiments explained herein relate to wireless communication. In particular, the present disclosure relates to a system and a method for detecting a direction associated with reception of signals to automatically control vehicular peripherals and vehicular modes.
[046] The present disclosure provides a highly immersive user experience upon an arrival of a user for authentication and unlocking a vehicle using a user device such as a mobile phone configured with an Ultra-Wide Band (UWB) technology or a single-antenna UWB fob. This process is designed to be fully automated for eliminating the need for any manual intervention. The vehicle may be equipped to discern a direction of the arrival of the user using one antenna to enhance an overall user experience significantly. Based on the direction of the arrival, a system may turn ON the vehicle when the user is behind the handlebars, and not if the user is ahead of the vehicle. Moreover, by leveraging accurate distance and direction measurements, the system may enable access to a boot only when the user is in close proximity to the vehicle. Additionally, UWB technology allows the system to identify the exact location of the user’s mobile device or fob to enable storage in the boot. Various embodiments with respect to the present disclosure will be explained in detail with reference to FIGs. 2-4.
[047] FIG. 2 illustrates a block diagram (200) of a system (202) for detecting a direction associated with reception of signals, in accordance with embodiments of the present disclosure.
[048] Referring to FIG. 2, the system (202) may include a microcontroller (204), a memory (206), and an interface(s) (208). The microcontroller (204) may be implemented as one or more microprocessors, microcomputers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate data based on operational instructions. Among other capabilities, the microcontroller (204) may be configured to fetch and execute computer-readable instructions stored in the memory (206) of the system (202). The memory (206) may store one or more computer-readable instructions or routines, which may be fetched and executed to detect a direction of arrival of a user. The memory (206) may include any non-transitory storage device including, for example, volatile memory such as Random-Access Memory (RAM), or non-volatile memory such as Erasable Programmable Read-Only Memory (EPROM), flash memory, and the like.
[049] The interface(s) (208) may comprise a variety of interfaces, for example, a variety of interfaces, for example, interfaces for data input and output devices, referred to as I/O devices, storage devices, and the like. The interface(s) (208) may facilitate communication of the system (202) with various devices coupled to it. The interface(s) (208) may also provide a communication pathway for one or more components of the system (202). Examples of such components include but are not limited to, processing engine(s) (210), sensor module(s) (212), and a database (214). The database (214) may include data that is either stored or generated as a result of functionalities implemented by any of the components of the processing engine(s) (210).
[050] In an embodiment, the processing engine(s) (210) may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the processing engine(s) (210). In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the processing engine(s) (210) may be processor executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the microcontroller (204) may comprise a processing resource (for example, one or more processors), to execute such instructions. In the present examples, the machine-readable storage medium may store instructions that, when executed by the processing resource, implement the processing engine(s) (210). In such examples, the system (202) may comprise the machine-readable storage medium storing the instructions and the processing resource to execute the instructions, or the machine-readable storage medium may be separate but accessible to the system (202) and the processing resource. In other examples, the processing engine(s) (210) may be implemented by an electronic circuitry. The processing engine(s) (210) may include a first signal wave strength determination module (216), a net signal wave strength determination module (218), a comparison module (220), and a direction detection module (222).
[051] When a user intends to access a vehicle, the user may provide inputs using a user device such as, but not limited to, a key fob and other electronic-based keys. The inputs may include, but not limited to, pressing buttons on the user device, voice commands using a voice assistant configured in the user device, biometrics configured in the user device, and the like. Once the user provides the inputs, the user device may transmit signals via a single antenna to the system (202) for enabling access to the vehicle. In some embodiments, the system (202) may include the sensor module(s) (212) that may be configured with, but not limited to, Ultra-Wide Band (UWB) communication, Near-Field Communication (NFC) sensors, Bluetooth, ZigBee, Radio-Frequency Identification (RFID), Wireless Fidelity (Wi-Fi), Long Range (LoRa), and the like, for receiving the signals from the user device to detect the direction of arrival of the user. For instance, the system (202) waits for the signals from the user device. Once the user device transmits the signals at specific intervals (e.g., <1ns) to the system (202), the system (202) may decode the direction of the user device. In some exemplary embodiments, the vehicle may be, but not limited to, two-wheelers, three-wheelers, four-wheelers, trucks, buses, trains, aircraft, and the like.
[052] In an embodiment, once the system (202) receives the signals, the first signal wave strength determination module (216) may determine power of a first signal wave strength out of the total number of signals received and the net signal wave strength determination module (218) may determine power of a net signal wave strength that is subsequent to the first signal wave strength. For example, when a first wave of the signals is received by the system (202), the system (202) may register a strength value of the first signal wave strength (e.g. FX_Power). The system (202) may wait (e.g., <1ns) for all the other waves that may be reflected from various surfaces to reach the system (202) and sum up the strength value of the net signal wave strength (e.g. RX_Power.). In one embodiment, the first signal wave strength may be represented by10 × log10 (??12 + ??22 + ??32/2) + (6 × ??) – ?? ?????? and the net signal wave strength may be represented by 10 × log10 (?? × 221 ??2) – ?? ??????, where F1 may represent the first signal wave strength amplitude (point 1) magnitude value (has 2 fractional bits), and F2 may be the first signal wave strength amplitude (point 2) magnitude value (has 2 fractional bits). Similarly, F3 may be the first signal wave strength amplitude (point 3) magnitude value (has 2 fractional bits), N may represent the number of preamble symbols accumulated or accumulated Sequence-Tagged Site (STS) length, and C may be a channel impulse response power value. Similarly, D may represent the DGC_DECISION, treated as an unsigned integer in a range 0 to 7.
[053] By using a single antenna, the capability of the existing systems is limited to providing a radius within which the user device is present. However, in the present invention, the system (202) may estimate the received power of the net signal wave strength RX_Power and the first path signal e.g., FX_Power from the single antenna. By utilizing these two power values, RX_Power and FX_Power, the system (202) may determine whether the reception of the signals is in the line of sight or not in the line of sight.
[054] In an embodiment, once the system (202) determines the first signal wave strengths and the net signal wave strengths, the comparison module (220) may compare the power of the first signal wave strength and the power of the net signal wave strength to determine whether a comparison value of the power between the first signal wave strength and the net signal wave strength is greater than a predetermined threshold. When the comparison value is greater than the predetermined threshold, the direction detection module (222) may detect the direction associated with the reception of the signals in a line of sight relative to the vehicle. When the comparison value is less than the predetermined threshold, the direction detection module (222) may detect the direction associated with the reception of the signals is not in the line of sight relative to the vehicle. For instance, the value of FX_Power is high when the user device is directly in the line of sight, and low when the user device is not in the line of sight. This is an important criterion to distinguish between the directions of the user device.
[055] In some embodiments, the comparison module (220) may determine a difference between the first signal wave strength and the net signal wave strength to detect whether the user device is in the line of sight or not in the line of sight. If the direction associated with the reception of the signals is in the line of sight, the microcontroller (204) may transmit a first control signal to a control unit for triggering a first set of operations to control first vehicle peripherals and first modes of the vehicle. For example, when the user arrives from a front side of the vehicle, the system (202) may enable welcome lights to create a better user experience. Similarly, if the direction associated with the reception of the signals is not in the line of sight, the microcontroller (204) may transmit a second control signal to a controller for triggering a second set of operations to control second vehicle peripherals and second modes of the vehicle.
[056] In some embodiments, the system (202) may track a vicinity of the user device relative to the vehicle based on the signals for detecting whether a presence of the user device is within a predetermined proximity range with respect to the vehicle to control the second vehicle peripherals and the second modes of the vehicle based on the tracked vicinity. For example, if the user is behind handlebars of the vehicle, the vehicle may be turned ON. Similarly, if the user is near the boot of the vehicle, the system (202) may measure an accurate distance and direction of the user device to enable the boot to be opened. In an embodiment, the system (202) may detect a position of the user with respect to the vehicle to control the second vehicle peripherals and the second modes of the vehicle. For example, when the user is in a rider seat, the system (202) may turn ON the vehicle. In some embodiments, when the user approaches the vehicle from the boot side, the vehicle may be unlocked. Similarly, when the user is in a ride position, the vehicle may turn ON and cause the indicator lights to blink. This single antenna-based system (202) may accurately differentiate between the ride position of the user and the user being near the vehicle.
[057] In an exemplary embodiment, once the user device is detected in proximity as the user approaches from the front side of the vehicle, the front indicators and headlamp of the vehicle may turn ON and blink three times to greet the user and indicate that the vehicle is activated to enhance greetings sequence when the user accesses the vehicle from the front. Similarly, once the user device is detected in proximity as the user approaches from the rear side of the vehicle, only the rear indicators may turn ON and blink three times to greet the user and indicate that the vehicle is activated to enhance different greeting sequences when the user approaches from the behind. In some embodiments, when the user approaches from behind the vehicle, the seat may auto-open to grant access to storage, without needing the user to press a button. This feature may be linked to a Global Positioning System (GPS) and personalize a response based on whether the user is at home or at work, etc. For example, the system (202) may establish a connection with a navigation application configured with the electronic device associated with the user. This connection may be used to determine insights about the user location, whether the user is at home or work place or any other location. To enable these features, the system (202) may be preconfigured to adapt and learn from behavioural patterns of the user over time. This learning process may particularly focus on the frequent actions of the user after parking the vehicle at specific locations. Subsequently, the system (202) may intelligently analyse these learned patterns and, in an ideal scenario, automatically activate these features based on preferences of the user. This personalized learning and adaptation may enhance the overall user experience by seamlessly incorporating routine actions into automated functionalities of the vehicle. In an embodiment, if the user approaches the vehicle from behind, the vehicle may potentially automatically set itself to a park-assist mode when turned ON. Since the user approached from behind, the vehicle needs to be backed out of the parking space before riding. For example, once the user parks the vehicle, the system (202) may learn a walking direction of the user after parking the vehicle. This information may be used to enable a park-assist mode in the vehicle, wherein a park assist mode may be an automated operating mode of a vehicle which enables the user to move the vehicle in the reverse direction to facilitate convenient parking of the vehicle in a pre-defined space. If the user consistently locks the vehicle and moves forward (i.e., towards the front of the vehicle), the system (202) intelligently interprets that there is an open space in front, thereby eliminating the need for the park-assist mode to automatically engage during the next start up. Similarly, if the user is observed to exit the vehicle and walk in the opposite direction (i.e., towards the rear of the vehicle), the system (202) may determine that the vehicle is parked against a wall. As a result, the user may customize the park-assist mode according to the user preference by turning the park-assist mode ON or OFF.
[058] In some exemplary embodiments, the system (202) may detect whether the vehicle is in a lock mode or not and whether the user device is within the vehicle or not based on the tracked vicinity. When the system (202) detects that the vehicle is in the lock mode and the user device is within the vehicle (e.g. the user device is within the boot), the system (202) may transmit an alert message to an electronic device associated with the user. In some embodiments, the electronic device may be, but not limited to, mobile, laptop, and other personal device associated with the user. Similarly, when the system (202) detects that the vehicle is in the lock mode and the user device is within the vehicle, the system (202) may transmit an alert notification to a dashboard of the vehicle. For example, if the user device has been left in the boot, the UWB-based system (e.g. 202) may alert the user by transmitting the alert message to the electronic device. In some example scenarios, the alert message may be sent to the electronic device through an application configured in the electronic device that may play an alert sound. Once the vehicle is locked, if the system (202) notices that the user device is stationary inside or very close to the storage box, the system (202) may transmit the alert notification to the dashboard of the vehicle. In some exemplary embodiments, if the user device is left in the boot, the vehicle dashboard takes precautionary measures to determine that the vehicle is in a standby mode. Additionally, the system (202) may check the status of the side stand for determining that the side stand is enabled and no movement is detected. Once these conditions are met, the system (202) may wait for a predetermined duration, for example, 20 seconds. After this period, if the user device is still detected in the vehicle boot, the system (202) may proactively notify the user, serving as a reminder to get the user device.
[059] In an exemplary embodiment, the UWB-based system (202) may be placed anywhere in the vehicle exactly to detect the position of the user corresponding to the vehicle to enhance customized experiences for the user. In some embodiments, the vehicle may include an intermediate vehicular element that may be used to determine a difference between the direction associated with the reception of the signals in the line of sight and the direction associated with the reception of the signals not in the line of sight. In an embodiment, the system (202) may determine whether a transmission path of the first signal wave strength is obstructed in specific patterns or not due to the intermediate vehicular element. If the signals are obstructed in specific patterns due to the intermediate vehicular element, the system (202) may determine that the direction associated with the reception of the signals is in the line of sight. Similarly, if the signals are not obstructed in specific patterns, the system (202) may determine that the direction associated with the reception of the signals is not in the line of sight. For instance, the intermediate vehicular element may be positioned at front side of the vehicle to create a known value of disturbance in one direction which helps the system (202) to decode or filter out noise and determine a sense of the direction of the user device.
[060] In some exemplary embodiments, the system (202) may determine whether the user device is in the line of sight or not in the line of sight based on the FX power and RX power of the received signals. To make the process simple, the vehicle may additionally include the intermediate vehicular element that creates a known blockage to enhance the result by filtering and obtaining more accurate readings along with the delta between the received FX_Power and the RX_Power of the signals. Thus, the system (202) may determine whether the user is positioned ahead or behind the vehicle. If the FX Power - RX Power is greater than the predetermined threshold, the system (202) may detect that the user is in the line of sight. Similarly, if the FX Power - RX Power is less than the predetermined threshold, the system (202) may detect that the user is not in the line of sight. For example, the UWB-based system (202) may be placed in front of steel members and body parts to act as an additional filter, thereby contributing to a larger delta between these two powers of the received signals to enhance the detection of the reception of the signals.
[061] FIG. 3 illustrates a flow chart of an example method (300) for detecting a direction of arrival of a user, in accordance with embodiments of the present disclosure.
[062] Referring to FIG. 3, at step (302), a user device may enable a UWB communication to access a vehicle. At step (304), a system (e.g. 202) may recognize a user based on a previous pairing setup with the user device that is configured with a single antenna. At step (306), the system (202) may recognize a direction of arrival of the user using a single transceiver integrated within the system (202) based on the recognition. At step (308), the system (202) may control vehicular components and vehicular modes based on the direction of arrival of the user. At step (310), the system (202) may unlock and turn ON the vehicle based on detecting that the user is on a rider seat. At step (312), the system (202) may track a location of the user device and detect whether the user device is placed in a boot or within the user.
[063] FIG. 4 illustrates a flow chart of an example method (400) for detecting a direction associated with a reception of signals, in accordance with embodiments of the present disclosure.
[064] Referring to FIG. 4, at step (402), a system (e.g. 202) may receive signals from a user device associated with a user. At step (404), the system (202) may determine power of a first signal wave strength out of a total number of signals received. At step (406), the system (202) may determine power of a net signal wave strength out of the total number of signals received, wherein the net signal wave strength is subsequent to the first signal wave strength. At step (408), the system (202) may compare the power of the first signal wave strength and the power of the net signal wave strength. At step (410), the system (202) may determine whether the resultant difference is greater than a predefined threshold. At step (412), the system (202) may detect a direction associated with reception of the signals based on a resultant difference between the power of the first signal wave strength and the power of the net signal wave strength. At step (412A), the system (202) may detect that the direction associated with the reception of the signals is in a line of sight relative to a vehicle if the resultant difference is greater than the predefined threshold. Further, the system (202) may transmit a first control signal to a control unit for triggering a first set of operations to control one or more first vehicle peripherals and one or more first modes of the vehicle. At step (412B), the system (202) may detect that the direction associated with the reception of the signals is not in the line of sight relative to the vehicle if the resultant difference is lesser than the predefined threshold. Further, the system (202) may transmit a second control signal to a controller for triggering a second set of operations to control one or more second vehicle peripherals and one or more second modes of the vehicle.
[065] In some exemplary embodiments, such as in home automation within a room environment, the system (202) may detect a user position in relative to a room door. This information may serve as an additional parameter to initiate actions, such as locking the room door when the user is exiting the room environment and keeping the room door unlocked when the user is entering the room environment.
[066] Embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program products can be implemented partially or fully in hardware using, for example, standard logic circuits or a Very Large-Scale Integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[067] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the disclosure to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[068] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[069] The present disclosure relates to a system and a method that uses a single antenna for accurately detecting a user location whether the user is behind handle bars of a vehicle or ahead of the vehicle.
[070] The present disclosure relates to a system and a method that uses a single antenna-based Ultra-wide band (UWB) technology, instead of using multiple antennas around a vehicle that is expensive.
[071] The present disclosure relates to a system and a method that enables hands-free unlock mechanism by detecting a direction of arrival of a user.
, Claims:1. A method (400) for detecting a direction associated with reception of signals, comprising:
receiving (402), by a microcontroller (204) associated with a system (202), via a transceiver associated with the system (202), the signals from a user device associated with a user;
determining (404), by the microcontroller (204), power of a first signal wave strength out of a total number of signals received;
determining (406), by the microcontroller (204), power of a net signal wave strength out of the total number of signals received, wherein the net signal wave strength is subsequent to the first signal wave strength;
comparing (408), by the microcontroller (204), the power of the first signal wave strength and the power of the net signal wave strength; and
detecting (412), by the microcontroller (204), the direction associated with the reception of the signals based on a resultant difference between the power of the first signal wave strength and the power of the net signal wave strength.
2. The method (400) as claimed in claim 1, wherein detecting (412), by the microcontroller (204), the direction associated with the reception of the signals comprises:
determining (410), by the microcontroller (204), whether the resultant difference is greater than a predetermined threshold;
in response to a positive determination, detecting (412A), by the microcontroller (204), that the direction associated with the reception of the signals is in a line of sight relative to a vehicle; and
in response to a negative determination, detecting (412B), by the microcontroller (204), that the direction associated with the reception of the signals is not in the line of sight relative to the vehicle.
3. The method (400) as claimed in claim 1, comprising:
transmitting, by the microcontroller (204), a first control signal to a control unit for triggering a first set of operations to control one or more first vehicle peripherals and one or more first modes of a vehicle if the direction associated with the reception of the signals is in a line of sight relative to the vehicle.
4. The method (400) as claimed in claim 1, comprising:
transmitting, by the microcontroller (204), a second control signal to a controller for triggering a second set of operations to control one or more second vehicle peripherals and one or more second modes of a vehicle if the direction associated with the reception of the signals is not in a line of sight relative to the vehicle.
5. The method (400) as claimed in claim 1, comprising:
tracking, by the microcontroller (204), a vicinity of the user device relative to a vehicle based on the signals; and
detecting, by the microcontroller (204), that a presence of the user device is within a predetermined proximity range with respect to the vehicle to control one or more second vehicle peripherals and one or more second modes of the vehicle based on the tracked vicinity.
6. The method (400) as claimed in claim 1, comprising:
detecting, by the microcontroller (204), a position of the user with respect to a vehicle to control one or more second vehicle peripherals and one or more second modes of the vehicle based on vicinity of the user device relative to the vehicle.
7. The method (400) as claimed in claim 1, comprising:
determining, by the microcontroller (204), a difference between the direction associated with the reception of the signals in a line of sight and the direction associated with the reception of the signals not in the line of sight using an intermediate vehicular element associated with a vehicle.
8. The method (400) as claimed in claim 1, comprising:
determining, by the microcontroller (204), that a transmission path of the first signal wave strength is obstructed in specific patterns due to an intermediate vehicular element; and
determining, by the microcontroller (204), the direction associated with the reception of the signals based on the obstruction of the first signal wave strength.
9. The method (400) as claimed in claim 1, comprising:
detecting, by the microcontroller (204), that a vehicle is in a lock mode and the user device is within the vehicle based on vicinity of the user device relative to the vehicle;
performing, by the microcontroller (204), at least one of:
transmitting, by the microcontroller (204), an alert message to an electronic device associated with the user if the vehicle is in the lock mode and the user device is within the vehicle; and
transmitting, by the microcontroller (204), an alert notification to a dashboard of the vehicle if the vehicle is in the lock mode and the user device is within the vehicle.
10. A system (202) for detecting a direction associated with reception of signals, comprising:
a microcontroller (204); and
a memory (206) operatively coupled with the microcontroller (204), wherein the memory (206) comprises one or more instructions which, when executed, cause the microcontroller (204) to:
receive, via a transceiver, the signals from a user device associated with a user;
determine power of a first signal wave strength out of a total number of the signals received;
determine power of a net signal wave strength out of the total number of the signals received, wherein the net signal wave strength is subsequent to the first signal wave strength;
compare the power of the first signal wave strength and the power of the net signal wave strength; and
detect the direction associated with the reception of the signals based on a resultant difference between the power of the first signal wave strength and the power of the net signal wave strength.
11. The system (202) as claimed in claim 10, wherein the microcontroller (204) is configured to:
determine whether the resultant difference is greater than a predetermined threshold;
in response to a positive determination, detect that the direction associated with the reception of the signals is in a line of sight relative to a vehicle; and
in response to a negative determination, detect that the direction associated with the reception of the signals is not in the line of sight relative to the vehicle.
12. The system (202) as claimed in claim 10, wherein the microcontroller (204) is configured to:
transmit a first control signal to a control unit for triggering a first set of operations to control one or more first vehicle peripherals and one or more first modes of a vehicle if the direction associated with the reception of the signals is in a line of sight relative to the vehicle.
13. The system (202) as claimed in claim 10, wherein the microcontroller (204) is configured to:
transmit a second control signal to a controller for triggering a second set of operations to control one or more second vehicle peripherals and one or more second modes of a vehicle if the direction associated with the reception of the signals is not in a line of sight relative to the vehicle.