FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A SYSTEM FOR REGULATING HANDLING OF A VEHICLE AND A
METHOD THEREOF”
Name and Address of the Applicant:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
The present disclosure relates in general to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a driver assistance and safety systems of a vehicle. Further, embodiments of the present disclosure disclose a system for regulating handling of the vehicle and a method thereof.
BACKGROUND OF THE DISCLOSURE
With increase in vehicular population, road accidents have been considered as utmost concern due to high number of human fatalities. As modern vehicles are equipped with high speed and state-of-the-art performance engines and deliverables, the average speed of every vehicle has gradually increased leading to plausibility in number of accidents. Further, in some scenarios, road accidents may lead to fatal injuries or may cause series of accidents that could be endured by a group of commuters. On the other hand, due to such increase in average speed of the vehicle, fuel costs associated therewith may also increase, whereby adding to freight and logistical costs.
Conventionally, to curb fuel usage and/or maintain average speed of the vehicle during terrain descent, some of the drives tend to turn off ignition of engines of the vehicle, due to which the vehicles are driven by virtue of gradient of the terrain alone. However, such scenarios may not be idle as some of ancillaries of the vehicle are equipped to be driven by operation of the engine of the vehicle. For instance, a brake assembly of the vehicle, i.e., either a pneumatic brake assembly or a hydraulic brake assembly, is generally operable based on pumping of fluid in response to application of said brakes, where such pumping of the fluid is performed by a pump being coupled to an output shaft of the engine. Due to such configuration of the pump and the engine, when the engine may be turned off by the driver for curbing fuel injection into the engine, there may be a situation that the pump remains non-functional, whereby such non-operation of the pump may lead to compromise of the brake assembly of the vehicle and may lead to collisions or catastrophic events. Similar situation may be considered for a steering assembly of the vehicle, which may be operatively coupled to the engine of the vehicle, where the steering assembly may be rendered non-operational when the engine is turned off.
With the advancements in technology, the automotive industry has directed the focus on providing safety systems in the vehicles to detect non-operational conditions of such ancillaries and avoid losing of handling and manoeuvrability of the vehicle. Some of such conventional methods include detection of non-operational conditions of the ancillaries such as the pumps,

the valves, the motors, and the like, which are associated with operation of the engine. Such conventional system may also generate alerts to the driver pertaining to non-operational conditions of the ancillaries, to prevent loss of control over the vehicle. Meanwhile some of the conventional systems may include configuration in which said ancillaries may be capable of being independently energized by a secondary source such as battery associated with the vehicle, upon detection of non-operational condition. However, such conventional approaches may be either expensive or may require substantial modifications to electrical network in the vehicle, which may inherently increase at least one of overall production costs, assembly costs, operational costs, or maintenance costs associated with the vehicle. In some cases, such conventional system may also compromise on packing space available in the vehicle, which may lead to requirements for changing layout or design of the vehicle.
The drawbacks/difficulties/disadvantages/limitations of the conventional techniques/systems explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY OF THE DISCLOSURE:
One or more shortcomings of conventional methods or systems are overcome, and additional advantages are provided through a system and a method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a system for regulating handling of a vehicle is disclosed. The system includes an ignition unit associated with a power unit of the vehicle, the ignition unit configured to operate the power unit to an ignition state, where the ignition unit including a key to regulate the ignition state of the power unit. The system also includes a sensor adapted to sense movement of the vehicle. The system also includes an actuation unit selectively engageable with the key of the ignition unit, to maintain the power unit in the ignition state. The system also includes ancillaries adapted to assist handling of the vehicle. The system includes a control unit communicatively coupled to the ignition unit, the sensor, the ancillaries, and the actuation unit, where the control unit configured to determine

speed of the vehicle, based on signal received from the sensor corresponding to movement of the vehicle, actuate the actuation unit to regulate change in state of the key associated with the ignition unit, based on determined speed of the vehicle, to maintain the power unit in the ignition state, and monitor the ancillaries, based on actuation of the actuation unit.
In an embodiment, the sensor is configured to determine speed of the vehicle based on rotational speed of wheels associated with the vehicle.
In an embodiment, the control unit is configured to determine the ignition state of the power unit, based on signal received corresponding to condition of the key of ignition unit, to selectively actuate the actuation unit.
In an embodiment, the actuation unit includes an electromagnetic displacement member and a locking unit. The electromagnetic displacement member is disposable proximal to the ignition unit and operatively coupled to the control unit. The locking element is displaceable by the electromagnetic displacement member. Further, the locking element being displaceable between a locking position and a release position. The electromagnetic displacement member is configured to displace the locking element to selectively engage at least a portion of the ignition unit, and wherein the locking element is configured to arrest motion of the key associated with the ignition unit, when displaced to the locking position.
In an embodiment, the ignition unit includes a locking barrel and the steering bezel. The locking barrel is rotatable about an axial axis and configured to receive the key. Further, the steering bezel surrounding at least a portion of the locking barrel. The steering bezel is configured guide the key to the locking barrel, wherein the key and the locking barrel are displaceable relative to the steering bezel to operate the ignition unit to the ignition state.
In an embodiment, the control unit is configured to operate the electromagnetic displacement member, to engage and abut the key in the locking barrel by displacing the locking element, to maintain the ignition unit in the ignition state, based on signal from the sensor.
In an embodiment, the locking element is defined with a profile to complement at least a portion of the key, to engage and restrict rotation of the key and the locking barrel relative to the steering bezel.

In an embodiment, the system comprises a support element adapted to connect the electromagnetic displacement member and the steering bezel, to proximally locate the actuation unit to ignition unit.
In an embodiment, the ancillaries comprises a pump, a compressor, an accumulator, a valve, a motor, a battery, and an injector.
In one non-limiting embodiment of the present disclosure, the method of regulating handling of a vehicle is disclosed. The method includes steps of determining, by the control unit, speed of the vehicle, wherein the control unit is configured to receive signal from a sensor adapted to sense movement of the vehicle. The control unit is configured to actuate an actuation unit based on determined speed of the vehicle. The actuation unit is configured to maintain a power unit in ignition state, by restricting movement of a key associated with an ignition unit corresponding to operation of the power unit. The control unit is also configured to monitor ancillaries adapted to assist handling of the vehicle, based on actuation of the actuation unit.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
The foregoing summary is illustrative only and is not intended to be in 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.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:
Figure 1 is a block diagram of a of a system for regulating handling of a vehicle, in accordance with one embodiment of the present disclosure.

Figure 2 is a schematic view of the system illustrating an ignition unit and an actuation unit of Figure 1, in accordance with one embodiment of the present disclosure.
Figures 3a and 3b are schematic views of Figure 2, in which the ignition unit is turned ON while the actuation unit is in OFF condition, in accordance with one embodiment of the present disclosure.
Figures 4a and 4b are schematic views of Figure 2, in which the ignition unit and the actuation unit are turned ON in the system, in accordance with one embodiment of the present disclosure. Figure 5 is a flowchart depicting a method for regulating handling of a vehicle, in accordance with one embodiment of the present disclosure.
It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present disclosure. Similarly, it will be appreciated that any flow charts, flow diagrams, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the method or the system, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure.

Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein. Also, the system of the present disclosure may be employed in any kind of vehicle ranging from passenger vehicles to commercial vehicles. However, the vehicle is not illustrated in the drawings of the disclosure is for the purpose of simplicity.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, system, method and assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, method, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.
Henceforth, the present disclosure is explained with the help of figures illustrating a system and a method for regulating handling of a vehicle. However, such exemplary embodiments should not be construed as limitations of the present disclosure, since the method may be used on other types of vehicles where such need arises. A person skilled in the art can envisage various such embodiments without deviating from scope of the present disclosure.
Figure 1 is an exemplary embodiment of the present disclosure illustrating is a block diagram of a system (100) for regulating handling of a vehicle. The system (100) includes an ignition unit (101) associated with a power unit (102) of the vehicle, a sensor (103) adapted to sense movement of the vehicle, an actuation unit (104) operatively coupled to the ignition unit (101), ancillaries (105) adapted to assist handling of the vehicle, and a control unit (106) communicatively coupled to the ignition unit (101), the sensor (103), the ancillaries (105), and the actuation unit (104). Here, the vehicle is not illustrated for simplicity, while the system (100) being operable in the vehicle is described herein in detail.
The power unit (102) of the vehicle may be at least one of an engine, an electric motor, a traction motor, or a combination thereof. The power unit (102) is operable between an ignition state (i.e., also referred to as ON state) and a rest state (i.e., also referred to as OFF state) by operation of the ignition unit (101). The ignition unit (101) is operable by a driver of the vehicle, where the ignition unit (101) may be disposable in a cabin of the vehicle and may be

accessible by the driver upon occupying within such cabin. The ignition unit (101) may be capable of operating the power unit (102) by selectively energizing and/or supplying charge based on nature and configuration of the power unit (102). For instance, when the power unit (102) is an internal combustion engine, the ignition unit (101) is configured to allow operation of components such as starter motor, air intake valve, fuel intake valve, and among others. Alternatively, when the power unit (102) is the electric motor or the traction motor, the ignition unit (101) is configured to selectively bridge electrical configurations for channelizing and/or energizing the motor for driving and propelling the vehicle. In the illustrative embodiment, the ignition unit (101) may be configured to selectively operate and/or actuate either of the engine or the motor associated with the vehicle.
As best seen in Figure 2, the ignition unit (101) includes a key (101a) to regulate the ignition state of the power unit (102). The key (101a) of the ignition unit (101) is accessible and operable by the driver of the vehicle. In an embodiment, the key (101a) may be a mechanical or electromechanical element being capable of regulating operations of ignition unit (101) and in-turn operate the power unit (102). In the illustrative embodiment, the key (101a) may be a mechanical element being capable of introduction into the ignition unit (101), where upon introducing into the ignition unit (101), the key (101a) may be displaced by the driver for operating the power unit (102). Alternatively, the key (101a) may be an electromechanical element such as a linear displaceable lever, where such key (101a) may be linearly displaceable into the ignition unit (101) and configured to assist in actuation of the power unit (102).
Further referring to Figure 2, the ignition unit (101) a locking barrel (101b) and a steering bezel (101c). The steering bezel (101c) may be located in the cabin of the vehicle including dash, proximal to a steering unit, on doors of the vehicle, and amongst others. The steering bezel (101c) may be structured to fit on trims or the steering unit or the bezel as per requirements, where the steering bezel (101c) may be relatively fixed with minimal to no movement when compared to the cabin of the vehicle. The steering bezel (101c) is configured to surround at least a portion of the locking barrel (101b), where the steering bezel (101c) is configured guide the key (101a) to the locking barrel (101b). The locking barrel (101b) is rotatable about an axial axis, where the locking barrel (101b) may be disposable in the vehicle. Here, the axial axis of the locking barrel (101b) may be referred to an axis along which the key (101a) may be receivable in the locking barrel (101b). Also, direction of rotation of the key (101a) may be dependent on configuration of the locking barrel (101b) and the steering bezel (101c), while it

may be noted that the key (101a) may be rotatable to at least one positions relative from a point of insertion about the steering bezel (101c) or the locking barrel (101b).
In the illustrative embodiment, the locking barrel (101b) is adaptably located in the cabin of the vehicle, which may allow the user to insert and displace the key (101a) relative to the axial axis of the locking barrel (101b). Further, the key (101a) and the locking barrel (101b) are displaceable relative to the steering bezel (101c) to operate the ignition unit (101) to the ignition state, which in-turn operates the power unit (102) of the vehicle. In Figure 2, direction of rotation of the key (101a) and in-turn the locking bezel is exemplified and the same should not be construed as a limitation, rather direction of rotation of such key (101a) may be modified as designed and/or requirements in the vehicle. Additionally, length of insertion or introduction of the key (101a) relative to the locking barrel (101b) may also be as per requirements and may vary based on a number of parameters including orientation of the locking barrel (101b), length of the key (101a), configuration of the key (101a), and among others. In the illustrative embodiment, the key (101a) may be receivable by the locking barrel (101b) substantially about a horizontal axis of the vehicle, in which the power unit (102) and in-turn the vehicle may be in the rest state. Furthermore, upon rotation of the key (101a) in a clockwise direction, is configured energize the power unit (102). Here, the direction, angle, axis and direction of rotation of the key (101a) are exemplified and are not to be considered as a limitation of the present disclosure, rather such details are reference and the same could be modified without deviating from operation of the ignition unit (101) and the power unit (102) as described. Such operation of the power unit (102) may also operate ancillaries (105) adapted to assist handling of the vehicle.
In an embodiment, the ancillaries (105) may be considered as secondary components that may be capable of operation based on operation of the power unit (102). In one embodiment, the ancillaries (105) may be coupled to the power unit (102) for operation. For instance, the ancillaries (105) may be including a pump, a compressor, an accumulator, a valve, a motor, a battery, an injector and the like, which may be capable of operation based on operation of the power unit (102) when in the ignition state. In the illustrative embodiment, such ancillaries (105) may be associated with some of sub-systems of the vehicle such as steering unit, brake assembly, and the like, where operation of such ancillaries (105) are required to regulate such sub-system and in-turn handling of the vehicle. Some of such ancillaries (105) may be non-operation when the power unit (102) is not in the ignition state, i.e., in the rest state, which may

not enable the driver in handling the vehicle. Due to such condition, the ancillaries (105) are required to be operational when the power unit (102) is in the ignition state and/or that the vehicle is under motion, so that the drive is enabled to handle, i.e., regulate movement of the vehicle.
Further, the system (100) includes an actuation unit (104) which is selectively engageable with the key (101a) of the ignition unit (101). The actuation unit (104) is configured to maintain the power unit (102) in the ignition state. For such actions, the actuation unit (104) includes an electromagnetic displacement member (104a) which is disposable proximal to the ignition unit (101). In the illustrative embodiment, to position and locate the actuation unit (104) proximal to the ignition unit (101), the system (100) includes a support element (107). The support element (107) is configured to proximally locate the actuation unit (104) to ignition unit (101), where the support element (107) is adapted to connect the electromagnetic displacement member (104a) and the steering bezel (101c). In an embodiment, the support element (107) may be a bracket, a flange, and any other mounting element which is adapted to hold, position or support the electromagnetic displacement member (104a) proximal to the steering bezel (101c) and in-turn the key (101a) introducible into the locking barrel (101b). The support element (107) may be mounted on the steering bezel (101c) as depicted in Figures 3b and 4b, while it may also be possible to connect the actuation unit (104) proximal to the ignition unit (101) by connecting the support element (107) with at least one of interior trim of the cabin, the steering unit, the door, and the like, whereby ensuring that insertion of the key (101a) may be regulated based on actuation of the actuation unit (104). Also, such configuration may reduce packing area required for assembling the system (100) relative to the ignition unit (101), whereby rendering the system (100) to be retrofittable.
The actuation unit (104) further includes a locking element (104b) displaceable by the electromagnetic displacement member (104a). The locking element (104b) being displaceable between a locking position and a release position. The electromagnetic displacement member (104a) is configured to displace the locking element (104b) to the locking position, in which the locking element (104b) is configured to selectively engage at least a portion of the ignition unit (101), in order to arrest motion of the key (101a) associated with the ignition unit (101). The electromagnetic displacement member (104a) may be an electromechanical component or an electronic component being capable of selectively displacing the locking element (104b). In an embodiment, the electromagnetic displacement member (104a) may be a linear

displacement member, a motor, an electromagnetic coil, a gear arrangement, a rack arrangement, a Geneva wheel arrangement, and among others, which may be capable of operation leading to displacement of the locking member. In the illustrative embodiment, the electromagnetic displacement member (104a) is a coil structure capable of operating under electromagnetic principles to selectively regulate displacement of the locking member. The locking member in Figures 2-4b have been depicted to linearly displaceable for operating between the locking position and the release position, which selectively regulates movement of the key (101a) associated with the ignition unit (101). Such configuration of the locking element (104b) may be modifiable to either displace in an oblique manner, toroidal profile, and the like, based on parameters including type of the electromagnetic displacement member (104a), orientation of the ignition unit (101), length of the key (101a), positioning of the actuation unit (104), and among others.
In an embodiment, the locking element (104b) is defined with a profile to complement at least a portion of the key (101a). Due to such configuration of the locking element (104b) and the key (101a), movement by way of rotation of the key (101a) may be restricted by the locking unit, and in-turn movement of the locking barrel (101b) relative to the steering bezel (101c) is restricted. For example, the locking element (104b) may be a plate structure or a flange, that may be capable of engaging with at least one surface of the key (101a), which may restrict rotation of the key (101a) within the locking barrel (101b). In an embodiment, the locking element (104b) may be of a rectangular profile, a tapered profile, a needle-like structure, which may be capable of engaging at least one surface of the key (101a) that may be exterior to the locking barrel (101b) and away from the steering bezel (101c). The locking element (104b) may also be V-shaped, H-shaped, Y-shaped, and the like, which may be configured to engage the key (101a) on each surface in a parallel configuration, whereby restricting movement of the key (101a) in either direction relative to the steering bezel (101c). Due to such engagement between the key (101a) and the locking element (104b), the system (100) may be capable of restricting movement or operation of the key (101a) under restricted condition, which may for example, extend to movement of the vehicle.
Turning to Figures 3a and 3b, the ignition unit (101) is operated from OFF condition (as shown in Figure 2) to the ON condition, by selectively displacing (or rotating) the key (101a) inserted thereto. Such displacement of key (101a) is configured to allow energizing of the power unit (102) and in-turn the ancillaries (105) associated with the power unit (102). The actuation unit

(104) is configured to be maintained in OFF state, by regulating the locking unit to be in the rest position by the electromagnetic displacement member (104a). Due to such non-operation of the actuation unit (104), the key (101a) may be pivotable relative to the steering bezel (101c) or the actuation unit (104), where the key (101a) may be operated to either start condition (or also referred to as cranking condition) or off condition of the ignition unit (101). Further, the ignition unit (101) may be configured in a way that, upon operation of the key (101a) to the start condition, the key (101a) is configured to recoil to the ON condition. i.e., when the power unit (102) of the vehicle is energized after operating the key (101a) to the start condition, or that the power unit (102) is to be energized, the key (101a) may be maintained in the ON condition as depicted in Figure 2. The system (100) is configured to restrict movement of the key (101a) from the ON condition when the vehicle is under motion, in order to maintain the power unit (102) in the ignition condition and in-turn regulate handling of the vehicle.
For regulating handling of the vehicle, the system (100) further includes a sensor (103) which is adapted to sense movement of the vehicle. The sensor (103) may be a speed sensor (103) or a displacement sensor (103) that may be suitably positioned in the vehicle at predefined locations. The sensor (103) may be capable of determining movement and/or torque of the vehicle. In an embodiment, the sensor (103) may be configured to generate signal(s) when the vehicle is under motion. Such signal from the sensor (103) may be transmitted to a control unit (106) associated with the vehicle. The control unit (106) is communicatively coupled to the ignition unit (101), the sensor (103), the ancillaries (105), and the actuation unit (104), and configured to receive signal from each.
As best comprehended based on Figures 1, 4a and 4b, the control unit (106) is further configured to determine speed of the vehicle, based on signal received from the sensor (103) corresponding to movement of the vehicle. For instance, the sensor (103) may be configured to continuously transmit signals to the control unit (106) regarding movement of the vehicle. Alternatively, the sensor (103) may be configured to transmit signal to the control unit (106), when speed of the vehicle is beyond a threshold value, for example, ranging from 2kmph to 15kmph. In an embodiment, the sensor (103) is configured to determine speed of the vehicle based on rotational speed of wheels associated with the vehicle. The control unit (106) then is configured to actuate the actuation unit (104) to regulate change in state of the key (101a) associated with the ignition unit (101), based on determined speed of the vehicle, to maintain the power unit (102) in the ignition state. For example, when the key (101a) is initially operated

to either ON condition or recoiled from the start condition to the ON condition, the control unit (106) is configured to determine the ignition state of the power unit (102), based on signal received corresponding to condition of the key (101a) of the ignition unit (101), to selectively actuate the actuation unit (104). For actuating the actuation unit (104), the control unit (106) is configured to operate the electromagnetic displacement member (104a), to displace the locking element (104b) for engaging and abutting the key (101a) in the locking barrel (101b) and in-turn to maintain the ignition unit (101) and the power unit (102) in the ignition state, upon receiving signal from the sensor (103). Based on such regulation of the power unit (102) in the ignition state, the control unit (106) is configured to monitor the ancillaries (105) associated with the power unit (102). With such configuration, the control unit (106) is configured to prevent failure or non-operation of the power unit (102) or the ancillaries (105) of the vehicle, whereby enabling control and handling over sub-systems including the steering unit and the brake assembly of the vehicle to the driver.
In one embodiment of the disclosure, the control unit (106) provided in the vehicle may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The control unit (106) may comprise a processing unit and one or more memory units associated with the vehicle. The processing unit may comprise at least one data processor for executing program components for executing user- or system (100)-generated requests. The processing unit may be a specialized processing units such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
In one embodiment, the control unit (106) may include one or more memory units, which may be disposed in communication with one or more memory units (e.g., RAM, ROM etc.) associated with the vehicle via a storage interface. The storage interface may connect to the one or more memory units including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment

(SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The one or more memory units may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc. Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.
Referring now to Figure 5 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method of regulating handling of a vehicle. In an embodiment, the method may be implemented in any vehicle including, but not limited to, a passenger vehicle, a commercial vehicle, a mobility vehicle, and any other vehicle being capable of activating by the key (101a) associated with the ignition unit (101).
The method may describe in the general context of processor executable instructions in the control unit (106). Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types. The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.
At block 302, the control unit (106) is configured to determine speed of the vehicle. The control unit (106) is configured to receive signal from the sensor (103) adapted to sense movement of the vehicle, based on such the control unit (106) is configured determine speed of the vehicle. In an embodiment, the control unit (106) may determine either instantaneous speed of the

vehicle to regulate operation in the system (100), or the control unit (106) may determine speed of the vehicle and compare such speed with a threshold value for regulating operation in the system (100). For example, when the speed of the vehicle ranges from 2kmph to 15kmph and beyond, the control unit (106) is configured to determine that the vehicle is under motion.
Further, to regulate operation of the power unit (102), the control unit (106) is configured to determine the ignition state of the power unit (102), based on signal received corresponding to condition of the key (101a) of ignition unit (101), to selectively actuate the actuation unit (104). The key (101a) is configured to regulate the ignition state of the power unit (102), based on selective rotation of said key (101a) with the locking barrel (101b) relative to the steering bezel (101c) of the ignition unit (101). In an embodiment, the key (101a) is introducible into the locking barrel (101b) about a horizontal axis, and that the key (101a) is rotatable from such horizontal axis in either clockwise direction or anti-clockwise direction for operating the ignition unit (101) to ON condition or the Start condition and regulation the power unit (102) to be in ignition state. For example, the key (101a) may be rotatable from the Off condition to either the ON condition or the Start condition, while the ignition unit (101) may be configured to retract and maintain the key (101a) in the ON condition, in order to enable the drive to operate the power unit (102) and the vehicle.
At block 304, the control unit (106) is configured to actuate the actuation unit (104) based on determined speed of the vehicle. For such actuation of the actuation unit (104), the control unit (106) is configured to determine state of the key (101a) in the ignition unit (101), based on which the actuation unit (104) is operated to maintain the power unit (102) in ignition state. The actuation unit (104) is configured to restrict movement of the key (101a) of the ignition unit (101) corresponding to operation of the power unit (102).
For example, when the key (101a) of the ignition unit (101) is configured in either the ON condition or being recoiled from the Start condition to the ON condition, the control unit (106) is configured to determine that the power unit (102) is either to be operable into the ignition state or is already in the ignition state, respectively. Upon such determination, the control unit (106) is configured to actuate the actuation unit (104) to regulate change in state of the key (101a) associated with the ignition unit (101), to maintain the power unit (102) in the ignition state. For actuating the actuation unit (104), the control unit (106) is configured to operate the electromagnetic displacement member (104a), to displace the locking element (104b) for engaging and abutting the key (101a) in the locking barrel (101b) and in-turn to maintain the

ignition unit (101) and the power unit (102) in the ignition state, upon receiving signal from the sensor (103). Further, the locking element (104b) may be a plate structure or a flange, that may be capable of engaging with at least one surface of the key (101a), which may restrict rotation of the key (101a) within the locking barrel (101b) and maintain the ignition unit (101) and in-turn the power unit (102) in the ignition state. Based on such regulation of the power unit (102) in the ignition state, the control unit (106) is configured to monitor the ancillaries (105) associated with the power unit (102), as in block 306.
In an embodiment, the control unit (106) may be configured to monitor operation of the ancillaries (105) of the vehicle by determining at least one parameter such as change in pressure, displacement, temperature, volume, and the like associated with such ancillaries (105), based on auxiliary sensors associated with said ancillaries (105) in the vehicle. Alternatively, the control unit (106) may also monitor operation of the ancillaries (105) by determining response of such ancillaries (105) to actuation by the driver, where the response may include rate at which the speed and/or direction of the vehicle is changed upon actuation of such ancillaries (105) by the driver. With such configuration, the control unit (106) is configured to prevent failure or non-operation of the power unit (102) or the ancillaries (105) of the vehicle, whereby enabling control and handling over sub-systems including the steering unit and the brake assembly of the vehicle to the driver.
It is to be understood that a person of ordinary skill in the art may develop a method and a system (100) of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” 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.

We Claim:
1. A system (100) for regulating handling of a vehicle, the system (100) comprising:
an ignition unit (101) associated with a power unit (102) of the vehicle, the ignition unit (101) configured to operate the power unit (102) to an ignition state, wherein the ignition unit (101) including a key (101a) to regulate the ignition state of the power unit (102);
a sensor (103) adapted to sense movement of the vehicle;
an actuation unit (104) selectively engageable with the key (101a) of the ignition unit (101), to maintain the power unit (102) in the ignition state for regulating operation of ancillaries (105) adapted to assist handling of the vehicle; and
a control unit (106) communicatively coupled to the ignition unit (101), the sensor (103), the ancillaries (105), and the actuation unit (104), wherein the control unit (106) configured to:
determine speed of the vehicle, based on signal received from the sensor
(103) corresponding to movement of the vehicle;
actuate the actuation unit (104) to regulate change in state of the key
(101a) associated with the ignition unit (101), based on determined speed of the
vehicle, to maintain the power unit (102) in the ignition state; and
monitor the ancillaries (105), based on actuation of the actuation unit
(104).
2. The system (100) as claimed in claim 1, wherein the sensor (103) is configured to determine speed of the vehicle based on rotational speed of wheels associated with the vehicle.
3. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to determine the ignition state of the power unit (102), based on signal received corresponding to condition of the key (101a) of ignition unit (101), to selectively actuate the actuation unit (104).
4. The system (100) as claimed in claim 1, wherein the actuation unit (104) comprising:
an electromagnetic displacement member (104a) disposable proximal to the ignition unit (101) and operatively coupled to the control unit (106); and

a locking element (104b) displaceable by the electromagnetic displacement member (104a), the locking element (104b) being displaceable between a locking position and a release position,
wherein the electromagnetic displacement member (104a) is configured to displace the locking element (104b) to selectively engage at least a portion of the ignition unit (101), and wherein the locking element (104b) is configured to arrest motion of the key (101a) associated with the ignition unit (101), when displaced to the locking position.
5. The system (100) as claimed in claim 1, wherein the ignition unit (101) comprising:
a locking barrel (101b) rotatable about an axial axis and configured to receive the key (101a); and
a steering bezel (101c) surrounding at least a portion of the locking barrel (101b), the steering bezel (101c) is configured guide the key (101a) to the locking barrel (101b), wherein the key (101a) and the locking barrel (101b) are displaceable relative to the steering bezel (101c) to operate the ignition unit (101) to the ignition state.
6. The system (100) as claimed in claim 4, wherein the control unit (106) is configured to operate the electromagnetic displacement member (104a), to engage and abut the key (101a) in the locking barrel (101b) by displacing the locking element (104b), to maintain the ignition unit (101) in the ignition state, based on signal from the sensor (103).
7. The system (100) as claimed in claim 6, wherein the locking element (104b) is defined with a profile to complement at least a portion of the key (101a), to engage and restrict rotation of the key (101a) and the locking barrel (101b) relative to the steering bezel (101c).
8. The system (100) as claimed in claim 5, comprises a support element (107) adapted to connect the electromagnetic displacement member (104a) and the steering bezel (101c), to proximally locate the actuation unit (104) to ignition unit (101).
9. The system (100) as claimed in claim 1, wherein the ancillaries (105) comprises a pump, a compressor, an accumulator, a valve, a motor, a battery, and an injector.
10. A method of regulating handling of a vehicle, the method comprising:

determining, by the control unit (106), speed of the vehicle, wherein the control unit (106) is configured to receive signal from a sensor (103) adapted to sense movement of the vehicle;
actuating, by the control unit (106), an actuation unit (104) based on determined speed of the vehicle, wherein the actuation unit (104) is configured to maintain a power unit (102) in ignition state, by restricting movement of a key (101a) associated with an ignition unit (101) corresponding to operation of the power unit (102); and
monitoring, by the control unit (106), ancillaries (105) adapted to assist handling of the vehicle, based on actuation of the actuation unit (104).
11. The method as claimed in claim 9, wherein determining speed of the vehicle by the sensor (103) corresponds to rotational speed of wheels associated with the vehicle.
12. The method as claimed in claim 9, wherein determining by the control unit (106) the ignition state of the power unit (102), based on signal received corresponding to condition of the key (101a) of ignition unit (101), to selectively actuate the actuation unit (104).
13. The method as claimed in claim 9, wherein the actuation unit (104) comprising:
an electromagnetic displacement member (104a) disposable proximal to the ignition unit (101) and operatively coupled to the control unit (106); and
a locking element (104b) displaceable by the electromagnetic displacement member (104a), the locking element (104b) being displaceable between a locking position and a release position,
wherein the electromagnetic displacement member (104a) is configured to displace the locking element (104b) to selectively engage at least a portion of the ignition unit (101), and wherein the locking element (104b) is configured to arrest motion of the key (101a) associated with the ignition unit (101), when displaced to the locking position.
14. The method as claimed in claim 9, wherein the ignition unit (101) comprising:
a locking barrel (101b) rotatable about an axial axis and configured to receive the key (101a); and
a steering bezel (101c) surrounding at least a portion of the locking barrel (101b), the steering bezel (101c) is configured guide the key (101a) to the locking barrel

(101b), wherein the key (101a) and the locking barrel (101b) are displaceable relative to the steering bezel (101c) to operate the ignition unit (101) to the ignition state.
15. The method as claimed in claim 14, wherein operating, by the control unit (106), the electromagnetic displacement member (104a), to engage and abut the key (101a) in the locking barrel (101b) by displacing the locking element (104b), to maintain the ignition unit (101) in the ignition state, based on signal from the sensor (103).
16. The method as claimed in claim 9, wherein the ancillaries (105) comprises a pump, a compressor, an accumulator, a valve, a motor, a battery, and an injector.