DESC:AUTOMATED DEACTIVATION OF TURN INDICATORS
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421046830 filed on 18/06/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a turn-indicator of a vehicle. Particularly, the present disclosure relates to automatic turning-off of a turn-indicator of a vehicle.
BACKGROUND
Turn indicators are an integral safety feature in vehicles, signalling a driver's intended directional changes to inform and alert other road users, thereby playing a pivotal role in preventing accidents and ensuring smooth traffic flow. In vehicles, particularly two-wheelers, turn indicators are manually controlled by the driver to signal intended directional changes. The manual operation requires the driver to deactivate the indicator after the turn is completed. However, this process is not foolproof, i.e., drivers often forget to turn off the indicator, leading to potential safety hazards and confusion among other road users. The issue is exacerbated in two-wheelers where the indicator switch may not automatically revert to a neutral position post-turn, necessitating the driver's attention to ensure it is turned off. This manual dependency poses a challenge and highlights the need for an automated solution to enhance safety and convenience.
Further, automated turn-indicator are also previously known. These conventional automated turn-off indicator systems typically rely on parameters such as steering wheel rotation angle, elapsed time, or distance travelled following activation of the turn signal to determine the point for signal cancellation. However, such systems frequently exhibit deficiencies in accurately detecting the completion of a turn or lane change. Furthermore, existing systems often lack robustness in accounting for variable driving conditions, leading to inconsistent operation. These shortcomings may lead to continued or unintended signalling, thereby creating potential safety hazards and contributing to driver confusion.
Therefore, there exists a need of a system for switching turn-indicator that overcomes the one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide an automated and accurate system for switching off a turn-indicator of a vehicle.
In accordance with first aspect of the present disclosure, there is provided a system for switching off a turn-indicator of a vehicle, wherein the system comprises at least one sensor and a processor. The at least one sensor is configured to sense a current value of linear acceleration and a current value of angular velocity of the vehicle. The processor is configured to calculate a current value of lean angle and a current value of yaw angle from the current value of linear acceleration and the current value of angular velocity; determine a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle; compare the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle; and generate a signal to turn off the turn-indicator based on comparison between the current values and the threshold values of the lean angle and the yaw angle.
The system for switching off a turn-indicator of the vehicle, as disclosed in the present disclosure, is advantageous in terms of its ability to precisely assess the nature and duration of a turning or lane-changing manoeuvre and thereby reduce the likelihood of premature or delayed indicator deactivation. This dynamic responsiveness enhances operational reliability, minimizes driver intervention, and reduces safety risks associated with misleading or prolonged turn signal activation.
In accordance with second aspect of the present disclosure, there is provided a method of switching off a turn-indicator of a vehicle. The method comprising sensing a current value of linear acceleration and a current value of angular velocity of the vehicle, using at least one sensor; calculating a current value of lean angle and a current value of yaw angle from the sensed value of current linear acceleration and the sensed value of current angular velocity; determining a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle; comparing the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle; and generating a signal to turn off the turn-indicator based on comparison between the current values and the threshold values.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram of a system for switching off a turn-indicator of a vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a flowchart for a method of switching off a turn-indicator of a vehicle, in accordance with embodiments of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item from which the arrow is starting.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the terms “vehicle”, “two-wheel vehicle” and “two-wheeler” are used interchangeably and refer to any vehicle that operates on two wheels, three wheels or four wheels. These vehicles are driven by Internal Combustion Engines (ICE), electric motor (electric vehicles), or human effort (bicycles). ICE vehicles burn fuel (usually petrol or diesel) that releases heat to move parts of an engine and other components that deliver power to the wheels. Electric vehicles use power stored as electricity in rechargeable batteries and deliver it through one or more electric motors to the wheels. Additionally, it is to be understood that the ‘two-wheel vehicle’ as used herein includes motorcycles, scooters, mopeds, electric bikes, off-road motorcycles (dirt bikes) and Cruiser bikes.
As used herein, the terms “turn-indicator”, and “indicator” are used interchangeably and refer to an electronic signalling device integrated into vehicles, including two-wheelers and four-wheelers, for the purpose of indicating the operator’s intention to change direction. The turn-indicators, automatic in nature, are configured to self-deactivate upon completion of a turning manoeuvre or lane change, thereby eliminating the need for manual cancellation by the vehicle operator.
As used herein, the term “sensor” refers an electronic or electromechanical device capable of detecting a physical quantity such as angular position, acceleration, orientation, velocity, or time and converting it into an electrical signal that can be processed by a processor. Various types of sensors are be employed to enable the automatic cancellation of turn indicators in both two-wheelers and four-wheelers, each offering specific advantages depending on the vehicle configuration and control logic. The sensors used herein include at least one of Inertial measurement unit (IMU), accelerometer, gyroscope, wheel Speed Sensor, or magnetometer.
As used herein, the term “linear acceleration” refers a vector quantity providing rate of increase or decrease of speed of the vehicle. The linear acceleration measures how quickly the velocity of the vehicle changes over time in a linear (non-rotational) direction.
As used herein, the term “angular velocity” refers to a measure of how quickly a vehicle changes its direction by rotating around a vertical axis, typically during a turn. The angular velocity describes the rate of change of angular displacement with respect to time as the vehicle leans or steers into a curve. Angular velocity is calculated by dividing a change in angular displacement by the time taken. Additionally, by monitoring the angular velocity, the turn complete is determined, allowing the turn indicators (blinkers) to be turned off automatically once the vehicle returns to a straight path.
As used herein, the term “lean angle” refers to an angle at which the vehicle (such as a motorcycle or scooter) tilts or leans from the vertical position while taking a turn or cornering. The measuring unit is degree or radian.
As used herein, the term “yaw angle” refers to the angle between a vehicle's forward-facing direction and its actual direction of travel, measured around the vertical axis. The measuring unit is degree or radian.
As used herein, the terms “processor” refers to an electronic control unit configured to execute one or more sequences of instructions, stored in a non-transitory computer-readable medium, to perform logical, arithmetic, and control operations necessary for real-time system management. The processor may be implemented as a microcontroller unit (MCU), a central processing unit (CPU), a digital signal processor (DSP), or any other application-specific integrated circuit (ASIC), system-on-chip (SoC), or equivalent computing hardware capable of executing embedded software or firmware logic. The processor is operatively integrated into the vehicle's electrical and electronic architecture and may serve as a dedicated computational unit for the automatic turn-indicator control system or as part of a multi-functional Electronic Control Unit (ECU). It is electrically coupled to a variety of input and output components, including but not limited to inertial sensors (e.g., gyroscope, accelerometer), vehicle speed sensors, memory modules, and actuator control circuits. The processor functions as the decision-making core of the system, receiving raw sensor signals, processing real-time dynamic data, and generating corresponding control commands for the system.
As used herein, the term “lateral axis” refers to a side-to-side axis of the vehicle, running horizontally from the left side to the right side. Further, the linear acceleration along the lateral axis represents the sideways forces acting on the vehicle, especially during turning or leaning.
As used herein, the term “longitudinal axis” refers to a front-to-back axis of the vehicle, running horizontally from the front wheel to the rear wheel. Further, the angular velocity about the longitudinal axis reflects the rate at which the vehicle is leaning left or right.
As used herein, the term “vertical axis” refers to an up-and-down axis running perpendicular to the ground, passing vertically through the centre of the vehicle.
As used herein, the terms “body control unit”, “body control module”, “BCU” and “BCM” are used interchangeably and refer to an electronic control module in a vehicle that manages and coordinates various body-related electrical functions.
In accordance with first aspect of the present disclosure, there is provided a system 100 for switching off a turn-indicator 108 of a vehicle. The system 100 comprises at least one sensor 102 and a processor 104. The at least one sensor 102 is configured to sense a current value of linear acceleration and a current value of angular velocity of the vehicle. The processor 104 is configured to calculate a current value of lean angle and a current value of yaw angle from the current value of linear acceleration and the current value of angular velocity, determine a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle, compare the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle, and generate a signal to turn off the turn-indicator 108 based on comparison between the current values and the threshold values of the lean angle and the yaw angle.
Referring to figure 1, in accordance with an embodiment, there is described the system 100 for switching off a turn-indicator 108 of a vehicle. The system 100 comprises at least one sensor 102 configured to sense a current value of linear acceleration and a current value of angular velocity of the vehicle. Further, the system 100 comprises a processor 104 configured to calculate a current value of lean angle and a current value of yaw angle from the current value of linear acceleration and the current value of angular velocity, determine a threshold value of lean angle and a threshold value of yaw angle dynamically, compare the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle and generate a signal to turn off the turn-indicator 108 based on comparison between the current values and the threshold values of the lean angle and the yaw angle. The signal is sent via a body control unit 106 to turn off the turn-indicator 108.
Beneficially, the system 100 of the present disclosure is advantageous in terms of dynamically adapting the threshold values for automatic turn indicator 108 deactivation based on real-time vehicle parameters, particularly the speed of the vehicle. For instance, at higher speeds, the threshold for lean angle and/or yaw rate required to trigger turn indicator deactivation is adjusted upward to accommodate wider radius turns, thereby ensuring that the indicator 108 remains active for the full duration of the maneuver. Conversely, at lower speeds, the system 100 applies a reduced threshold, allowing for timely cancellation during short-radius or low-speed turns.
In an embodiment, the at least one sensor 102 configured to sense the current value of linear acceleration and angular velocity comprises at least one of Inertial measurement unit (IMU), accelerometer, gyroscope, wheel Speed Sensor, or magnetometer.
In an embodiment, the processor 104 is configured to calculate the current value of lean angle using a combination of the current linear acceleration along a lateral axis and the current angular velocity about a longitudinal axis of the vehicle. The processor 104 receives sensed data from at least one sensor 102, which are operatively coupled to the vehicle. The linear acceleration along the lateral axis corresponds to the centrifugal force acting on the vehicle during a turning manoeuvre, whereas the angular velocity about the longitudinal axis represents the rate of lean or roll of the vehicle. The processor 104 is configured to apply a computational model, such as a trigonometric approximation or a sensor fusion algorithm (e.g., Kalman filter), to determine the instantaneous lean angle. Advantageously, the real-time calculation of lean angle by the processor 104, allows system 100 to precisely detect the initiation, progression, and completion of a turn and further improving the reliability and responsiveness of the system 100.
In an embodiment, the processor 104 is configured to calculate the current value of yaw angle using the current angular velocity about a vertical axis of the vehicle. The processor 104 receives angular velocity data from at least one sensor 102 operatively coupled to the vehicle, which measures the rate of change of angular position (yaw rate) about the vertical axis. The processor 104 integrates this angular velocity with respect to time to determine the yaw angle, which represents the angular displacement of the vehicle’s orientation relative to its initial heading. Advantageously, the real-time calculation of yaw angle by the processor 104, allows system 100 to accurately detection of turn initiation, progression, and completion. Moreover, real-time estimation of yaw angle improves the contextual accuracy of the system 100, enhances safety by reducing the likelihood of misleading turn signals, and minimizes the need for manual intervention, particularly during low-speed manoeuvres or complex traffic conditions.
In an embodiment, the processor 104 is configured to determine the threshold value of lean angle and the threshold value of yaw angle dynamically based on the real-time speed of the vehicle. The processor 104 is operatively coupled to at least sensor configured to detect and transmit the current speed of the vehicle. The processor 104 accesses a predefined look-up table stored in a memory unit for a detected speed or speed range, wherein the table maps various speed ranges to corresponding threshold values of lean angle and yaw angle. Furthermore, the processor 104 retrieves the appropriate threshold values from the look-up table corresponding to the current speed range and uses retrieved thresholds to evaluate whether a turn has been completed. Advantageously, the dynamic adaptation of threshold values for lean angle and yaw angle based on real-time vehicle speed enhances the system precision, adaptability, and scalability across diverse operating conditions.
In an exemplary embodiment, the system 100 for switching off a turn-indicator 108 of the vehicle employs the dynamic lookup table to determine threshold values for lean angle and yaw angle based on the vehicle speed. For various discrete vehicle speeds ranging from 10 kmph to 60 kmph, corresponding threshold values are defined for both starting and ending a turn. The thresholds assist the processor 104 in determining whether the vehicle has exited a turn, thereby allowing automatic deactivation of the turn-indicator 108. At a low speed of 10 kmph, the vehicle begins a turn when the lean angle exceeds 8° and the yaw angle exceeds 18°. The turn is considered complete when the lean angle falls below 3° and the yaw angle falls below 12°. This indicates that at lower speeds, even small deviations in body lean and steering (yaw) are sufficient to characterize a turn. At 20 kmph, the lean and yaw angles required to initiate a turn are slightly higher 11° and 19°, respectively. The system recognizes the end of a turn when the lean angle falls below 6° and the yaw angle below 13°. As the vehicle moves faster, the corresponding angular values increase to reflect more aggressive turns. At 30 kmph, the start-turn thresholds are 14° for lean and 20° for yaw, while the end-turn thresholds are 9° and 14°, respectively. At 40 kmph, the processor 104 detects the initiation of a turn when the lean angle exceeds 18° and yaw exceeds 22°. A turn is determined to be complete when the lean and yaw angles fall below 13° and 16°, respectively. Similarly, at 50 kmph, the system uses 19° (lean) and 23° (yaw) to detect a turn initiation, and 14° (lean) and 17° (yaw) to detect turn completion. Finally, at 60 kmph, the processor identifies a turn when lean and yaw angles exceed 20° and 25°, respectively. A turn is considered complete and the signal for deactivating the turn-indicator 108 is generated when the angles fall below 15° and 19°, respectively.
In an embodiment, the speed of the vehicle is determined using at least one of a wheel speed sensor, GPS Speed Sensor, Inertial measurement unit (IMU), or accelerometer.
In an embodiment, the processor 104 is configured to generate a signal to a body control unit 106 to turn off the turn-indicator 108 when the current values of lean angle and yaw angle are determined to be below their respective threshold values. The fall of current value of lean angle and yaw angle below their respective threshold values indicates that the turn manoeuvre has been completed and the vehicle has returned to a substantially straight orientation. Thereafter, processor 104 is configured to generate a control signal to the body control unit 106, whereby upon receiving this signal, the BCU 106 deactivates the active turn indicator 108, without requiring any manual interruption.
In an embodiment, the system 100 for switching off the turn-indicator 108 of the vehicle. The system 100 comprises the at least one sensor 102 configured to sense the current value of linear acceleration and the current value of angular velocity of the vehicle. Further, the system 100 comprises the processor 104 configured to calculate the current value of lean angle and the current value of yaw angle from the current value of linear acceleration and the current value of angular velocity, determine the threshold value of lean angle and the threshold value of yaw angle dynamically, compare the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle and generate the signal to turn off the turn-indicator 108 based on comparison between the current values and the threshold values of the lean angle and the yaw angle. The signal is sent via the body control unit 106 to turn off the turn-indicator 108. Furthermore, the at least one sensor 102 configured to sense the current value of linear acceleration and angular velocity comprises the at least one of Inertial Measurement Unit (IMU), accelerometer, gyroscope, wheel speed sensor, or magnetometer. Furthermore, the processor 104 is configured to calculate the current value of lean angle using the combination of the current linear acceleration along the lateral axis and the current angular velocity about the longitudinal axis of the vehicle. Furthermore, the processor 104 is configured to calculate the current value of yaw angle using the current angular velocity about a vertical axis of the vehicle. Furthermore, the processor 104 is configured to determine the threshold value of lean angle and the threshold value of yaw angle dynamically based on the real-time speed of the vehicle. Furthermore, the speed of the vehicle is determined using the at least one of a wheel speed sensor, GPS Speed Sensor, Inertial Measurement Unit (IMU), or accelerometer. Furthermore, the processor 104 is configured to generate the signal to the body control unit 106 to turn off the turn-indicator 108 when the current values of lean angle and yaw angle are determined to be below their respective threshold values.
Referring to figure 2, in accordance with an embodiment, there is described a method 200 of switching off a turn-indicator of a vehicle. The method 200 starts at a step 202. At the step 202, the method 200 comprises sensing a current value of linear acceleration and a current value of angular velocity of the vehicle, using at least one sensor. At step 204, the method 200 comprises calculating a current value of lean angle and a current value of yaw angle from the sensed value of current linear acceleration and the sensed value of current angular velocity. At step 206, the method 200 comprises determining a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle. At step 208, the method 200 comprises comparing the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle. At step 210, the method 200 generating a signal to turn off the turn-indicator based on comparison between the current values and the threshold values. The method 200 ends at the step 210.
In an embodiment, the method 200 comprises calculating the current value of the lean angle using a combination of the current linear acceleration along a lateral axis and the current angular velocity about a longitudinal axis of the vehicle.
In an embodiment, the method 200 comprises calculating the current value of the lean angle using a combination of the current linear acceleration along a lateral axis and the current angular velocity about a longitudinal axis of the vehicle.
In an embodiment, the method 200 comprises calculating the current value of the yaw angle using the angular velocity about a vertical axis of the vehicle.
In an embodiment, the method 200 comprises determining the threshold value of the lean angle and the threshold value of the yaw angle based on speed of the vehicle, using a lookup table.
In an embodiment, the method 200 comprises generating the signal to turn off the turn-indicator 108 when the current values of both lean angle and yaw angle fall below their respective threshold values
In an embodiment, the method 200 comprises sending the signal to turn off the turn-indicator 108 to a body control unit 106 of the vehicle.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as (but not limited to) enabling context-aware and condition-based control, ensuring that the turn-indicator 108 is turned off only when the vehicle has truly exited the turning state, thereby avoiding premature cancellation. Further, the present disclosure enhances functional safety, user convenience, and system efficiency, making it well-suited for modern vehicles.
It would be appreciated that all the explanations and embodiments of the portable device 100 also applies mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for switching off a turn-indicator of a vehicle, wherein the system (100) comprises:
- at least one sensor (102) configured to sense a current value of linear acceleration and a current value of angular velocity of the vehicle; and
- a processor (104) configured to:
- calculate a current value of lean angle and a current value of yaw angle from the current value of linear acceleration and the current value of angular velocity;
- determine a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle;
- compare the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle; and
- generate a signal to turn off the turn-indicator (108) based on comparison between the current values and the threshold values of the lean angle and the yaw angle.
2. The system (100) as claimed in claim 1, wherein the at least one sensor (102) configured to sense the current value of linear acceleration and angular velocity comprises at least one of Inertial measurement unit (IMU), accelerometer, gyroscope, wheel Speed Sensor, or magnetometer.
3. The system (100) as claimed in claim 1, wherein the processor (104) is configured to calculate the current value of lean angle using a combination of the current linear acceleration along a lateral axis and the current angular velocity about a longitudinal axis of the vehicle.
4. The system (100) as claimed in claim 1, wherein the processor (104) is configured to calculate the current value of yaw angle using the current angular velocity about a vertical axis of the vehicle.
5. The system (100) as claimed in claim 1, wherein the processor (104) is configured to determine the threshold value of lean angle and the threshold value of yaw angle dynamically, using a look-up table, based on the speed of the vehicle.
6. The system (100) as claimed in claim 1, wherein the speed of the vehicle is determined using at least one of: a wheel speed sensor, GPS Speed Sensor, Inertial measurement unit (IMU), or Accelerometer.
7. The system (100) as claimed in claim 1, wherein the processor (104) is configured to generate a signal to a body control unit (106) to turn off the turn-indicator (108) when the current values of lean angle and yaw angle are determined to be below their respective threshold values.
8. A method (200) of switching off a turn-indicator (108) of a vehicle; the method comprising:
- sensing a current value of linear acceleration and a current value of angular velocity of the vehicle, using at least one sensor (102);
- calculating a current value of lean angle and a current value of yaw angle from the sensed value of current linear acceleration and the sensed value of current angular velocity;
- determining a threshold value of lean angle and a threshold value of yaw angle dynamically, based on speed of the vehicle;
- comparing the current value of lean angle and yaw angle with the threshold value of lean angle and yaw angle; and
- generating a signal to turn off the turn-indicator (108) based on comparison between the current values and the threshold values.
9. The method (200) as claimed in claim 8, wherein the method comprises calculating the current value of the lean angle using a combination of the current linear acceleration along a lateral axis and the current angular velocity about a longitudinal axis of the vehicle.
10. The method (200) as claimed in claim 8, wherein the method comprises calculating the current value of the yaw angle using the angular velocity about a vertical axis of the vehicle.
11. The method (200) as claimed in claim 8, wherein the method comprises determining the threshold value of the lean angle and the threshold value of the yaw angle based on speed of the vehicle, using a lookup table.
12. The method (200) as claimed in claim 8, wherein the method comprises generating the signal to turn off the turn-indicator (108) when the current values of both lean angle and yaw angle fall below their respective threshold values.
13. The method (200) as claimed in claim 8 wherein the method comprises sending the signal to turn off the turn-indicator (108) to a body control unit (106) of the vehicle.