Description:AUTOMATIC TURN SIGNAL LAMP OF A VEHICLE
FIELD OF THE INVENTION
[0001] The present disclosure relates to one or more turn signal lamps of a vehicle, and more particularly to a system and method for automatically activating or 5 deactivating one or more turn signal lamps of a vehicle.
BACKGROUND
[0001] The vehicle turn signal lamps, a fundamental feature in automotive design, serve as a critical communication tool between drivers on the road. Its primary 10 function is to provide a clear and visual indication to other road users that the signaling vehicle intends to perform a lane change or execute a turning maneuverer. This communication mechanism is crucial for enhancing overall road safety, as it enables nearby drivers to anticipate and identify the intentions of the signaling vehicle. The common occurrence of drivers forgetting to activate the vehicle turn 15 signal lamp when planning or executing maneuvers, such as lane changes or turns, poses a considerable challenge to effective communication on the road.
[0002] This lapse in signaling often occurs due to various reasons such as driver distraction, carelessness, or a perception of using turn signals as a cumbersome or challenging task. The failure to activate turn signal lamp poses a significant concern 20 as it not only constitutes a violation of traffic laws in most jurisdictions but also holds the potential to lead to accidents. Without proper signaling, other drivers or pedestrians may remain unaware of the signaling driver's intended actions, such as turns or lane changes.
[0003] Further, traditional control systems for turn signal lamps face inherent 25 limitations in adaptability, resulting in less than optimal performance in dynamic traffic scenarios and varied driving conditions. These traditional systems primarily depend on fundamental parameters, including manual activation by the driver or fixed timing mechanisms. Unfortunately, these simplistic approaches lack the flexibility needed to dynamically respond to the complexities of real-time driving 30 environments. Accordingly, the efficacy of turn signal indications is compromised, leaving drivers inadequately equipped to effectively communicate their intentions to other road users in diverse and evolving traffic situations.
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[0004] The inefficiency in timing mechanisms is a significant drawback in conventional turn signal control systems. These systems utilize fixed time intervals for the activation and deactivation of turn signal lamps, regardless of the vehicle's speed, location, or environmental factors. This rigidity may lead to instances where turn signals are either deactivated prematurely, potentially causing confusion among 5 other road users, or left active for an extended duration, leading to unnecessary signaling. Such inefficiencies highlight the need for a more dynamic and context-aware approach to turn signal control.
[0005] Further, when the turn signal lamps remain unnecessarily activated, it not only draws power from the battery but also accelerates its own wear and tear, 10 impacting overall durability. The rider is burdened with the mental task of consistently remembering the turn signal lamps status and manually turning it off, adding an unnecessary cognitive load during the riding experience.
[0006] The conventional turn signal control systems often fail to utilize the data provided by navigation systems, resulting in a lack of coordination between 15 navigation data and turn signal activation. The absence of this relationship may contribute to signaling discrepancies, adding an additional layer of complexity and potential confusion for both the driver and other road users.
[0007] Given these challenges, there is a pressing need for a more efficient and convenient method a clear need for an auto turn signal lamps control system that 20 addresses the deficiencies inherent in traditional approaches, offering a more adaptive, integrated, and conscious solution for enhanced road safety.
[0008] The above information as disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this 25 country to a person of ordinary skill in the art. Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present disclosure and with reference to the drawings. 30
SUMMARY
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[0009] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
[00010] In one of the embodiments of the present disclosure, a method for controlling one or more turn signal lamps of a vehicle. More specifically the method comprising 5 steps of receiving by at least one processor, a navigation data associated with one or more turns. Further, identifying, by the at least one processor, at least one turn signal lamp from the one or more turn signal lamps for controlling based on the navigation data. Furthermore, receiving, by the at least one processor, speed data of the vehicle correlating, by the at least one processor, the speed data of the vehicle and the 10 navigation data. Moreover, controlling, by the at least one processor, the at least one turn signal lamp from the one or more turn signal lamps based on the correlation.
[00011] In one of the embodiments of the present disclosure, correlating comprises: determining a first time instant at which the at least one turn signal lamp from the one or more turn signal lamps is activated. Further, determining a second time instant 15 at which the at least one turn signal lamp from the one or more turn signal lamps is deactivated.
[00012] In one of the embodiments of the present disclosure, the second time instant being determined based on correlation between a current location, lean angle, the navigation data, speed data and acceleration of the vehicle. Further, the second time 20 instant is after the first time instant. Furthermore, the second time instant being determined based on inputs from at least one of a side stand sensor or main stand sensor of the vehicle.
[00013] In one of the embodiments of the present disclosure, the first time instant being inversely proportional to the speed data of the vehicle and directly proportional 25 to traversal distance (D1) of the vehicle. Further, the traversal distance (D1) being defined by a distance between a current location of the vehicle and navigation data associated with one or more turns.
[00014] In one of the embodiments of the present disclosure, controlling, by the at least one processor, comprises activating the at least one turn signal lamp from the 30 one or more turn signal lamps. Further, deactivating the at least one turn signal lamp from the one or more turn signal lamps, based on a first set of conditions and a second set of conditions, respectively.
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[00015] In one of the embodiments of the present disclosure,
the first set of condition comprises: determining, by the at least one processor, if a traversal distance (D1) is less than a predefined traversal distance. Further, determining, by the at least one processor, if the current speed data of the vehicle is less than a first predefined speed of the vehicle. Furthermore, activating, by the at least one processor, the at least one 5 turn signal lamp from the one or more turn signal lamps of the vehicle. Moreover, deactivating, by the at least one processor, the activated at least one turn signal lamp from the one or more turn signal lamps of the vehicle after a predefined first time interval.
[00016] In one of the embodiments of the present disclosure, the second set of 10 condition comprises determining, by the at least one processor, if the lean angle of the vehicle is greater than a predefined lean angle. Further, determining, by the at least one processor, if the current speed data of the vehicle is greater than a second predefined speed of the vehicle. Furthermore, deactivating, by the at least one processor, the activated at least one turn signal lamp from the one or more turn signal 15 lamps of the vehicle after a predefined second time interval.
[00017] In one of the embodiments of the present disclosure, the speed data of the vehicle being retrieved from at least one of one or more speed sensors of the vehicle or from one or more electronic device. Further, the at least one turn signal lamp from the one or more turn signal lamps is controlled based on a lean angle data of the 20 vehicle and the navigation data associated with one or more turns.
[00018] In one of the embodiments of the present disclosure, determining, by the at least one processor, road signs related to the one or more turns using image data for the controlling of the at least one turn signal lamp from the one or more turn signal lamps of the vehicle. Further, controlling, by the at least one processor, the at least 25 one turn signal lamp from the one or more turn signal lamps of the vehicle using usage patterns associated with the navigation data of the one or more turns.
[00019] In one of the embodiments of the present disclosure, determining, by the at least one processor, the vehicle entering a predefined lane using the one or more sensors of the vehicle. Further, deactivating, by the at least one processor, the 30 activated at least one turn signal lamp from the one or more turn signal lamps after the predefined second time interval. Furthermore, the one or more sensors of the vehicle comprising at least one of camera, RADAR (radio detection and ranging), LIDAR (Light Detection and Ranging), SONAR (Sound Navigation and Ranging).
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[00020]
In one of the embodiments of the present disclosure, a toggle switch is used to control the operation of at least one turn signal lamp from the one or more turn signal lamps in case of an emergency or any failure. More specifically, the switch is configured to receive a first input corresponds to a short press of the toggle switch and a second input corresponds to a long press of the toggle switch. Further, upon 5 receiving the first input, the at least one processor is configured to activate the at least one turn signal lamp from the one or more turn signal lamps for a first predefined time and deactivate the at least one turn signal lamp from the one or more turn signal lamps after a second predefined time. Furthermore, upon receiving the second input, the at least one processor is configured to activate the at least one turn signal lamp 10 from the one or more turn signal lamps. Moreover, if a steering angle of the vehicle is greater than a predefined steering angle, deactivating the at least one turn signal lamp from the one or more turn signal lamps.
BRIEF DESCRIPTION OF FIGURES: 15
[00021] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate preferred embodiments of the invention, and together with the general description given above and the detailed description given below, serve to explain features of the invention.
[00022] Figure 1 illustrates a schematic side view of a vehicle, in accordance with an 20 embodiment of the present invention.
[00023] Figure 2 is a flowchart depicting a method for controlling one or more turn signal lamps of a vehicle, in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION 25
[00024] Exemplary embodiments detailing features of the present disclosure in accordance with the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration 30 for implementing exemplary embodiments of the present subject matter. Further, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”,
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“secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, 5 embodiment, variation and/or modification. [00025] The following detailed description refers to the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar elements. While embodiments may be described, modifications, adaptations, and other implementations are 10 possible. For example, substitutions, additions, or modifications may be made to the elements illustrated in the drawings, and the methods described herein may be modified by substituting, reordering, or adding stages to the disclosed methods. Accordingly, the following detailed description does not limit the claimed subject matter. Instead, the proper scope of the claimed subject matter is defined by the 15 appended claims. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are 20 intended to encompass equivalents thereof.
[00026] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, disposed, etc.) are only used to aid the reader's understanding of the present 25 disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer those two elements are directly connected to each other.
[00027] It will also be appreciated that one or more of the elements depicted in the 30 drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular disclosure. Additionally, any signal hatches in the drawings/figures
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should be considered only as exemplary, and not limiting, unless otherwise specifically specified. [00028] The present disclosure introduces a method for controlling one or more turn signal lamps of a vehicle. More specifically the method comprising steps of receiving by at least one processor, a navigation data associated with one or more turns. 5 Further, identifying, by the at least one processor, at least one turn signal lamp from the one or more turn signal lamps for controlling based on the navigation data. Furthermore, receiving, by the at least one processor, speed data of the vehicle correlating, by the at least one processor, the speed data of the vehicle and the navigation data. Moreover, controlling, by the at least one processor, the at least one 10 turn signal lamp from the one or more turn signal lamps based on the correlation.
[00029] The at least one object of the present disclosure is to provide an intelligent method for controlling one or more turn signal lamps in a vehicle, addressing the deficiencies inherent in traditional systems. The present disclosure integrates navigation data associated with upcoming turns, speed data of the vehicle, and other 15 relevant parameters to dynamically control the activation and deactivation of one or more turn signal lamps.
[00030] The at least one object of the present disclosure is to enhance the adaptability and precision of turn signal lamps, ensuring they align with the vehicle's trajectory and real-time speed of the vehicle. By introducing criteria such as traversal distance 20 and predefined speed thresholds, the present disclosure aims to optimize turn signal activation, promoting effective communication with surrounding road users.
[00031] The at least one object of the present disclosure is to overcome the limitations of inefficient timing mechanisms, offering a more dynamic approach to automatically control turn signal lamps of the vehicle. Further, the objective is to 25 bridge the gap between navigation systems and turn signal activation, leveraging the rich data provided by navigation technology. Furthermore, the present disclosure strives to improve road safety by providing a responsive, adaptable, and intelligent turn signal control system that addresses the challenges associated with driver compliance and traditional signalling methodologies. 30
[00032] Figure 1 illustrates a schematic side view of a two wheeled type vehicle (100) herein after referred as vehicle (100), in accordance with an embodiment of the present invention. In one of the embodiments of the present disclosure, the vehicle (100) is a two-wheeled type vehicle, a three wheeled vehicle, a four wheeled vehicle,
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a multi axle vehicle, and the like. In one of the embodiments of the present disclosure the vehicle (100) may be an Electric Vehicle (EV), a Hybrid Electric Vehicle (HEV), an Internal Combustion Engine (ICE) based vehicle and have components suitable for traction. [00033] Fig. 1 illustrates a side view of a vehicle (100) in accordance with an 5 embodiment of the present invention. The vehicle (100) includes a frame assembly (not shown) to support different parts of the vehicle (100). In an upper portion of the frame assembly (not shown), a handlebar assembly (115) is rotatably integrally connected to the steering shaft (not shown). The handlebar assembly (115) is used to steer the vehicle (100) and is connected to a front wheel (185) through the steering 10 shaft (not shown) and a front fork assembly (not shown). An upper portion of the front wheel (185) is covered by a front fender (190) which prevents mud and water from getting deflected towards the steering shaft (not shown). Further, the front fork assembly (195) is supported on the front fender (190) by means of a brace fender (not shown). 15
[00034] In a front portion of the frame assembly (not shown) a fuel tank assembly (120) is arranged immediately behind the handlebar assembly (115) and is disposed over a first power source, for example an internal combustion engine (180). A seat assembly (125) is placed behind the fuel tank assembly (120). The seat assembly (125) includes a front rider seating portion and a pillion rider seating portion. The 20 pillion rider seating portion is placed on the rear part of the frame assembly (not shown), where the rear part of the frame assembly (not shown) is covered by the tail cover assembly (not labelled). Area below the seat assembly (125) and the fuel tank assembly (120) of the vehicle (100) is covered on both sides by a cover frame assembly (170). The cover frame assembly (170) includes the one or more side 25 covers.
[00035] For the safety of the rider and in conformance with the traffic rules, a headlamp assembly (105) that includes a headlamp (110) and front turn signal lamps (140a) are provided in the front portion of the vehicle (100). On the rear portion of the two wheeled vehicle (100) a tail lamp (not labelled) and rear turn signal lamps 30 (140b) are provided on the rear portion of the tail cover assembly (not shown). Above a tail cover assembly (130) and behind the seat assembly (125) a pillion handle (135) is provided for the pillion rider to grab. In one of the embodiments of the present
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disclosure, the vehicle (100) may comprises turn signal lamps in the centre of the vehicle (100) also. [00036] Suspension systems are provided for comfortable steering of the vehicle (100) on the road. A front suspension assembly (195) serves as rigidity component for the front portion of the vehicle (100) just like the frame assembly (not shown). 5 The front suspension assembly (195) clamped to the head tube (not shown) through an upper bracket (not labelled) and a lower bracket (not labelled) is capable of being moved to the left and right. Further, a rear suspension system (160), which is a hydraulic damped arrangement, is connected to the frame assembly (not shown). The rear suspension system (160) comprises of at least one rear suspension (160) 10 preferably disposed centrally in the longitudinal mid plane of the vehicle (100). However, in the vehicle (100) with two rear suspensions, the same may be disposed on the left side and the right side respectively of the vehicle (100).
[00037] The first power source, for example the internal combustion engine (180) is mounted to a front lower portion of the frame assembly (not shown) by means of an 15 engine mounting bracket (not shown). The internal combustion engine (180) is partially covered on the lower side of the internal combustion engine (180) by an engine cover (175). The internal combustion engine (180) is equipped with an exhaust system that includes an exhaust pipe connected to the internal combustion engine (180) and a muffler assembly (155) connected to the exhaust pipe. The 20 muffler assembly (155) extends rearwards along the right side of the rear wheel (150).
[00038] Further, a swing arm (200) extending rearwards is swingably connected to a lower rear portion of the vehicle (100). The rear wheel (150) is rotatably supported at a rear end of the swing arm (200). Power from the internal combustion engine 25 (180) is transmitted to the rear wheel (150) through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel (150). A main stand (165) is provided in between the front wheel (185) and the rear wheel (150) for parking the vehicle (100).
[00039] A rear fender (145) for covering an upper side of the rear wheel (150) is 30 mounted to a rear portion of the vehicle (100) to prevent mud and water splashed by the rotating rear wheel (150) from entering the muffler assembly (155), the internal combustion engine (180) and other parts disposed close by. To enhance the overall aesthetics of the vehicle (100) and to prevent undesired foreign particles from
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entering parts of the vehicle (100), a plurality of rear covers (not labelled) is attached to a rear portion of the frame assembly (not shown). [00040] Figure 2 referring to a flowchart of a method (400) for controlling one or more turn signal lamps
(140a, 140b) of a vehicle (100). The method (400) comprising steps of receiving (202), by at least one processor, a navigation data associated with 5 one or more turns. Further, identifying (204), by the at least one processor, at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) for controlling based on the navigation data. Furthermore, receiving (206), by the at least one processor, speed data of the vehicle (100) and correlating (208), by the at least one processor, the speed data of the vehicle (100) and the navigation data. Moreover, 10 controlling (210), by the at least one processor, the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) based on the correlation. The processors can be such as but not limited to Vehicle Control Unit (VCU), Engine Control Unit (ECU), Motor Control Unit (MCU), Transmission Control Module (TCM), Powertrain Control Module (PCM), Anti-lock Braking System (ABS) 15 Controller, Airbag Control Module (ACM). The navigation data is coming from the GPS enabled vehicle (100) or from the GPS enabled electronic device which is connected to the vehicle (100).
[00041] In one of the embodiments of the present disclosure, the turn signal lamps (140a, 140b) are intricately connected to a communication path, establishing a 20 communicative link with at least one processor either directly integrated into the vehicle (100) or associated with an electronic device connected to the vehicle (100) through either wired or wireless means. This connectivity allows for seamless interaction and data exchange between the one or more turn signal lamps (140a, 140b) and the at least one processor of the vehicle (100) or an external electronic 25 device, enhancing the information pertaining to control one or more turn signal lamps (140a, 140b) of the vehicle (100). The one or more turn signal lamps (140a, 140b), in their general configuration, comprise essential components, including a connection to a power source, a timing circuit or thermal flasher, a signal switch, and multiple illumination sources, collectively forming a comprehensive signalling 30 system.
[00042] Traditionally, the activation of one or more turn signal lamps (140a, 140b) involves a manual process, typically executed by moving a lever between positions indicative of signalling right, signalling left, and off or neutral. However, in the
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present disclosure, which focuses on the automatic control of the one or more turn signal lamps (140a, 140b). This present disclosure represents a departure from the conventional manual activation, introducing a more intelligent and responsive approach to control the one or more turn signal lamps (140a, 140b) of the vehicle (100). This automatic turn signal lamps control mechanism is designed to 5 automatically trigger the one or more turn signal lamps (140a, 140b) based on information, such as navigation and speed data, contributing to enhanced road safety and communication. [00043] In one of the embodiments of the present disclosure, a mechanical switch is incorporated into the turn signal control system to serve as a fail-safe mechanism. 10 This mechanical switch provides an override capability in the event of any electronic or system failures, ensuring that manual control remains available to the driver. This dual-switch configuration adds an extra layer of reliability to the turn signal control system, balancing automation with a manual override to address potential technical issues or unforeseen circumstances. Overall, the integration of automatic control 15 mechanisms and fail-safe features in the turn signal lamps (140a, 140b) represents a significant advancement, promising a more intelligent, reliable, and adaptable signalling system for vehicles.
[00044] In one of the embodiments of the present disclosure, the turn signal control system within the disclosed framework incorporates a thermal flasher or an electronic 20 equivalent. This system includes circuitry specifically designed to induce intermittent blinking patterns in the one or more turn signal lamps (140a, 140b), contributing to the traditional and recognized signalling mechanism. The one or more turn signal lamps (140a, 140b) themselves are not limited to a singular form but encompass a broad range of visual and auditory indicators. This includes but is not 25 limited to incandescent, fluorescent, or other types of light bulbs, as well as modern technologies such as light-emitting diodes (LEDs), speakers, or the like. This diversity in signalling mediums allows for flexibility and adaptation to evolving technologies and user preferences.
[00045] In one of the embodiments of the present disclosure, the turn signal control 30 system is configured to offer multiple turn signals, each serving a distinct purpose. For instance, these signals may be designed to indicate right turns, left turns, or other directional maneuvers, contributing to a comprehensive signalling capability. The inclusion of multiple turn signals aligns with the evolving needs of modern vehicle
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signalling, providing drivers with enhanced communication tools to convey their intentions effectively. [00046] In one of the embodiments of the present disclosure, the placement of one or more turn signal lamps (140a, 140b) is strategically designed to maximize visibility and effectiveness. In various embodiments, one or more turn signal lamps (140a, 5 140b) are positioned at different locations on the vehicle (100), encompassing the front, rear, and sides. This comprehensive distribution ensures that the signalling is visible from various angles, enhancing overall road safety by offering clear indicators to surrounding drivers and pedestrians.
[00047] In one of the embodiments of the present disclosure, the method (400) for 10 controlling one or more turn signal lamps (140a, 140b) of the vehicle (100) discloses an approach to automatically controlling one or more turn signal lamps (140a, 140b) of the vehicle (100) based on navigation and speed data. The method (400) comprises steps of receiving (202) of navigation data associated with one or more turns by at least one processor. This data is integral to understanding the intended path of the 15 vehicle (100), ensuring that the one or more turn signal lamps (140a, 140b) activation aligns with upcoming maneuvers. Further, the at least one processor proceeds to identify (204) at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100), selected based on the received navigation data. This step involves a targeted selection process, enabling the system to focus on the 20 most relevant turn signal lamp for optimal communication with other road users. Furthermore, the at least one processor receives (206) speed data of the vehicle (100), which is a critical parameter influencing the timing and duration of turn signal activation. The integration of speed data adds a dynamic component to the control process, allowing the system to activate at least one turn signal lamp from the one or 25 more turn signal lamps (140a, 140b) of the vehicle (100) based on the velocity of the vehicle (100). Moreover, the at least one processor engages in the correlating step (208), interconnecting the speed data and navigation data to derive a comprehensive understanding of the vehicle's context. This correlation forms the basis for intelligent decision-making regarding turn signal activating at least one turn signal lamp from 30 the one or more turn signal lamps (140a, 140b) of the vehicle (100), ensuring that the signals align with the trajectory and speed of the vehicle (100).
[00048] The final step in the method (400) involves controlling (210) the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle
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(100)
based on the established correlation. The at least one processor leverages the correlated data to make informed decisions on when to activate and deactivate the one or more turn signal lamps (140a, 140b), enhancing the overall synchronization between the vehicle's actions and signaling. This approach goes beyond traditional turn signal control systems, which often lack the adaptability and intelligence to 5 consider both navigation and speed data concurrently. By integrating these parameters, the method (400) aims to provide a more context-aware and effective means of controlling turn signal lamps (140a, 140b) of the vehicle (100), ultimately contributing to enhanced road safety and communication on the part of the signaling vehicle (100). 10 [00049] In one of the embodiments of the present disclosure, the method (400) comprises steps of correlation. The correlation step involves determining two distinct time instants related to the activation and deactivation of the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100). More specifically, the method (400) determines a first time instant, in which the system 15 pinpoints the moment at which the specified turn signal lamp is activated. This aspect is critical in synchronizing the turn signal lamp activation with specific driving conditions, such as the commencement of a turn or lane change, contributing to precise and timely signalling. Further, the method (400) also requires the identification of a second time instant. This second time instant signifies the moment 20 at which the previously activated turn signal lamp is deactivated. The precise determination of both activation and deactivation of the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100) ensures a coherent signalling process and aligning the turn signal usage with the completion of a maneuvers. This control over the activation and deactivation timings of the at least 25 one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100) is especially valuable in optimizing the communication between the signalling vehicle (100) and other road users, enhancing overall road safety and driving efficiency.
[00050] In one of the embodiments of the present disclosure, the method (400) 30 determines the second time instant for deactivating the at least one turn signal lamp. The second time instant is established by considering a correlation between various dynamic parameters of the vehicle (100). These parameters include the current location of the vehicle (100), the lean angle, navigation data, speed data, and
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acceleration of the vehicle (100). The current location of the vehicle (100) serves as an initial step in this correlation, providing spatial context to the turn signal control system. The lean angle of the vehicle (100), indicative of its tilt or inclination during maneuvers, further refines the system's understanding of the ongoing driving dynamics. Further, the navigation data ensures alignment with planned turns or 5 changes in direction, enhancing the relevance of turn signal activation and deactivation. Furthermore, the integration of speed data and acceleration of the vehicle (100) contributes to a holistic understanding of the motion of the vehicle (100). By considering these factors collectively, the method (400) ensures that the determination of the second time instant for deactivating the turn signal lamp is 10 contextually informed by the position, orientation, planned route, speed, and acceleration of the vehicle (100). [00051] In one of the embodiments of the present disclosure, the second time instant is distinctly positioned after the first time instant. Accordingly, introducing a sequential and coordinated timing mechanism to the turn signal control system. This 15 arrangement ensures that the deactivation of the turn signal lamps follows the initial activation of the one or more turn signal lamps (140a, 140b) of the vehicle (100).
[00052] In one of the embodiments of the present disclosure, the determination of the second time instant is influenced by inputs derived from at least one of a side stand sensor or main stand sensor integrated into the vehicle (100). These sensors enable 20 the system to determine whether the vehicle (100) is in a stationary position, particularly during instances where the rider may have come to a complete stop after executing a turn or maneuverer or reached to the parking. Accordingly, the method (400) accounts for the specific operational state of the vehicle (100), allowing for the deactivation of turn signal lamps (140a, 140b) once the vehicle (100) has stabilized 25 after completing a turn and accordingly, will save the power of the vehicle (100) also.
[00053] In one of the embodiments of the present disclosure, the determination of the first time instant is intricately linked to the speed data of the vehicle (100). More specifically, the first time instant is inversely proportional to the speed of the vehicle (100). Accordingly, this will ensure that the activation of turn signal lamps (140a, 30 140b) is more prolonged when the vehicle (100) is moving at slower speeds, offering a measured and context-aware signalling duration. Further, the first time instant is directly proportional to the traversal distance (D1) of the vehicle (100). The traversal distance (D1) is defined as the distance between the current location of the vehicle
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(100) and the navigation data associated with upcoming turns. More specifically, this implies that when the vehicle (100) is farther away from planned turns, the turn signal lamps (140a, 140b) will activate for a longer duration, providing advanced warning to other road users. By incorporating these proportional relationships into the determination of the first time instant, the method (400) ensures a responsive and 5 adaptive signalling mechanism. This approach aligns the signalling duration with the speed of the vehicle (100) which will contribute to enhanced road safety and driving efficiency. [00054] In one of the embodiments of the present disclosure, the at least one processor is tasked with both activating and deactivating the turn signal lamps (140a, 140b) of 10 the vehicle (100) based on specific sets of conditions. The activation occurs under a first set of conditions, while deactivation is contingent upon a second set of conditions. Further, in the first set of conditions for activating the at least one turn signal lamp from the turn signal lamps (140a, 140b), the at least one processor, determines whether the traversal distance (D1) is less than a predefined traversal 15 distance. Additionally, it checks if the current speed data of the vehicle (100) is less than a first predefined speed. If these conditions are met, the at least one processor activates the at least one turn signal lamp from the set of turn signal lamps (140a, 140b). This set of conditions ensures that turn signals are activated when the vehicle (100) is approaching a turn and moving at a speed conducive to signalling. 20 Furthermore, in the second set of conditions for deactivation the activated turn signal lamps (140a, 140b), the at least one processor determines whether the lean angle of the vehicle (100) exceeds a predefined lean angle and if the current speed data of the vehicle (100) is greater than a second predefined speed. If these conditions are met, the at least one processor deactivates the previously activated turn signal lamp after 25 a predefined second time interval. This condition set ensures that turn signals are deactivated after completing a turn and the vehicle (100) has resumed normal driving conditions.
[00055] In one of the embodiments of the present disclosure, the speed data of the vehicle (100) is retrieved from either one or more speed sensors installed within the 30 vehicle (100) or from one or more electronic devices connected with the vehicle (100) either using wired or wireless means. The vehicle (100) also comprises instrumentation cluster where user can receive notification pertaining to the activation or deactivation of the one or more turn signal lamps (140a, 140b) of the
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vehicle (100). Further, the notification may be in the form of audio or visual or communication of thereof. In one of the embodiments of the present disclosure, the notification will be transmitted to the at lease one electronic device of the user which is connected to the vehicle (100). The instrumentation cluster also serves as a crucial component in the vehicle, providing a comprehensive display of essential 5 information to the rider. This information includes key details such as RPM (Revolutions Per Minute), speed, gear indication, fuel level, and various tell-tales. The communication within the vehicle's system is facilitated through protocols like CAN (Controller Area Network), LIN (Local Interconnect Network), and hardwire communication. Further, the instrumentation cluster also integrates Bluetooth 10 functionality, enabling features such as navigation, phone calls, message notifications, and music streaming. The instrumentation cluster is designed with built-in drivers that enable the interface with various switch inputs. Additionally, the cluster can receive input from sensors, contributing to a more dynamic and responsive interaction with the vehicle's systems. 15 [00056] In one of the embodiments of the present disclosure, a Double Pole Double Throw (DPDT) toggle switch with an auto return to the initial position is integrated in the handlebar of the vehicle (100). This switch is designed to provide a dual functionality by sending different signals depending on the user's interaction with it. The DPDT configuration implies that the switch has two sets of contacts, allowing it 20 to control two separate circuits or functions. The dual functionality of the switch involves sending distinct signals based on the user's action. If the switch is pressed momentarily, it sends one type of signal. On the other hand, if the user presses and holds the switch for a longer duration, it sends a different signal. In case of an emergency or failure one or more turn signal lamps (140a, 140b) can be operated 25 using this switch. More specifically, when the user toggles the switch, a microcontroller receives an enable signal, triggering the initiation of the lane change function. In this operation, the one or more turn signal lamps (140a, 140b) is designed to automatically turn off after a predefined duration of time interval. Additionally, when the one or more turn signal lamps (140a, 140b) switch is toggled and held for 30 a specific duration, the system activates the course change function, introducing a dynamic and responsive feature to the control mechanism of the vehicle (100). Further, the primary function of the DPDT toggle switch is to close a circuit, when interfaced with a controller, it takes on the role of a signal generator. A quick press
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of the DPDT toggle switch is interpreted as one type of signal, while a press-and-hold action is recognized as a different signal. This distinction allows the switch to generate two distinct signals, enabling the performance of two different functions without the need for additional circuits or devices. [00057] In one of the embodiments of the present disclosure, a toggle switch such as 5 but not limited to a Double Pole Double Throw (DPDT) toggle switch assumes a critical role in controlling the operation of at least one turn signal lamp from the one or more turn signal lamps (140a, 140b). This functionality is particularly designed to address emergency situations or system failures or during lane change or maneuverer or the like. The toggle switch is engineered to interpret two distinct inputs: a first 10 input corresponding to a short press (i.e., 2 to 5 seconds) and a second input corresponding to a long press (i.e., 6 to 10 seconds). Further, upon receiving the first input (i.e., short press), the at least one processor is configured to initiate the activation
the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) for a predefined duration (i.e., first predefined time). Furthermore, the 15 at least one processor is programmed to deactivate the activated turn signal lamp after another predefined duration (i.e., second predefined time). This feature ensures that the turn signal is automatically turned off after a brief period, enhancing the efficiency of signalling during emergency scenarios or system malfunctions. Furthermore, upon receiving the second input (i.e., long press), the at least one 20 processor is configured to activate the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) without an automatic deactivation mechanism. Additionally, if the steering angle of the vehicle (100) surpasses a predefined value while the turn signal lamp is active, the at least one processor is programmed to deactivate the activated turn signal lamp. This safety feature ensures that the turn 25 signal is promptly turned off when a significant steering maneuverer is detected, preventing potential confusion or misinterpretation by other road users. The steering angle is the angle between the centerline of the front wheel (185) and the vertical axis of the vehicle (100). It is the angle that the front wheel (185) makes with the vertical axis when viewed from the front of the vehicle (100). The steering angle is 30 adjustable and is used to control the direction of the vehicle (100). The steering angle sensors are used to determine the steering angle of the vehicle (100). These sensors measure the position of the steering wheel relative to the “dead-ahead” position and the rate at which steering inputs are made by the rider. The steering angle sensor
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reports this information back to the control such as but not limited to ECU via the serial communication system. [00058] In one of the embodiments of the present disclosure, the activation and deactivation of at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) is determined on the basis of lean angle data of the vehicle (100) and 5 the navigation data associated with planned turns. Accordingly, the method (400) will consider the vehicle's tilt during turns (lean angle) and its position in relation to navigation instructions. Therefore, by incorporating lean angle data, the m enethod (400)sures that turn signals lamps are activated and deactivated in sync with thevehicle's manoeuvres, providing accurate signalling that aligns with the driver's10 intended actions. The lean angle is the angle between the centerline of the vehicle(100)and the vertical axis. It is the angle that the vehicle (100) makes with thevertical axis when viewed from the side. The inclinometers sensors are used todetermine the lean angle of a vehicle (100). The inclinometers sensors are located inthe control such as but not limited to Engine Control Unit (ECU) of the vehicle and15 use accelerometers to measure the angle of the vehicle (100) relative to the ground.
[00059] In one of the embodiments of the present disclosure, the method (400) determines the road signs related to upcoming turns. The at least one processor performs this determination by analyzing image data, allowing the system to understand and interpret road signs associated with the planned turns. This 20 integration of image data enhances the system's adaptability and responsiveness, contributing to more accurate activation and/or deactivation of the one or more turn signal lamps (140a, 140b) of the vehicle (100).
[00060] In one of the embodiments of the present disclosure, the method (400) determines the patterns associated with navigation data. The at least one processor, 25 controls the at least one turn signal lamp of the one or more turn signal lamps (140a, 140b) of the vehicle (100) by analyzing usage patterns derived from the navigation data related to the planned turns. More specifically, the system will adapt its signalling behaviour based on historical data and patterns associated with specific routes. By incorporating usage patterns, the turn signal control becomes more 30 predictive and attuned to the driver's habits, offering a personalized and efficient signalling mechanism.
[00061] In one of the embodiments of the present disclosure, the at least one processor determines the entry of the vehicle (100) into a predefined lane by utilizing one or
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more sensors integrated into the vehicle. The one or more sensors include, but are not limited to, cameras, RADAR (radio detection and ranging), LIDAR (Light Detection and Ranging), SONAR (Sound Navigation and Ranging), Lean angle sensor, Steering angle sensor, Global Positioning System (GPS). The predefined lane detection is a valuable feature for ensuring accurate and timely deactivation of turn 5 signal lamps. Once the predefined second time interval has elapsed, the activated turn signal lamp is deactivated, contributing to efficient signalling practices. In one of the embodiments of the present disclosure, the one or more sensors can also be used for activation and/or deactivation of the one or more turn signal lamps (140a, 140b) of the vehicle (100). 10 [00062] The disclosed method for controlling one or more turn signal lamps of a vehicle presents several advantages. Firstly, it incorporates navigation data associated with turns, allowing for a more intelligent and context-aware turn signal activation. The correlation between vehicle speed and navigation data further refines the control, ensuring that turn signals are activated and deactivated based on real-15 time driving conditions. This not only enhances road safety but also contributes to the overall efficiency of turn signal usage. The additional feature of determining specific time instants for turn signal activation and deactivation based on the correlation between location, lean angle, navigation data, speed data, and acceleration provides a nuanced and adaptive control mechanism. This ensures that 20 turn signals respond dynamically to the vehicle's behaviour, minimizing the chances of premature deactivation or unnecessary signalling. The method's consideration of factors such as traversal distance, speed, and lean angle in the control process contributes to improved accuracy and relevance in turn signal activation. By factoring in these conditions, the method becomes more robust and capable of 25 adapting to diverse driving scenarios, enhancing overall safety and communication on the road. Furthermore, the integration of a toggle switch allows for user-friendly control, with short and long presses enabling different functionalities. The automatic deactivation after a predefined time and the manual deactivation based on a steering angle threshold add layers of safety and convenience, addressing situations where 30 the rider may forget to turn off the signal.
[00063] The method also provides an advantage by addressing power consumption concerns associated with turn signal lamps. Traditionally, when turn signal lamps are manually activated and unintentionally left on, they continue drawing power from
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the vehicle's battery, leading to power loss. This continuous power drain not only impacts the overall efficiency of the vehicle's electrical system but can also contribute to anxiety for the user. The disclosed method also involves intelligent control of turn signal lamps based on various factors such as navigation data, speed, and user inputs, the system ensures that the turn signal lamps are activated and 5 deactivated in a timely manner. This means that unnecessary power consumption by the turn signal lamps is minimized, ultimately leading to power savings for the vehicle. The reduction in power loss serves a dual purpose. Firstly, it contributes to improved energy efficiency and the overall performance of the vehicle. Secondly, it directly addresses the user's concerns and anxieties related to the turn signal lamps. 10 Users often worry about accidentally leaving their turn signals on, and the proposed method alleviates this concern by automatically managing the turn signal activation and deactivation process. As a result, the overall riding experience becomes smoother, more efficient, and less stressful for the user, contributing to an enhanced overall riding experience. 15 [00064] The method as discloses in the present disclosure is a non-trivial combination of components and design elements, making it less likely to be considered an obvious development as it represents a unique and potentially innovative approach to the method that may offer benefits not readily apparent to a person skilled in the art. More specifically, the integration of navigation data will allow the system to identify 20 and control turn signal lamps based on upcoming turns. This goes beyond traditional methods that rely solely on manual input or basic vehicle conditions, offering a significant improvement over traditional approach. The method involves not only the speed data but also factors like current location, lean angle, and acceleration. This comprehensive approach to correlation enhances the precision of turn signal control, 25 ensuring that the system responds to various dynamic conditions of the vehicle. Further, determining specific time instants for turn signal activation and deactivation. The utilization of these time-based criteria, especially in relation to vehicle parameters and navigation data, adds a layer of sophistication to the control mechanism. The correlation between time instants and diverse data inputs, makes the 30 method more adaptive to real-world scenario. Furthermore, an inversely proportional relationship between the first time instant and speed data, and a directly proportional relationship with traversal distance. This mathematical correlation based on vehicle dynamics and navigation data adds an adaptive element to the method. The dual
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functionality of the toggle switch, allowing for two distinct functions without the need for additional devices or circuits. This simplifies the control mechanism while providing a nuanced and adaptable way to activate and deactivate turn signal lamps based on user inputs. In view of the same, the present disclosure as discussed above are not routine, conventional, or well understood in the art, as the claimed steps 5 enable the following solutions to the existing problems in conventional technologies. [00065] The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. It will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein 10 without departing from the spirit and scope of the invention.
[00066] Non-limiting and non-exhaustive embodiments of the invention are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. It should be appreciated that the following figures may not be drawn to scale. 15
[00067] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary 20 skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Therefore, it is intended that the present invention is not limited to the particular embodiment disclosed, but that the present invention will include all embodiments falling within the scope of the appended claims. 25
[00068] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those 30 skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated
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and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-5 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. , Claims:We Claim:
1.A method (400) for controlling one or more turn signal lamps (140a, 140b) of avehicle (100), the method (400) comprising steps of:
receiving (202), by at least one processor, a navigation data associated with one 5 or more turns;
identifying (204), by the at least one processor, at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) for controlling based on the navigation data;
receiving (206), by the at least one processor, speed data of the vehicle (100); 10
correlating (208), by the at least one processor, the speed data of the vehicle (100) and the navigation data; and
controlling (210), by the at least one processor, the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) based on the correlation. 15
2.The method (400) for controlling the one or more turn signal lamps (140a, 140b) ofthe vehicle (100) as claimed in claim 1, wherein correlating comprises: determininga first time instant at which the at least one turn signal lamp from the one or moreturn signal lamps (140a, 140b) is activated and determining a second time instant atwhich the at least one turn signal lamp from the one or more turn signal lamps (140a,20 140b) is deactivated.
3.The method (400) for controlling the one or more turn signal lamps (140a, 140b) ofthe vehicle (100) as claimed in claim 2, wherein the second time instant beingdetermined based on correlation between a current location, lean angle, the25 navigation data, speed data and acceleration of the vehicle (100).
4.The method (400) for controlling the one or more turn signal lamps (140a, 140b) ofthe vehicle (100) as claimed in claim 2, wherein the second time instant is after thefirst time instant.30
5.The method (400) for controlling the one or more turn signal lamps (140a, 140b) ofthe vehicle (100) as claimed in claim 2, wherein the second time instant being
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determined based on inputs from at least one of a side stand sensor or main stand sensor of the vehicle (100).
6. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 2, wherein the first time instant being inversely 5 proportional to the speed data of the vehicle (100) and directly proportional to traversal distance (D1) of the vehicle (100), wherein the traversal distance (D1) being defined by a distance between a current location of the vehicle (100) and navigation data associated with one or more turns.
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7. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 1, wherein controlling, by the at least one processor, comprises activating the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) and deactivating the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b), based on a first set of conditions and 15 a second set of conditions, respectively.
8. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 7, wherein the first set of condition comprises:
determining, by the at least one processor, if a traversal distance (D1) is less 20 than a predefined traversal distance;
determining, by the at least one processor, if the current speed data of the vehicle (100) is less than a first predefined speed of the vehicle (100); and
activating, by the at least one processor, the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100). 25
9. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 8, wherein deactivating, by the at least one processor, the activated at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100) after a predefined first time interval. 30
10. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 8, wherein the second set of condition comprises:
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determining, by the at least one processor, if a lean angle of the vehicle (100) is greater than a predefined lean angle;
determining, by the at least one processor, if the current speed data of the vehicle (100) is greater than a second predefined speed of the vehicle (100); and
deactivating, by the at least one processor, the activated at least one turn 5 signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100) after a predefined second time interval.
11. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 1, wherein the speed data of the vehicle (100) 10 being retrieved from at least one of one or more speed sensors of the vehicle (100) or from one or more electronic device.
12. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 1, wherein the at least one turn signal lamp 15 from the one or more turn signal lamps (140a, 140b) is controlled based on a lean angle data of the vehicle (100) and the navigation data associated with one or more turns.
13. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of 20 the vehicle (100) as claimed in claim 1, wherein determining, by the at least one processor, road signs related to the one or more turns using image data for the controlling of the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100).
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14. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 1, wherein controlling, by the at least one processor, the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) of the vehicle (100) using usage patterns associated with the navigation data of the one or more turns. 30
15. The method (400) for controlling the one or more turn signal lamps (140a, 140b) of the vehicle (100) as claimed in claim 10, wherein determining, by the at least one
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processor, the vehicle (100) entering a predefined lane using the one or more sensors of the vehicle (100);
deactivating, by the at least one processor, the activated at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) after the predefined second time interval; and wherein the one or more sensors of the vehicle (100) 5 comprising at least one of camera, RADAR (radio detection and ranging), LIDAR (Light Detection and Ranging), SONAR (Sound Navigation and Ranging) Lean angle sensor, Steering angle sensor.
16.The method (400) for controlling the one or more turn signal lamps (140a, 140b) of10 15 20 25
the vehicle (100) as claimed in claim 1, wherein controlling, by a toggle switch, the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b), comprising steps of:receiving a first input, wherein the first input corresponds to a short press of the toggle switch; receiving a second input, wherein the second input corresponds to a long press of the toggle switch; wherein upon receiving the first input, the at least one processor is configured to activate the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) for a first predefined time and deactivate the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b) after a second predefined time; wherein upon receiving the second input, the at least one processor is configured to activate the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b); and if a steering angle of the vehicle (100) is greater than a predefined steering angle, deactivating the at least one turn signal lamp from the one or more turn signal lamps (140a, 140b).