Description:FIELD OF THE INVENTION

[0001] The present invention relates to controlling illumination devices in vehicles. More particularly, the present invention relates to a system and a method to monitor an inertial measurement unit for controlling operations of the illumination devices in a vehicle.

BACKGROUND

[0002] The fundamental design of every vehicle, particularly, a two-wheeler incorporates essential safety features in the form of illumination devices, including turn indicator lamps, brake lamps, and headlamps. Such illumination devices may serve crucial roles in ensuring the visibility and signaling intentions of the rider to other road users. Particularly, the two-wheeler is equipped with two pairs of turn indicator lamps, positioned both at the front and rear ends of the two-wheeler, along with a set of brake lamps located at the rear and the headlamp in the front of the two-wheeler. Activation of these illumination devices may solely be dependent on user input, where specific mechanisms are employed to trigger operations of the illumination devices. For instance, a brake sensor integrated into a brake lever mechanism facilitates the activation and deactivation of the brake lamps based on the manipulation of the brake lever. Similarly, control over the turn indicator lamp is managed through a switch located on a handlebar, allowing users to toggle between ON and OFF states to activate or deactivate the turn indicator lamps.
[0003] Despite the effectiveness of these conventional systems, current technologies fall short in terms of providing intelligent and automated control over illumination devices. One notable limitation lies in the inability of existing brake lamps to discern the intensity or urgency of braking manoeuvres. For instance, in scenarios involving rapid or emergency braking, the brake lamps operate in a uniform manner, lacking the capability to convey the severity of the situation to other following vehicles through distinct illumination patterns. Consequently, this deficiency compromises the ability to follow vehicles to accurately gauge the braking dynamics of the two-wheeler, potentially increasing the risk of rear-end collisions.
[0004] Similarly, the absence of automated deactivation of the turn indicator lamps poses another challenge for riders. Current technologies do not offer mechanisms to automatically disengage the turn indicators upon completion of a turn, particularly in two-wheelers, thus necessitating manual intervention by the rider. This oversight not only adds to the cognitive load of the rider but also increases the likelihood of inadvertently leaving the indicators activated, leading to confusion among drivers of other vehicles on the road regarding the rider’s intentions.
[0005] Furthermore, existing solutions have failed to address the need for automatic activation of the illumination devices in response to specific events or circumstances, such as accidents, theft, or towing.
[0006] Additionally, the lack of a modular architecture for controlling illumination devices presents challenges in terms of maintenance and servicing. Without standardized modular components, troubleshooting, and replacing faulty systems become cumbersome tasks, often requiring extensive expertise and resources.
[0007] In conclusion, while traditional illumination devices serve as essential safety features for two-wheelers, their inherent limitations underscore the pressing need for smarter and more responsive solutions.
[0008] Therefore, in view of the problems mentioned above, it is advantageous to provide a method for automatically controlling operations of the illumination devices in the vehicle to overcome the limitations known in the method used in the state of the art and also to provide a system for achieving this method.
SUMMARY

[0009] This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is it intended for determining the scope of the invention.
[00010] To overcome, or at least mitigate, one of the problems mentioned above in the state of the art, there is a requirement for a system and method to manage the functions of at least one illumination device installed in a vehicle. It is preferable to have a robust method of control, which involves monitoring at least one inertial measurement unit (IMU) integrated into the vehicle. This ensures that users have access to more automated and intelligent systems while operating or engaging with the vehicle.
[00011] In an aspect of the present invention, a method for monitoring the at least IMU installed in the vehicle is disclosed. The method includes receiving an IMU value from the at least one IMU, wherein the IMU value is one of an acceleration value, an orientation value of the vehicle in at least one of the axes, a motion value of the vehicle along a longitudinal axis, and a displacement value of the vehicle. Further, the method includes monitoring the IMU value from the at least one IMU for a predefined time duration. Furthermore, the method includes controlling operations associated with the at least one vehicle illumination device installed in the vehicle based on correlating the received IMU value and the predefined time duration, wherein the at least one vehicle illumination device is at least one of a brake lamp, a headlamp, and a turn indicator lamp.
[00012] In another aspect of the present invention, a system for monitoring the at least one IMU installed in the vehicle is disclosed. The system includes a memory and at least one processor in communication with the memory. The at least one processor is configured to receive an IMU value from the at least one IMU, wherein the IMU value is one of an acceleration value, an orientation value of the vehicle in at least one of the axes, a motion value of the vehicle along a longitudinal axis, and a displacement value of the vehicle. Further, the at least one processor is configured to monitor the IMU value from the at least one IMU for a predefined time duration. Furthermore, the at least one processor is configured to control operations associated with at least one vehicle illumination device installed in the vehicle based on correlating the received IMU value and the predefined time duration, wherein the at least one vehicle illumination device is at least one of a brake lamp, a headlamp, and a turn indicator lamp.
[00013] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[00014] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:
[00015] Figure 1 illustrates an environment for an implementation of a system for monitoring an inertial measurement unit (IMU) installed in a vehicle for controlling operations of a vehicle illumination device, according to an embodiment of the present disclosure;
[00016] Figure 2 illustrates a block diagram of the system for monitoring the IMU and controlling the operations of the vehicle illumination device, according to an embodiment of the present disclosure;
[00017] Figure 3 illustrates a detailed block diagram of an electronic computation unit (ECU) of the system for monitoring at least one inertial measurement unit (IMU) and controlling the operations of the vehicle illumination device, according to an embodiment of the present disclosure;
[00018] Figure 4 illustrates a process flow for controlling the operations of the vehicle illumination device related to a brake lamp, by an acceleration sub-module of the system, according to an embodiment of the present disclosure;
[00019] Figure 5 illustrates a process flow for controlling the operations of the vehicle illumination device related to a turn indicator lamp, by an orientation sub-module of the system, according to an embodiment of the present disclosure;
[00020] Figure 6 illustrates a process flow for controlling the operations of the vehicle illumination device related to the turn indicator lamp, by the orientation sub-module of the system, according to an embodiment of the present disclosure;
[00021] Figure 7 illustrates a process flow for controlling the operations of the vehicle illumination device related to the turn indicator lamp, by a motion sub-module of the system, according to an embodiment of the present disclosure;
[00022] Figure 8 illustrates a process flow for controlling the operations of the vehicle illumination device related to the turn indicator lamp, by a displacement sub-module of the system, according to an embodiment of the present disclosure; and
[00023] Figure 9 illustrates a flowchart depicting an exemplary method for monitoring the IMU and controlling the operations of the vehicle illumination device, according to an embodiment of the present disclosure.
[00024] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.
DETAILED DESCRIPTION OF FIGURES
[00025] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[00026] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[00027] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”
[00028] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[00029] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[00030] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[00031] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[00032] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[00033] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.
[00034] Embodiments of the present disclosure disclose a system for monitoring at least one inertial measurement unit (IMU) (hereinafter referred to as the IMU) installed in a vehicle. The components of the disclosed system are configured to control operations of at least one vehicle illumination device (hereinafter referred to as illumination device) while accurately monitoring an IMU value determined by the IMU installed in the vehicle to ensure smarter and more responsive solutions.
[00035] Figure 1 illustrates an environment 100 for an implementation of a system for monitoring the IMU installed in the vehicle for controlling operations of the illumination device, according to an embodiment of the present disclosure.
[00036] In a non-limiting example, the system may be implemented in the vehicle, for instance, any mechanical means of transportation such as automobiles (car), motorcycles, trucks, buses, scooters, motorcycles, and bicycles. In one such embodiment, the present disclosure is explained by implementing the system in the vehicle alternatively referred to as an electric vehicle (EV) within the scope of the present disclosure. The Electric Vehicle (EV) or a battery-powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the EV may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[00037] In construction, an EV 110 typically comprises a battery or battery pack 112 enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger 114, a Motor Controller Unit (MCU), an electric motor 116 and an electric transmission system 118. The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery 112 of the EV 110 (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV 110, wherein the battery 112 is typically charged using the electric current taken from the grid through a charging infrastructure 120. The battery 112 may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger 114 converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger 114 is bypassed, and the current is transmitted directly to the battery 112 via the BMS.
[00038] The battery 112 is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may refer to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve the desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery 112 is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to an Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV 110 using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV 110 without the requirement of a host computer.
[00039] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting the electric motor 116, stopping the electric motor 116, controlling the speed of the electric motor 116, enabling the EV 110 to move in the reverse direction and protect the electric motor 116 from premature wear and tear. The primary function of the electric motor 116 is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV 110. Additionally, the electric motor 116 also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[00040] The transmission system 118 of the EV 110 facilitates the transfer of the generated mechanical energy by the electric motor 116 to the wheels 122a, 122b of the EV 110. Generally, the transmission systems 118 used in EVs 110 include a single-speed transmission system and a multi-speed (i.e., two-speed) transmission system, wherein the single-speed transmission system comprises a single gear pair whereby the EV 110 is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitate higher torque and vehicle speed.
[00041] In one embodiment, all data pertaining to the EV 110 and/or charging infrastructure 120 may be collected and processed using a remote server 124 (known as cloud), wherein the processed data is indicated to the rider/driver of the EV 110 through a display unit present in the dashboard 126 of the EV 110. In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.
[00042] In addition to the hardware components/elements, the EV 110 may be supported with software modules comprising intelligent features including and not limited to navigation assistance, hill assistance, cloud connectivity, Over-The-Air (OTA) updates, adaptive display techniques and so on. The firmware of the EV 110 may also comprise Artificial Intelligence (AI) and Machine Learning (ML) driven modules which enable the prediction of a plurality of parameters such as and not limited to driver/rider behaviour, road condition, charging infrastructures 120/charging grids 120 in the vicinity and so on. The data pertaining to the intelligent features may be displayed through the display unit present in the dashboard 126 of the EV 110. In one embodiment, the display unit may contain a Liquid Crystal Display (LCD) screen of a predefined dimension. In another embodiment, the display unit may contain a Light-Emitting Diode (LED) screen of a predefined dimension. The display unit may be a water-resistant display supporting one or more User-Interface (UI) designs. The EV 110 may support multiple frequency bands such as 2G, 3G, 4G, 5G, and so on. Additionally, the EV 110 may also be equipped with wireless infrastructure such as, and not limited to Bluetooth, Wi-Fi and so on to facilitate wireless communication with other EVs or the cloud. Further, the EV 110 may include a system 128 configured to monitor the IMU (not shown in Figure 1) installed in the EV 110, without departing from the scope of the present disclosure. In an example, the system 128 may be further configured to control the operations of the illumination device (not shown in Figure 1) installed in the EV 110 in response to monitoring the IMU, as will be described in detail further below.
[00043] In an alternative embodiment, the system 128 may alternatively reside in the remote server 124, without departing from the scope of the present disclosure. Further, the system 128 may be configured to transmit the IMU value obtained or acquired from the IMU, to the remote server 124. Additionally, an application installed on a user device (not shown) and in communication with the remote server 124 may display the IMU value and the operations performed for controlling the illumination device. Similarly, the dashboard 126 may also display the IMU value and the operations performed for controlling the illumination device. Further, the constructional and operational details of the system 128 are explained in subsequent paragraphs in conjunction with Figures 2 to 8, without departing from the scope of the present disclosure.
[00044] Figure 2 illustrates a block diagram of the system 128 for monitoring the IMU and controlling the operations of the illumination device, according to an embodiment of the present disclosure. The system 128 may be deployed in the EV 110 to monitor the IMU and control the operations of the illumination device. Accordingly, the system 128 may be in communication with the IMU 202 and the illumination device 204. The system 128 may include, but is not limited to, the electric computation unit (ECU) 206 installed within the EV 110. The ECU 206 may be responsible for controlling various aspects of the vehicle.
[00045] Referring to Figure 2, in an embodiment, the IMU 202 is a device consisting of a 6-axis sensor that integrates both an accelerometer and a gyroscope into a single unit (IMU). The IMU may be adapted to measure various parameters such as an acceleration value, an orientation value, a velocity or a motion value, a displacement value and gravitational forces, while being installed in the EV 110. For instance, the accelerometer in the IMU 202 may measure linear acceleration, enabling the IMU 202 to detect changes in velocity or movement in a specific direction, while the gyroscope measures angular velocity, allowing the IMU 202 to track rotational movements.
[00046] In an aspect of the present invention, implementing IMU 202 in the EV 110 may offer several benefits by providing additional information about the EV’s 110 dynamics and environment. For instance, by monitoring acceleration and deceleration values, the IMU 202 may offer insights into the vehicle’s speed changes, enabling more accurate tracking of the EV’s 110 motion. Additionally, the IMU 202 may detect the completion of turns by analyzing orientation changes, thus helping to improve safety and navigation for riders. Moreover, the IMU 202 may also detect events such as falls or collisions, allowing for rapid response and triggering of safety measures or alerts.
[00047] In a non-limiting example, the EV 110 may include preferably a first IMU 202a and a second IMU 202b. It may be apparent to an ordinary person skilled in the art, that though two IMUs are depicted, the EV 110 may include a plurality of IMUs, without departing from the scope of the present invention. Further, in the example, the first IMU 202a may be installed in the front portion of the EV 110 and the second IMU 202b may be installed in the rear portion of the EV 110. For instance, the first IMU 202a may be housed with front turn indicator lamp packaging and the second IMU 202b may be housed with a brake lamp packaging. In the example, the first IMU 202a and the second IMU 202b may be in communication with the ECU 206.
[00048] In an embodiment, the first IMU 202a and the second IMU 202b while in communication with the ECU 206 may constitute a modular structure. In an aspect of the invention, the modular structure may allow for the easy replacement of the entire structure in case of a defect or malfunction in any component, rather than requiring the disturbance of the entire electrical wiring or installation of the EV 110. In an example, the modular structure may be of two distinct sub-packaging, each strategically placed to optimize the functionality and efficiency of the first IMU 202a and the second IMU 202b while in communication with the ECU 206. In an example, the first sub-packaging may be positioned on a front headstock or handlebar of the EV 110 and integrated with the turn indicator lamp 204c in the front portion of the EV 110. Thus, the first sub-packaging houses the front IMU 202a, connected via wiring alongside a switch input related to the turn indicator lamp 204c in the front portion. Further, in the first sub-packaging wiring the switch input may be routed to the brake lamp 204a or the turn indicator lamp 204c in the rear portion of the EV 110 via the ECU 206. Furthermore, in the example, the second sub-packaging may be positioned at the rear portion of the EV 110, integrated with the brake lamp 204a assembly. The second sub-packaging houses the second IMU 202b, the ECU 206, and a backup battery may be arranged and interconnected. As explained throughout the present disclosure, the ECU 206, may be adapted to interpret and analyze data from the IMU 202 (the first IMU 202a and the second IMU 202b), orchestrating the synchronized operation of the brake lamps 204a and the turn indicator lamp 204c as per the vehicular dynamics. Furthermore, the backup battery may be adapted to power the illumination device 204 and the ECU 206 in case of power supply falters, thus, ensuring uninterrupted functionality. Therefore, the modular structure transcends dependencies on existing vehicular configurations, allowing for seamless integration by merely installing the front indicator lamps and rear tail lamps, thereby automatically accommodating the primary and secondary packaging components.
[00049] In an embodiment, the first IMU 202a and the second IMU 202b, while in communication with the ECU 206, may enhance the accuracy of monitoring the IMU value, thereby precisely controlling the operations of the illumination device 204, as explained in paragraphs hereinafter.
[00050] In an embodiment, the illumination device 204 installed in the EV 110 may be an integral component that ensures visibility and safety for both the driver and other road users. In a non-limiting example, the illumination device 204 may be a brake lamp 204a, a headlamp 204b, and a turn indicator lamp 204c, each of the illumination device 204 may be meticulously positioned and designed to fulfil specific functions in the EV 110.
[00051] In an embodiment, the brake lamp 204a may be typically positioned at the rear portion of the EV 110 and may be adapted to alert following vehicles when a driver or a rider applies the brakes. The primary function of the brake lamp 204a may be to indicate that the EV 110 is slowing down or coming to a halt, thereby reducing the risk of rear-end collisions. For instance, the brake lamp 204a upon activation, emits an illumination pattern such as a bright and rapid increase in brightness or may be blinking instantly, thus, catching the attention of nearby drivers. This sudden increase in luminosity is crucial for effectively conveying the driver’s intention to decelerate, ensuring swift and appropriate responses from others.
[00052] In an embodiment, the headlamp 204b, may be located at the front portion of the EV 110 and may be adapted to provide illumination for the driver’s visibility during low-light conditions, such as at night or in adverse weather conditions.
[00053] In an embodiment, the turn indicator lamp 204c, situated on both the front portion and the rear portion of the EV 110, plays a crucial role in signalling the driver’s intention to turn or change lanes. When activated, the turn indicator lamp 204c may emit the illumination pattern such as a flashing sequence or varied blinking rate, alternating between ON and OFF states, in the direction of the intended turn. The illumination pattern may effectively communicate the driver’s intentions to nearby motorists, cyclists, and pedestrians, facilitating safe and efficient manoeuvring on the road.
[00054] Accordingly, the ECU 206 may be in communication with the illumination device 204. In an embodiment, the ECU 206 may be adapted to control the operations of the illumination device 204 (the brake lamp 204a, the headlamp 204b, and the turn indicator lamp 204c) based on the IMU value acquired from the IMU 202 (the first IMU 202a and the second IMU 202c), as explained in forthcoming paragraphs.
[00055] Figure 3 illustrates a detailed block diagram of the ECU 206 of the system 128 for monitoring the IMU 202 and controlling the operations of the illumination device 204, according to an embodiment of the present disclosure.
[00056] Referring to Figure 3, the ECU 206 of the EV 110 is responsible for monitoring the IMU 202 and controlling the operations of the illumination device 204 of the EV 110, wherein the key elements of the ECU 206 typically include (i) a microcontroller core (or processor unit) or a processor 302; (ii) a memory unit or a memory 304; (iii) a set of modules 306 and (iv) communication protocols including, but not limited to CAN protocol, Serial Communication Interface (SCI) protocol and so on. The sequence of programmed instructions and data associated therewith can be stored in a non-transitory computer-readable medium such as the memory unit 304 or storage device which may be any suitable memory apparatus such as, but not limited to read-only memory (ROM), programmable read-only memory (PROM), electrically erasable programmable read-only memory (EEPROM), random-access memory (RAM), flash memory, disk drive and the like. In one or more embodiments of the disclosed subject matter, non-transitory computer-readable storage media can be embodied with a sequence of programmed instructions for monitoring and controlling the operation of different components of the EV 110.
[00057] The processor 302 may include any computing system which includes, but is not limited to, Central Processing Unit (CPU), an Application Processor (AP), a Graphics Processing Unit (GPU), a Visual Processing Unit (VPU), and/or an AI-dedicated processor such as a Neural Processing Unit (NPU). In an embodiment, the processor can be a single processing unit or several units, all of which could include multiple computing units. The processor 302 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor is configured to fetch and execute computer-readable instructions and data stored in the memory. The instructions can be compiled from source code instructions provided in accordance with a programming language such as Java, C++, C#.net or the like. The instructions can also comprise code and data objects provided in accordance with, for example, the Visual Basic™ language, LabVIEW, or another structured or object-oriented programming language. The one or a plurality of processors control the processing of the input data in accordance with a predefined operating rule or artificial intelligence (AI) model stored in the non-volatile memory and the volatile memory. The predefined operating rule or artificial intelligence model is provided through training or learning algorithms which include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.
[00058] Furthermore, the modules, processes, systems, and devices can be implemented as a single processor or as a distributed processor. Also, the processes, modules, and sub-modules described in the various figures of and for embodiments herein may be distributed across multiple computers or systems or may be co-located in a single processor or system. Further, the modules can be implemented in hardware, instructions executed by a processing unit, or by a combination thereof. The processing unit can comprise a computer, a processor, such as the processor, a state machine, a logic array, or any other suitable devices capable of processing instructions. The processing unit can be a general-purpose processor which executes instructions to cause the general-purpose processor to perform the required tasks or, the processing unit can be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules may be machine-readable instructions (software) which, when executed by a processor/processing unit, perform any of the described functionalities. In an embodiment, the modules may include an acquisition module 310, a monitoring and controlling module 312, and a transmitting module 314. The acquisition module 310, the monitoring and controlling module 312, and the transmitting module 314 may be in communication with each other. The monitoring and controlling module 312 may further include an acceleration sub-module 312a, an orientation sub-module 312b, a motion sub-module 312c, and a displacement sub-module 312c. The data serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules. Exemplary structural embodiment alternatives suitable for implementing the modules, sections, systems, means, or processes described herein are provided below.
[00059] In an embodiment, the IMU 202 while being installed in the EV 110, may be adapted to measure the acceleration value, the orientation value of the EV 110 in the axes, the motion value of the EV 110 along a longitudinal axis, and the displacement value of the EV 110.
[00060] In an example, the acceleration value may be referred to as the measurement or output from accelerometer sensors of the IMU 202. The accelerometer sensors may measure acceleration i.e., a rate of change of the EV’s 110 velocity over time. Thus, the acceleration value typically includes values for acceleration along the three axes of the EV 110, i.e., acceleration along the x-axis (ax), acceleration along the y-axis (ay), and acceleration along the z-axis (ay). Consequently, the acquisition module 310 may be adapted to acquire or receive the acceleration value from the IMU 202.
[00061] In an example, the orientation value may be referred to as the IMU 202 measuring the orientation value of the EV 110 along at least one of its axes, such as along the z-axis. Thus, the orientation value corresponds to determining the EV’s 110 spatial alignment or rotation, typically corresponding to the vertical axis, in relation to a reference point. Thus, the IMU 202 may be adapted to measure the orientation value along the z-axis, providing information about the positioning or rotating of the EV 110 in a horizontal plane. Consequently, the acquisition module 310 may be adapted to acquire or receive the acceleration value from the IMU 202, which may be eventually used to determine a yaw angle, referring to the rotation around the vertical axis (z-axis), representing the EV’s 110 heading or direction of travel.
[00062] In another example, the orientation value of the EV 110 in the axes may be referred to as the IMU 202 measuring the orientation value of the EV 110 along at least one of its axes, such as along the x-axis. In an example, the IMU 202 measures the orientation value of the EV 110 along the x-axis, corresponding to assessing the EV’s 110 tilt or rotation around a lateral axis. Consequently, the acquisition module 310 may be adapted to acquire or receive the orientation value from the IMU 202. In the example, the orientation value of the EV 110 may be eventually used to determine a roll angle, referring to a rotation of the EV 110 around the lateral axis (x-axis), representing the EV’s 110 lateral tilt.
[00063] In an example, the motion value of the EV 110 in the axes may be referred to as the detection and quantification of the EV’s 110 movements or acceleration in the direction of its longitudinal axis, which is typically aligned with the EV’s direction of travel. In the example, the motion value of the EV 110 may correspond to the measurement of acceleration or deceleration of the EV 110 along its forward or backward direction. Consequently, the acquisition module 310 may be adapted to acquire or receive the motion value from the IMU 202. In the example, the motion value of the EV 110 may be eventually used to determine an acceleration along an antiparallel axis of motion i.e., a reverse motion (backward direction) of the EV 110.
[00064] In an example, the displacement value of the EV 110 in the axes may be referred to as the change in position or location of the EV 110 over time. In an example, the displacement value may be an alternative representative of the acceleration value, particularly while the EV 110 is in a key-OFF state. Consequently, the acquisition module 310 may be adapted to acquire or receive the displacement value of the EV 110. In the example, the displacement value of the EV 110 may be eventually used to determine a displacement of the EV 110 in one of the forward direction, the backward direction and lateral direction while the EV 110 is in the key-OFF state. The acquisition module 310 may be in communication with the monitoring and controlling module 312.
[00065] In an embodiment, the monitoring and controlling module 312 may include the acceleration sub-module 312a, the orientation sub-module 312b, the motion sub-module 312c, and the displacement sub-module 312c. The monitoring and controlling module 312 may be adapted to monitor the IMU value acquired by the acquisition module 310 from the IMU 202 for a predefined time duration. Further, the monitoring and controlling module 312 may be adapted to control the operations of the illumination device 204 installed in the EV 110 based on correlating the received IMU value and the predefined time duration. The acquisition module 310 and the monitoring and controlling module 312 may be in communication with the transmitting module 314. The detailed working of the acceleration sub-module 312a, the orientation sub-module 312b, the motion sub-module 312c, and the displacement sub-module 312c is explained with reference to Figure 4-8.
[00066] In an embodiment, the transmitting module 314 may be adapted to transmit a notification to a user device (not shown), a Human Machine Interface (HMI) of the EV 110, and the cloud 124. In an embodiment, the HMI may be the dashboard 126 of the EV 110. In an example, the notification may correspond to the operation performed by controlling the illumination device 204.
[00067] Figure 4 illustrates a process flow for controlling the operations of the illumination device 204 related to the brake lamps 204a, by the acceleration sub-module 312a of the system 128, according to an embodiment of the present disclosure.
[00068] At block 402, the acquisition module 310 may be adapted to receive the IMU value from the IMU 202, wherein the IMU value may be indicative of the acceleration value.
[00069] The monitoring and controlling module 312 may be adapted to receive the acceleration value from the acquisition module 310. Particularly, the acceleration sub-module 312a may receive the acceleration value. In an aspect of the present disclosure, the acceleration sub-module 312a may be adapted to control the operations of the brake lamp 204a.
[00070] At block 404, in an embodiment, the acceleration sub-module 312a may be adapted to integrate the IMU value indicative of the acceleration value (ax, ay, az) from the IMU over time to determine a current vehicle speed or velocity. In an example, the acceleration sub-module 312a may be adapted to determine the current vehicle speed (dt) every 100 milliseconds (ms). For instance, integrating the acceleration values over time using the following equation (1):
vx += ax * dt;
vy += ay * dt;
vz += az * dt;
… (1)
[00071] In the equation (1), vx, vy, and vz represent the velocity (speed) components along the x, y, and z axes respectively. Consequently, the current vehicle speed i.e., total speed of the EV 110 may be calculated (determined) by combining the velocity components along each axis.
[00072] At block 406, the acceleration sub-module 312a may be adapted to determine a change in the vehicle speed value or velocity of the EV 110. In an example, the acceleration sub-module 312a may be adapted to maintain two variables related to speed i.e., the current vehicle speed as determined in the previous step and a first vehicle speed. The first vehicle speed may refer to a past acceleration value representing the speed of the EV 110 that was read before a predefined first time instance, for instance, 1 second ago, while the current vehicle speed may represent the current speed calculated using the acceleration value from the IMU 202.
[00073] Further, to determine the change in the vehicle speed value, the current vehicle speed may be compared or correlated with the first vehicle speed. In an example, the acceleration sub-module 312a may be adapted to calculate the difference between the first vehicle’s speed and the current vehicle’s speed. The difference may indicate the reduction (or increase) in speed over the elapsed time interval.
[00074] At block 408, the acceleration sub-module 312a may be adapted to determine if the change in speed value exceeds a predefined threshold for a predefined time duration. In an example, the predefined threshold may indicate changes in speed, such as rapid acceleration or deceleration. In an example, the predefined time duration refers to the change in speed value sustained over a certain period (time duration) before triggering further actions.
[00075] At block 410, the acceleration sub-module 312a may be adapted to control the operations of the illumination device 204, upon determining that the change in speed value exceeds the predefined threshold for the predefined duration. In an example, the operations may be indicative of adjusting the illumination pattern of the illumination device 204, for instance, the brake lamp 204a. For example, if the EV 110 experiences sudden braking or acceleration, the illumination pattern of the brake lamps 204a may be modified to alert nearby vehicles or pedestrians.
[00076] In a non-limiting example, if the current vehicle speed exceeds 50 km/h or approximately 13.89 m/s and the change in speed value is greater than 5 m/s^2 (the predefined threshold), the acceleration sub-module 312a may be adapted to determine a rapid braking event. Consequently, upon determining the rapid braking event, the ECU 206 (the acceleration sub-module 312a) may initiate a rapid blinking pattern or a higher blinking rate (the illumination pattern) for the brake lamps 204a. In the example, the brake lamps 204a may blink at a rate of 100 ms intervals with a 100% duty cycle. The illumination pattern, i.e., the higher blinking rate, may serve as a visual warning to alert other drivers and pedestrians of the emergency braking situation.
[00077] Further, in another non-limiting example, the ECU 206 in conjunction with the acceleration sub-module 312a may be adapted to correlate the change in speed value, which represents the rate of change of the EV’s 110 speed, with a predefined blinking rate. In the example, this predefined blinking rate may refer to a preset rate at which the brake lamp 204a may blink or flash. The predefined blinking rate may be established beforehand based on certain criteria, such as safety regulations, engineering standards, or design considerations based on safety standards or engineering considerations. Further, based on the correlation between the change in speed value and the predefined blinking rate, the ECU 206 in conjunction with the acceleration sub-module 312a may be adapted to initiate the illumination pattern of the brake lamp 204a. Specifically, a higher change in speed value may trigger the higher blinking rate of the brake lamp. In an aspect of the present disclosure, the correlation may assist in dynamically adjusting the blinking rate (illumination pattern) of the brake lamp 204a in response to variations in the EV’s 110 deceleration. For instance, if the EV 110 experiences a rapid reduction in speed (e.g., due to sudden braking), the change in speed value will be higher, leading to a corresponding increase in the blinking rate or the higher blinking rate (illumination pattern) of the brake lamp 204a. Therefore, by varying the blinking rate of the brake lamp 204a based on the magnitude of the change in speed value, the ECU 206 may enhance the visibility and awareness of the braking manoeuvre to surrounding traffic. The higher blinking rate during rapid deceleration provides a more conspicuous visual signal, helping to alert other drivers and pedestrians to the sudden change in the EV’s speed and potentially preventing collisions.
[00078] Furthermore, in another embodiment, the acceleration sub-module 312a may be adapted to continuously monitor the EV’s 110 speed and determine the change in speed value over time. In an example, if the change in speed value falls below the predefined threshold for the predefined time duration, the acceleration sub-module 312a may be adapted to determine that the EV’s 110 acceleration or deceleration has stabilized or returned to normal levels. Consequently, the acceleration sub-module 312a may be adapted to control the illumination device 204 to terminate the illumination pattern being displayed. For instance, the rapid blinking rate or flashing patterns may be stopped and thereafter the brake lamp 204a (illumination device 204) may return to standard operating mode.
[00079] In the example, the higher blinking rate may continue until the reduction in speed falls below the predefined threshold, for instance, 2 m/s^2. Thus, indicating that the EV 110 has decelerated sufficiently, and the rapid braking event has ended.
[00080] Figure 5 illustrates a process flow for controlling the operations of the illumination device 204 related to the turn indicator lamp 204c, by the orientation sub-module 312b of the system 128, according to an embodiment of the present disclosure.
[00081] At block 502, the acquisition module 310 may be adapted to receive the IMU value from the IMU 202, wherein the IMU value may be indicative of the orientation value. In an embodiment, the IMU value indicative of the orientation value may be received from at least one of the first IMU 202a and the second IMU 202b.
[00082] The monitoring and controlling module 312 may be adapted to receive the orientation value from the acquisition module 310. Particularly, the orientation sub-module 312b may receive the orientation value. In an aspect of the present disclosure, the orientation sub-module 312b may be adapted to control the operations of the turn indicator lamp 204c based on the IMU value received from the first IMU 202a and the second IMU 202b.
[00083] At block 504, in an embodiment, the orientation sub-module 312b may be adapted to determine two angular values - a front angular value and a rear angular value. In an example, the front angular value may refer to the spatial alignment towards a front end of the EV 110 and the rear angular value may refer to the spatial alignment towards a rear end of the EV 110. Further, in the example, the front angular value may be determined based on the orientation value received from the first IMU 202a and the rear angular value may be determined based on the orientation value received from the second IMU 202b.
[00084] The orientation sub-module 312b may be adapted to correlate the front angular value and the rear angular value, to determine a rotational difference between the front end and the rear end of the EV 110.
[00085] At block 506, in an embodiment, the correlation of the front angular value and the rear angular value may result in the orientation sub-module 312b determining a yaw angle value. In an example, the yaw angle value may indicate a degree of rotation or angular displacement of the EV 110 around its vertical axis. Essentially, the yaw angle value may refer to the EV’s 110 rotational movements or change in direction relative to an initial orientation of the EV 110. Consequently, based on the yaw angle value the orientation sub-module 312b may identify specific driving events, such as lane changes and turns. For instance, during a lane change manoeuvre, the EV 110 may undergo a rotational movement around its vertical axis as it transitions from one lane to another. Similarly, while making a turn, the EV 110 may experience the yaw motion as it rotates around its vertical axis to change the EV’s 110 direction of travel. Thus, the yaw angle value may serve as an indicator of the extent of the EV’s 110 rotational movement, reflecting the magnitude of the lane change or a turn. Furthermore, the yaw angle value may correspond to the completion of the turn or the directional change. For instance, once the EV 110 completes the lane change or the turn, the yaw angle value may reach a specific threshold or return to a neutral position, indicating the end of the rotational movement.
[00086] At block 508, the orientation sub-module 312b may be adapted to receive an input indicating activation of the illumination device 204 such as turning ON the turn indicator lamp 204c. Further, the orientation sub-module 312b may be adapted to monitor changes in the yaw angle value over the predefined time duration, to assess the EV’s 110 turning behaviour and directional changes during the activation of the illumination device 204 sustained over a certain period (time duration) before triggering further actions.
[00087] At block 510, the orientation sub-module 312b may be adapted to compare the change in the yaw angle value with a predefined yaw angle threshold. The predefined yaw angle threshold may represent a predetermined value that serves as a reference point for identifying significant turning manoeuvres or directional changes. Consequently, by comparing the change in the yaw angle value with the predefined yaw angle threshold, the orientation sub-module 312b may be adapted to determine whether the EV 110 has undergone a significant turning manoeuvre or directional change. For instance, if the change in the yaw angle value exceeds the predefined yaw angle threshold, it indicates a notable alteration in the EV’s orientation and direction of travel.
[00088] In an example, while driving in a straight line, the yaw angle value may typically be zero (the predefined yaw angle threshold), indicating that the EV 110 is proceeding in a straight path without any significant turning or directional changes. However, when the EV 110 executes manoeuvres such as turning or changing lanes on the road, the front and rear portions of the EV 110 create a yaw angle different from zero. In the example, such deviation of the yaw angle value from zero (the predefined yaw angle threshold) signifies that the EV 110 may have undergone a rotational movement or change in direction. Further, the orientation sub-module 312b may be adapted to continue monitoring the change in the yaw angle value until it is reinstated back to zero. Consequently, reinstatement of the yaw angle value to zero (the predefined yaw angle threshold) may indicate the completion of the turning manoeuvre or directional change, signifying that the EV 110 has returned to a straight path.
[00089] At block 512, the orientation sub-module 312b may be adapted to control the operations of the illumination device 204, based on the monitoring of the change in the yaw angle value in comparison to the predefined yaw angle threshold. In an example, the change in the yaw angle value matching the predefined yaw angle threshold after the predefined time duration may indicate the completion of the turn or the directional change. Consequently, the orientation sub-module 312b may be adapted to deactivate the illumination device 204. In the example, the turn indicator lamp 204c that was activated during the turn may be deactivated, ensuring efficient use of resources and minimizing unnecessary illumination.
[00090] In an example, when the rider of the EV 110 activates the turn indicator switch to signal a turn or lane change, the ECU 206 (the orientation sub-module 312b) may initiate monitoring of the yaw angle value for a duration of 30 seconds (the predefined time duration). As the rider completes the turn or the lane change manoeuvre and the yaw angle value of the EV 110 returns to approximately zero, the ECU 206 (the orientation sub-module 312b) may identify this as a turn-end event i.e., the EV 110 has completed the rotational movement associated with the turn or the lane change and has returned to the straight path. Consequently, upon detecting the turn-end event (yaw angle back to ~0), the ECU 206 (the orientation sub-module 312b) may automatically turn off (deactivate) the turn indicator lamp 204c. Thus, the ECU 206 while using the IMU data from the IMU 202 enhances safety and convenience for the rider by ensuring that the turn indicator lamp 204c is deactivated promptly after completing the turn or lane change. Hence, the system 128 may prevent unnecessary illumination of the turn indicator lamp 204c as well as reducing the risk of confusion and distraction for other road users.
[00091] Figure 6 illustrates a process flow for controlling the operations of the illumination device 204 related to the turn indicator lamp 204c, by the orientation sub-module 312b of the system 128, according to an embodiment of the present disclosure.
[00092] At block 602, the acquisition module 310 may be adapted to receive the IMU value from the IMU 202, wherein the IMU value may be indicative of the orientation value.
[00093] The monitoring and controlling module 312 may be adapted to receive the orientation value from the acquisition module 310. Particularly, the orientation sub-module 312b may receive the orientation value. In an aspect of the present disclosure, the orientation sub-module 312b may be adapted to control the operations of the turn indicator lamp 204c or the headlamp 204b based on the orientation value.
[00094] At block 604, in an embodiment, the orientation sub-module 312b may be adapted to determine the roll angle based on the orientation value. In an example, the roll angle may refer to the rotation of the EV 110 along the longitudinal axis such that the roll angle indicates the tilting or sideways banking of the EV 110 relative to the horizontal plane. In the example, the longitudinal axis extends from the front portion to the rear portion of the EV 110. For instance, if the EV 110 is perfectly upright with no tilt, the roll angle may be equivalent to zero degrees. However, if the EV 110 is tilted to one side, the roll angle may have a non-zero value, thus indicating the degree of tilt. For another instance, if the EV 110 encounters a sharp turn, hits a bump, or experiences a collision that causes the EV 110 to tilt or roll to one side, the roll angle may deviate from zero degrees.
[00095] At block 606, the orientation sub-module 312b may be adapted to monitor a change in the roll angle over the predefined time duration. In an example, the monitoring may include tracking any deviations or alterations in the EV’s 110 tilt or banking motion along the longitudinal axis.
[00096] At block 608, the orientation sub-module 312b may be adapted to determine whether the change in the roll angle exceeds a predefined roll threshold after the predefined time duration elapses. In an example, the predefined roll threshold may serve as a reference value, indicating the maximum allowable deviation in the roll angle that is considered significant. In an example, the predefined time duration may refer to the duration sustained over a certain period before triggering further actions.
[00097] At block 610, the orientation sub-module 312b may be adapted to determine that the change in the roll angle exceeds the predefined roll threshold after the predefined time duration, thus initiating controlling the operations of the illumination device 204. Specifically, the orientation sub-module 312b may trigger the initiation of the illumination pattern for the illumination device 204, such as the headlamp 204b and the turn indicator lamp 204c.
[00098] In an example, the illumination pattern may indicate an activated state and a deactivated state of the turn indicator lamp 204c. In the example, the activated state may persist for a first time duration and similarly the deactivated state may persist for a different time duration, such that a distinctive illumination pattern is generated. In the example, the ECU 206 (the orientation sub-module 312b) may detect a fall of the EV 110 i.e., if the roll angle exceeds the predefined roll threshold for instance, between 55 to 60 degrees. Consequently, as the ECU 206 (the orientation sub-module 312b) determines the fall, i.e., the roll angle exceeding the predefined roll threshold for more than the predefined time duration, for instance, 2 to 5 seconds, the ECU 206 (the orientation sub-module 312b) may automatically engage the turn indicator lamp 204c with an emergency blink pattern. In the example, the emergency blink pattern may correspond to the turn indicator lamp 204c flashing (activated state) on for 300 milliseconds (the first time duration) followed by an off period (deactivated state) of 100 milliseconds (the first time duration). The turn indicator lamp 204c may continue to blink in accordance with the emergency blink pattern until the EV 110 may return to an upright position for the predefined time duration, for instance, at least 60 seconds or until the rider manually deactivates the turn indicator lamp 204c.
[00099] Figure 7 illustrates a process flow for controlling the operations of the illumination device 204 related to the turn indicator lamp 204c, by the motion sub-module 312c of the system 128, according to an embodiment of the present disclosure.
[000100] At block 702, the acquisition module 310 may be adapted to receive the IMU value from the IMU 202, wherein the IMU value may be indicative of the motion value.
[000101] The monitoring and controlling module 312 may be adapted to receive the motion value from the acquisition module 310. Particularly, the motion sub-module 312c may receive the motion value. In an aspect of the present disclosure, the motion sub-module 312c may be adapted to control the operations of the turn indicator lamp 204c based on the motion value received from the first IMU 202a and the second IMU 202b.
[000102] At block 704, in an embodiment, the motion sub-module 312b may be adapted to determine whether the EV 110 is accelerating along the antiparallel axis of motion based on the motion value. The antiparallel axis of motion signifies motion in the opposite direction to the EV’s 110 forward motion, thus indicating a reverse motion of the EV 110.
[000103] At block 706, the motion sub-module 312b may be adapted to continuously monitor a change in the acceleration of the EV 110 along the antiparallel axis of motion for the predefined time duration. In an example, the monitoring includes tracking any deviations or alterations in the EV’s 110 acceleration while moving in the reverse direction.
[000104] At block 708, the motion sub-module 312b may be adapted to determine whether the change in the acceleration of the EV 110 along the antiparallel axis of motion exceeds a predefined acceleration threshold after the predefined time duration elapses. The predefined acceleration threshold may serve as a reference value, indicating the minimum level of the change in acceleration, which may be considered significant for detecting reverse motion.
[000105] At block 710, the motion sub-module 312b may be adapted to determine that the change in the acceleration of the EV 110 along the antiparallel axis of motion exceeds the predefined acceleration threshold after the predefined time duration, thus, the motion sub-module 312b may control the operations of the illumination device 204. In an example, the motion sub-module 312b may trigger the illumination pattern for the illumination device 204, such as the turn indicator lamp 204c, indicating the detection of reverse motion. In an aspect of the present disclosure, the illumination pattern may serve as an alert to other road users related to the EV’s reverse movement, thus enhancing safety by providing clear visual signals.
[000106] In an example, as the IMU 202 may detect acceleration in the reverse direction (antiparallel axis of motion of the vehicle) persisting for more than 5 seconds (predefined time duration), the ECU 206 (the motion sub-module 312b) may determine that the EV 110 may be moving in the reverse direction. In response, the ECU 206 (the motion sub-module 312b) may automatically activate the turn indicator lamp 204c with a distinctive illumination sequence. The distinctive illumination sequence may correspond to an activated state or flashing the turn indicator lamp 204c for a first time duration, for instance, 300 ms followed by a deactivated state or an OFF period for a first time duration, for instance, 300 ms repeatedly. Thus, the distinctive illumination sequence serves as a visual indication to the surrounding traffic of the EV’s 110 backward movement. The turn indicator lamp 204c may continue to illuminate or blink in accordance with the distinctive illumination sequence until either the EV 110 may return to a standstill position or accelerate in the forward direction for more than the predefined time duration, for instance, 5 seconds. Thus, the system 128 ensures that the distinctive illumination sequence may be deactivated once the EV 110 ceases its backward motion or reverse direction motion (antiparallel axis of motion of the vehicle) or resumes forward movement, improving safety on the road.
[000107] Figure 8 illustrates a process flow for controlling the operations of the illumination device 204 related to the turn indicator lamp 204c, by the displacement sub-module 312d of the system, according to an embodiment of the present disclosure.
[000108] At block 802, the acquisition module 310 may be adapted to receive the IMU value from the IMU 202, wherein the IMU value may be indicative of the displacement value.
[000109] The monitoring and controlling module 312 may be adapted to receive the displacement value from the acquisition module 310. Particularly, the displacement sub-module 312d may receive the displacement value. In an aspect of the present disclosure, the displacement sub-module 312d may be adapted to control the operations of the turn indicator lamp 204c based on the IMU value received from the first IMU 202a and the second IMU 202b.
[000110] At block 804, in an embodiment, the displacement sub-module 312d may be adapted to determine whether the EV 110 may be moving forward or backwards, while the EV 110 is in the key-OFF state. In an example, the displacement sub-module 312d may be adapted to determine a displacement based on the displacement value which is an alternative representative of the acceleration value particularly while the EV 110 is in the key-OFF state.
[000111] At block 806, the displacement sub-module 312d may be adapted to determine whether the displacement exceeds a predefined displacement threshold. The predefined displacement threshold may serve as a reference point, indicating the minimum level of displacement considered significant for triggering further actions.
[000112] At block 808, the displacement sub-module 312d may be adapted to determine that the displacement of the EV 110 exceeds the predefined displacement threshold, and thus, the displacement sub-module 312d may be adapted to control the operations of the illumination device 204, such as the turn indicator lamp 204c. In an example, the operations may refer to activating the illumination pattern for turn indicator lamp 204c. In an aspect of the invention, the illumination pattern may provide a visual cue to other road users about the EV’s 110 movement, thus, enhancing safety by ensuring clear signalling in situations where the vehicle’s displacement is beyond the predefined displacement threshold.
[000113] In one such example, as the EV 110 remains stationary and the ignition is turned off (key-OFF state), the ECU 206 may be operated using the backup battery. In the example, the ECU 206 (the displacement sub-module 312d) may be adapted to translate changes in acceleration into values representing the displacement of the EV 110. Further, in the example, as the displacement exceeds the predefined displacement threshold, for instance, 1 to 1.5 meters, the ECU 206 (the displacement sub-module 312d) may automatically activate the turn indicator lamp 204c with the emergency blink pattern, powered by the backup battery. The turn indicator lamp 204c may remain active until either the EV’s ignition is switched ON again or after the predefined time duration, for instance, 2 minutes has elapsed. Thus, the system 128 ensures that other road users may be alerted to the stationary EV’s 110 presence and potential hazard, providing ample warning until normal vehicle operation resumes or a specific time limit is reached.
[000114] In another example scenario, such as theft or unauthorized towing, for instance, one of the wheels of the EV 110 is lifted and the EV 110 may be dragged, resulting in the displacement exceeding the predefined displacement threshold, the system 128 may be adapted to trigger (control the operations) the activation of the turn indicator lamp 204c. Simultaneously, the system 128 may be adapted to send an alert (notification) to the user’s device (not shown), the cloud 124, and the dashboard 126. Thus, in an aspect of the invention, such a proactive response of the system 128 may ensure that appropriate measures are taken promptly in the event of suspicious activity, providing added security and peace of mind for the owner or operator of the EV 110.
[000115] Figure 9 illustrates a flowchart depicting an exemplary method 900 for monitoring the IMU 204 and controlling the operations of the illumination device 204, according to an embodiment of the present disclosure. The method 900 may be a computer-implemented method executed, for example, by the system 128 and the modules 306. For the sake of brevity, the constructional and operational features of the system 128 that are already explained in the description of Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, and Figure 8 are not explained in detail in the description of Figure 9.
[000116] At step 902, the method 900 may include receiving the IMU value from the IMU 202, wherein the IMU value is one of the acceleration value, the orientation value of the EV 110 in at least one of the axes, the motion value of the EV 110 along the longitudinal axis, and the displacement value of the EV 110.
[000117] At step 904, the method 900 may include monitoring the IMU value from the IMU 202 for the predefined time duration.
[000118] At step 906, the method 900 may include controlling the operations of the illumination device 204 installed in the EV 110 based on correlating the received IMU value and the predefined time duration. The illumination device 204 may be at least one of the brake lamp 204a, a headlamp 204b, and the turn indicator lamp 204c.
[000119] While the above-discussed steps in Figures 2-8 are shown and described in a particular sequence, the steps may occur in variations to the sequence in accordance with various embodiments. Further, a detailed description related to the various steps of Figure 9 is already covered in the description related to Figures 2-8 and is omitted herein for the sake of brevity.
[000120] It will be appreciated that the modules, processes, systems, and devices described above can be implemented in hardware, hardware programmed by software, software instruction stored on a non-transitory computer-readable medium or a combination of the above. Embodiments of the methods, processes, modules, devices, and systems (or their sub-components or modules), may be implemented on a general-purpose computer, a special-purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element, an ASIC or other integrated circuit, a digital signal processor, a hardwired electronic or logic circuit such as a discrete element circuit, a programmed logic circuit such as a programmable logic device (PLD), programmable logic array (PLA), field-programmable gate array (FPGA), programmable array logic (PAL) device, or the like. In general, any process capable of implementing the functions or steps described herein can be used to implement embodiments of the methods, systems, or computer program products (software program stored on a non-transitory computer readable medium).
[000121] Furthermore, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program products may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program products can be implemented partially or fully in hardware using, for example, standard logic circuits or a very-large-scale integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[000122] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[000123] List of reference numerals:
Components Reference Numerals
Electric Vehicle or vehicle 110
Battery 112
On-board charger 114
Electric motor 116
Electric Transmission System 118
Charging Infrastructure 120
Wheels 122a, 122b
Remote Server or cloud 124
Dashboard 126
System 128
Inertial Measurement Unit (IMU) 202
First IMU 202a
Second IMU 202b
Vehicle illumination device or Illumination device 204
Brake Lamp 204a
Headlamp 204b
Turn indicator lamp 204c
Electronic Control Unit (ECU) 206
Processor 302
Memory 304
Set of Modules 306
Data 308
Acquisition Module 310
Monitoring and Controlling Module 312
Acceleration Sub-Module 312a
Orientation Sub-Module 312b
Motion Sub-Module 312c
Displacement Sub-Module 312d
Transmitting Module 314
Method 900 , Claims:1. A method (900) for monitoring at least one inertial measurement unit (IMU) (202) installed in a vehicle (110), the method (900) comprising:
receiving (902) an IMU value from the at least one IMU (202), wherein the IMU value is one of an acceleration value, an orientation value of the vehicle (110) in at least one of axes, a motion value of the vehicle (110) along a longitudinal axis, and a displacement value of the vehicle (110);
monitoring (904) the IMU value from the at least one IMU (202) for a predefined time duration; and
controlling (906) operations associated with at least one vehicle illumination device (204) installed in the vehicle (110) based on correlating the received IMU value and the predefined time duration, wherein the at least one vehicle illumination device (204) is at least one of a brake lamp (204a), a headlamp (204b), and a turn indicator lamp (204c).
2. The method (900) as claimed in claim 1, wherein when the IMU value is the acceleration value, the method (900) comprises:
determining a current vehicle speed based on the acceleration value from the at least one IMU (202);
determining a change in speed value of the vehicle (110) based on correlating a first vehicle speed with the current vehicle speed, wherein the first vehicle speed is determined based on a previous acceleration value from the at least one IMU (202) at a predefined first time instance;
determining if the change in speed value exceeds a predefined threshold for the predefined time duration; and
controlling the operations associated with the at least one vehicle illumination device (204) upon a determination that the change in speed value exceeds the predefined threshold for the predefined time duration, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device (204).
3. The method as claimed in claim 2, wherein when the IMU value is the acceleration value, the at least one vehicle illumination device (204) is the brake lamp (204a).
4. The method (900) as claimed in claim 3, wherein initiating the illumination pattern of the brake lamp (204a) comprises:
correlating the change in speed value with a predefined blinking rate; and
initiating the illumination pattern of the brake lamp (204a) based on the correlation such that a higher change in speed value triggers a higher blinking rate of the brake lamp (204a).
5. The method (900) as claimed in claim 2, comprises:
controlling operations associated with the at least one vehicle illumination device (204) upon a determination that the change in speed value is less than the predefined threshold for the predefined time duration, such that the at least one vehicle illumination device (204) terminates the illumination pattern.
6. The method (900) as claimed in claim 1, wherein when the IMU value is the orientation value of the vehicle (110) in the at least one of the axes, the method (900) comprises:
determining a front angular value and a rear angular value based on the orientation value of the vehicle (110);
determining a yaw angle value based on correlating the front angular value and the rear angular value, wherein the yaw angle value indicates a turn or change in direction of the vehicle (110) around a vertical axis;
monitoring a change in the yaw angle value for the predefined time duration in response to receiving an input indicating an activation of the at least one vehicle illumination device (204);
determining, after the predefined time duration, whether the yaw angle value is equivalent to a predefined yaw angle threshold; and
controlling the operations associated with the at least one vehicle illumination device (204) upon a determination that the yaw angle is equal to the predefined yaw angle threshold after the predefined time duration, wherein the operations indicate deactivating the at least one vehicle illumination device (204).
7. The method (900) as claimed in claim 6, comprises:
determining the front angular value based on the orientation value of the vehicle (110) received from a first IMU (202a) installed in a front portion of the vehicle (110); and
determining the rear angular value based on the orientation value of the vehicle received from a second IMU (202b) installed in a rear portion of the vehicle (110).
8. The method (900) as claimed in claim 6, wherein when the IMU value is the orientation value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
9. The method (900) as claimed in claim 1, wherein when the IMU value is the orientation value of the vehicle (110) in the at least one of the axes, the method (900) comprises:
determining a roll angle based on the orientation value, wherein the roll angle is a rotation of the vehicle (110) around a longitudinal axis;
monitoring a change in the roll angle for the predefined time duration;
determining, after the predefined time duration whether the change in the roll angle exceeds a predefined roll threshold; and
controlling the operations associated with the at least one vehicle illumination device (204) upon a determination that the change in the roll angle exceeds the predefined roll threshold after the predefined time duration, wherein the operations indicate initiating an illumination pattern of the at least one vehicle illumination device (204).
10. The method (900) as claimed in claim 9, wherein when the IMU value is the orientation value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
11. The method (900) as claimed in claim 10, wherein the illumination pattern indicates an activated state of the turn indicator lamp (204c) for a first time duration and a deactivated state for a first time duration different from the first time duration, such that a distinctive illumination pattern is generated.
12. The method (900) as claimed in claim 1, wherein when the IMU value is the motion value of the vehicle (110) along a longitudinal axis, the method (900) comprises:
determining that the vehicle (110) is accelerating along an antiparallel axis of motion of the vehicle based on the motion value, wherein the antiparallel axis of motion indicates a reverse motion of the vehicle (110);
monitoring a change in the acceleration of the vehicle (110) along the antiparallel axis of motion for the predefined time duration;
determining, after the predefined time duration, whether the change in the acceleration of the vehicle along the antiparallel axis of motion exceeds a predefined acceleration threshold; and
controlling the operations associated with the at least one vehicle illumination device (204) upon a determination that the change in the acceleration of the vehicle (110) along the antiparallel axis of motion exceeds the predefined acceleration threshold after the predefined time duration, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device (204).
13. The method (900) as claimed in claim 12, wherein when the IMU value is the motion value of the vehicle (110) along the longitudinal axis, the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
14. The method (900) as claimed in claim 13, wherein the illumination pattern indicates an activated state of the turn indicator lamp for a first time duration and a deactivated state for a first time duration different from the first time duration, such that a distinctive illumination sequence is generated.
15. The method (900) as claimed in claim 1, wherein when the IMU value is the displacement value of the vehicle, the method (900) comprises:
determining a displacement of the vehicle (110) in a forward direction or a backward direction based on the displacement value received from at least one of, the at least one IMU (202) installed in a front portion of the vehicle (110) or the at least one IMU (202) installed in a rear portion of the vehicle (110), while the vehicle (110) is in a key-OFF state;
determining whether the displacement value of the vehicle (110) exceeds a predefined displacement threshold; and
controlling the operations associated with the at least one vehicle illumination device (204) upon a determination that the displacement of the vehicle (110) exceeds the predefined displacement threshold, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device (204).
16. The method (900) as claimed in claim 15, wherein when the IMU value is the displacement value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
17. The method (900) as claimed in claim 16, wherein the illumination pattern indicates an activated state of the turn indicator lamp (204c) for a first time duration and a deactivated state for a second time duration different from the first time duration, such that a distinctive illumination pattern of the turn indicator lamp (204c) is generated.
18. The method (900) as claimed in claim 15, comprises:
transmitting a notification to at least one of a user device or a Human Machine Interface (HMI) of the vehicle (110) upon a determination that the displacement of the vehicle (110) exceeds the predefined displacement threshold.

19. The method (900) as claimed in claim 1, wherein receiving an IMU value from the at least one IMU (202) including a first IMU (202a) installed in a front portion of the vehicle (110) and a second IMU (220b) installed in a rear portion of the vehicle (110) respectively, such that an accuracy of monitoring the IMU value increases thereby precisely controlling operations of the at least one vehicle illumination device.

20. A system (128) for monitoring at least one inertial measurement unit (IMU) (202) installed in a vehicle (110), the system (128) comprising:
a memory (304);
at least one processor (302) in communication with the memory (304), the at least one processor (302) is configured to:
receive an IMU value from the at least one IMU (202), wherein the IMU value is one of an acceleration value, an orientation value of the vehicle in at least one of axes, a motion value of the vehicle along a longitudinal axis, and a displacement value of the vehicle (110);
monitor the IMU value from the at least one IMU (202) for a predefined time duration; and
control operations associated with at least one vehicle illumination device (204) installed in the vehicle (110) based on correlating the received IMU value and the predefined time duration, wherein the at least one vehicle illumination device (204) is at least one of a brake lamp (204a), a headlamp (204b), and a turn indicator lamp (204c).
21. The system (128) as claimed in claim 20, wherein when the IMU value is the acceleration value, the at least one processor (302) is configured to:
determine a current vehicle speed based on the acceleration value from the at least one IMU;
determine a change in speed value of the vehicle based on correlating a first vehicle speed with the current vehicle speed, wherein the first vehicle speed is determined based on a previous acceleration value from the at least one IMU at a predefined first time instance;
determine if the change in speed value exceeds a predefined threshold for the predefined time duration; and
control the operations associated with the at least one vehicle illumination device upon a determination that the change in speed value exceeds the predefined threshold for the predefined time duration, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device.
22. The system (128) as claimed in claim 21, wherein when the IMU value is the acceleration value, the at least one vehicle illumination device (204) is the brake lamp (204a).
23. The system (128) as claimed in claim 22, wherein to initiate the illumination pattern of the brake lamp (204a), the at least one processor (302) is configured to:
correlate the change in speed value with a predefined blinking rate; and
initiate the illumination pattern of the brake lamp (204a) based on the correlation such that a higher change in speed value triggers a higher blinking rate of the brake lamp (204a).
24. The system (128) as claimed in claim 21, the at least one processor (302) configured to:
control operations associated with the at least one vehicle illumination device (204) upon a determination that the change in speed value is less than the predefined threshold for the predefined time duration, such that the at least one vehicle illumination device (204) terminates the illumination pattern.
25. The system (128) as claimed in claim 20, wherein when the IMU value is the orientation value of the vehicle (110) in the at least one of the axes, the at least one processor (302) is configured to:
determine a front angular value and a rear angular value based on the orientation value of the vehicle (110);
determine a yaw angle value based on correlating the front angular value and the rear angular value, wherein the yaw angle value indicates a turn or change in direction of the vehicle (110) around a vertical axis;
monitor a change in the yaw angle value for the predefined time duration in response to receiving an input indicating an activation of the at least one vehicle illumination device (204);
determine, after the predefined time duration, whether the yaw angle value is equivalent to a predefined yaw angle value; and
control the operations associated with the at least one vehicle illumination device (204) upon a determination that the yaw angle is equal to the predefined yaw angle value after the predefined time duration, wherein the operations indicate deactivating the at least one vehicle illumination device (204).
26. The system (128) as claimed in claim 25, the at least one processor (302) configured to:
determine the front angular value based on the orientation value of the vehicle (110) received from a first IMU (202a) installed in a front portion of the vehicle (110); and
determine the rear angular value based on the orientation value of the vehicle (110) received from a second IMU (202b) installed in a rear portion of the vehicle (110).
27. The system (128) as claimed in claim 25, wherein when the IMU value is the orientation value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
28. The system (128) as claimed in claim 20, wherein when the IMU value is the orientation value of the vehicle (110) in the at least one of the axes, the at least one processor (302) is configured to:
determine a roll angle based on the orientation value, wherein the roll angle is a rotation of the vehicle (110) around a longitudinal axis;
monitor a change in the roll angle for the predefined time duration;
determine, after the predefined time duration whether the change in the roll angle exceeds a predefined roll threshold; and
control the operations associated with the at least one vehicle illumination device (204) upon a determination that the change in the roll angle exceeds the predefined roll threshold after the predefined time duration, wherein the operations indicate initiating an illumination pattern of the at least one vehicle illumination device (204).
29. The system (128) as claimed in claim 28, wherein when the IMU value is the orientation value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
30. The system (128) as claimed in claim 29, wherein the illumination pattern indicates an activated state of the turn indicator lamp (204c) for a first time duration and a deactivated state for a second time duration different from the first time duration, such that a distinctive illumination pattern is generated.
31. The system (128) as claimed in claim 20, wherein when the IMU value is the motion value of the vehicle (110) along a longitudinal axis, the at least one processor (302) is configured to:
determine that the vehicle (110) is accelerating along an antiparallel axis of motion of the vehicle (110) based on the motion value, wherein the antiparallel axis of motion indicates a reverse motion of the vehicle (110);
monitor a change in the acceleration of the vehicle (110) along the antiparallel axis of motion for the predefined time duration;
determine, after the predefined time duration, whether the change in the acceleration of the vehicle along the antiparallel axis of motion exceeds a predefined acceleration threshold; and
control the operations associated with the at least one vehicle illumination device (204) upon a determination that the change in the acceleration of the vehicle (110) along the antiparallel axis of motion exceeds the predefined acceleration threshold after the predefined time duration, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device (204).
32. The system (128) as claimed in claim 31, wherein when the IMU value is the motion value of the vehicle (110) along the longitudinal axis, the at least one vehicle illumination device (204) is the turn indicator lamp.
33. The system (128) as claimed in claim 32, wherein the illumination pattern indicates an activated state of the turn indicator lamp (204c) for a first time duration and a deactivated state for a second time duration different from the first time duration, such that a distinctive illumination sequence is generated.
34. The system (128) as claimed in claim 1, wherein when the IMU value is the displacement value of the vehicle (110), the at least one processor is configured to:
determine a displacement of the vehicle (110) in a forward direction or a backward direction based on the displacement value received from at least one of, the at least one IMU (202) installed in a front portion of the vehicle (110) or the at least one IMU (202) installed in a rear portion of the vehicle (110), while the vehicle (110) is in a key-OFF state;
determine whether the displacement value of the vehicle (110) exceeds a predefined displacement threshold; and
control the operations associated with the at least one vehicle illumination device (204) upon a determination that the displacement of the vehicle (110) exceeds the predefined displacement threshold, wherein the operations indicate an illumination pattern of the at least one vehicle illumination device (204).
35. The system (128) as claimed in claim 34, wherein when the IMU value is the displacement value of the vehicle (110), the at least one vehicle illumination device (204) is the turn indicator lamp (204c).
36. The system (128) as claimed in claim 35, wherein the illumination pattern indicates an activated state of the turn indicator lamp (204c) for a first time duration and a deactivated state for a second time duration different from the first time duration, such that a distinctive illumination pattern of the turn indicator lamp (204c) is generated.
37. The system (128) as claimed in claim 34, the at least one processor (302) configured to:
transmit a notification to at least one of a user device or a Human Machine Interface (HMI) of the vehicle (110) upon a determination that the displacement of the vehicle (110) exceeds the predefined displacement threshold.

38. The system (128) as claimed in claim 20, wherein receiving an IMU value from the at least one IMU (202) including a first IMU (202a) installed in a front portion of the vehicle (110) and a second IMU (202b) installed in a rear portion of the vehicle (110) respectively, such that an accuracy of monitoring the IMU value increases thereby precisely controlling operations of the at least one vehicle illumination device (204).