Description:FIELD OF THE INVENTION

[0001] The present invention relates to an integrated safety and comfort system for a vehicle and in particular to a system that provides real-time protection and convenience to one or more occupants of a vehicle by detecting and responding to potential hazards and discomfort conditions occurring during travel.

BACKGROUND OF THE INVENTION

[0002] A vehicle is a primary mode of transportation for passengers across varied terrains and road conditions. While traveling, passengers are often subjected to sudden movements, vibrations, and unpredictable jolts caused by changes in road surface, sharp turns, or abrupt braking. These conditions can lead to discomfort, fatigue, and in certain cases, health-related issues such as dizziness or nausea.

[0003] The problem is further amplified during long-distance travel or journeys over uneven terrain, where repeated exposure to such motion can result in reduced travel comfort and, in some instances, increased risk of injury in the event of sudden impacts. Depending on the route being traversed, factors such as uneven surfaces, road obstructions, traffic congestion, and adverse weather can cause abrupt changes in vehicle motion, increasing the likelihood of passenger discomfort or potential harm.

[0004] In scenarios involving sudden manoeuvres or unexpected obstacles, passengers may experience a loss of balance or unsafe postures that can further heighten the risks associated with travel. Individuals sensitive to motion-related disturbances may face additional challenges, including the onset of symptoms that, if left unaddressed, can worsen over the course of the journey.

[0005] US20180111506A1 discloses a vehicle safety system and method is provided for preventing heat related injuries in hot cars. The system includes a sensor, to sensing the presence of a child or animal in a stationary vehicle; and a controller, configured to issue an alert in response to the detection of the presence of the child or animal in the vehicle. The controller may also be for controlling a change in temperature in the vehicle in response to detection of the presence of the child or animal in the vehicle.

[0006] US20050248187A1 discloses an automotive vehicle seating comfort system for providing heating, cooling, ventilation or a combination thereof to an individual in an automotive car seat. The system typically includes an insert, a blower and a tubular structure for providing fluid communication between the insert and blower for providing ventilation and/or cooling for the individual. Preferably, the insert includes a heater or heater layer for providing heat for the individual.

[0007] Conventionally, many systems have been introduced in the field of transportation aimed at improving passenger comfort or ensuring safety. However, such existing systems often operate in isolation, focusing solely on one aspect, such as basic comfort or collision protection.

[0008] These existing systems typically respond only after discomfort or an incident has occurred, rather than predicting and mitigating these issues in prior. Furthermore, conventional methods lack the ability to assess a passenger’s condition in real time or to implement immediate corrective measures to maintain comfort and prevent harm during travel.

[0009] In order to overcome the aforementioned drawbacks, there exists a need in the art to develop a system that provides an effective approach for passenger safety and comfort in a vehicle. In addition, the developed system should be capable of detecting potential sources of discomfort or danger in prior, responding with minimizing their impact, and maintaining a safe and stable environment for passengers throughout the journey.

OBJECTS OF THE INVENTION

[0010] The principal object of the present invention is to overcome the disadvantages of the prior art.

[0011] An object of the present invention is to develop a system that is capable of enhancing travel comfort by actively minimizing unwanted movement experienced by user during travel.

[0012] Another object of the present invention is to develop a system that is capable of reducing motion related discomfort through early detection of user’s physical state and automatic adjustment of environmental conditions.

[0013] Another object of the present invention is to develop a system that is capable of proactively adapting to upcoming road conditions to prevent sudden jolts or instability during the journey.

[0014] Another object of the present invention is to develop a system that is capable of providing timely warnings about potential hazards ahead to allow users to prepare for possible disturbances.

[0015] Another object of the present invention is to develop a system that is capable of safeguarding the user’s head and body against impacts or collisions, even before contact occurs, through predictive safety measures.

[0016] Another object of the present invention is to develop a system that is capable of preventing accidental exposure of body parts to external hazards while the vehicle is in motion.

[0017] Yet another object of the present invention is to develop a system that is capable of offering immediate user-controlled emergency responses, including signalling distress and initiating safe deceleration when needed.

[0018] The foregoing and other objects, features, and advantages of the present invention will become readily apparent upon further review of the following detailed description of the preferred embodiment as illustrated in the accompanying drawings.

SUMMARY OF THE INVENTION

[0019] This summary is provided to introduce concepts related to an integrated safety and comfort system for a vehicle designed to improve one or more users comfort, minimize motion-related discomfort, and provide comprehensive safety features for protection against potential collisions, impacts, and hazardous conditions. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

[0020] The present invention relates to an integrated safety and comfort system for a vehicle that provides accessibility to a user for experiencing enhanced travel comfort through active stabilization and simultaneous safeguarding against motion-related discomfort, physical impacts, and environmental hazards. In addition, the system further predicts impending travel conditions and protect the user from injury.

[0021] In an aspect of the instant invention, an integrated safety and comfort system for a vehicle includes a cabin constructed inside the vehicle accommodate at least one user, the cabin is having at least one stabilised seats to provide protection to the user from unwanted motion to enhance comfort of the user, each seat is mounted on a three-axis gimbal platform controlled via a stabilisation module receiving inputs from a set of IMUs, wherein a first IMU is installed at the vehicle’s centre of gravity and a second IMU is installed beneath each seat to provide motion feedback for precise compensation of undesired movement.

[0022] In an aspect of the present invention, a stabilization module determines the required seat position based on IMU data and actuates the gimbal platform to counter undesired motion. A motion sickness detection unit is mounted within the vehicle to detect signs of motion sickness using an IR sensor for skin temperature monitoring, a camera for facial recognition and expression analysis, and a VOC sensor for detecting nausea-indicating compounds.

[0023] In an aspect of the instant invention, a motion sickness countering module uses this data to position the seat in an upright orientation, activate an air blower to regulate skin temperature, and trigger a sensory response unit comprising a scent diffuser for dispensing calming fragrance and lighting elements for soft illumination.

[0024] In another aspect of the present invention, a road monitoring unit is provided with a tri-axis accelerometer and a LiDAR sensor positioned towards the front chassis to detect contours of the impending road ahead. The stabilisation module uses the detected contour to proactively actuate the gimbal platforms and reposition the seats in advance. An alert unit generates audible warnings regarding detected road conditions prior to deployment of protective elements.

[0025] In yet another aspect of the present invention, a head protection unit is integrated in the upper inner surface of the cabin, comprising a plurality of air cushions housed in a sealed chamber with a spring-loaded door, inflated via an inflator upon predicted head collision. A collision sensing unit, including an IR sensor for measuring head-to-roof distance and load sensors in each seat for weight shift detection, operates in synchronisation with the first IMU to trigger deployment.

[0026] In a further aspect of the instant invention, a hand safety unit is installed with an opening of the vehicle to prevent a user’s hand from extending into hazardous areas. The hand safety unit includes an ultrasonic proximity sensor, an optical sensor, and an extendable curtain stored in a box with a spring-loaded lid, slid ably deployed via sliding units along the lateral portions of the opening.

[0027] In another aspect of the present invention, a crash detection module processes IMU data to determine high-likelihood crash events and deploys a crash protection arrangement integrated with each seat. The crash protection arrangement comprises a compartment in the upper inner cabin surface housing a concave framework extendable via a drawer arrangement to partially enclose the user.

[0028] In a variant of the present invention, a securing arrangement integrated with each seat fastens the user through belts extending from rollers within seat recesses, deployed upon actuation of a seat-integrated knob. A sensing means including a weight sensor and optical sensor determines user body dimensions for belt length adjustment.

[0029] In another variant of the present invention, further incorporates an emergency button to activate external red LEDs signalling an emergency, a first toggle installed within the cabin to confirm user boarding, and a second toggle installed within the cabin to initiate an emergency halt of the vehicle through gradual deceleration.

[0030] While the invention has been described and shown with particular reference to the preferred embodiment, it will be apparent that variations might be possible that would fall within the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0031] These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:
Figure 1 exemplarily illustrates an isometric view of an integrated safety and comfort system for a vehicle;
Figure 2 exemplarily illustrates a perspective view of a cabin associated with the system; and
Figure 3 exemplarily illustrates another perspective view of a crash protection arrangement and a head protection unit installed at inner upper surface of the cabin associated with the system in deployed state.

DETAILED DESCRIPTION OF THE INVENTION

[0032] The following description includes the preferred best mode of one embodiment of the present invention. It will be clear from this description of the invention that the invention is not limited to these illustrated embodiments but that the invention also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the invention is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention as defined in the claims.

[0033] In any embodiment described herein, the open-ended terms "comprising," "comprises,” and the like (which are synonymous with "including," "having” and "characterized by") may be replaced by the respective partially closed phrases "consisting essentially of," consists essentially of," and the like or the respective closed phrases "consisting of," "consists of, the like.

[0034] As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.

[0035] The present invention relates to an integrated safety and comfort system for a vehicle that is accessed by a user during travel to experience reduced motion-induced discomfort, enhanced crash protection, and secured seating. In addition, the system determines various physiological and environmental parameters of the users, predicts possible hazards through real-time monitoring, thereby ensuring a safe and pleasant travel experience.

[0036] Figure 1, an isometric view of an integrated safety and comfort system for a vehicle is illustrated, comprising a cabin 106 constructed with a vehicle, first IMU 101 installed at a centre of gravity of the vehicle, a tri-axis accelerometer 102 and a LiDAR (light detection and ranging) sensor 103 installed towards a front portion of a chassis of the vehicle, a plurality of red LEDs (light emitting diodes) 104 located on an external surface of the vehicle, and an alert unit 105 installed within the vehicle.

[0037] Figure 2, a perspective view of a cabin 106 associated with the system is illustrated, comprising one or more actively stabilised seats 201 installed in the cabin 106, each of the seats 201 is attached within the cabin 106 by means of a three-axis gimbal platform 202, a second IMU 204 installed underneath each of the seats 201, an IR sensor 205, a camera 206, a VOC (volatile organic compound) sensor 207, a scent diffuser 203 integrated within the cabin 106, a plurality of lighting elements 208 mounted along surfaces of the cabin 106, an air blower 209 installed within the cabin 106, a load sensor 210 installed in each of the seats 201, an ultrasonic proximity sensor 211 installed with the opening and an optical sensor 212 integrated with the opening, an extendable curtain 213 installed with the opening, a box 214 having a spring-loaded lid 215, attached above the opening, slid ably deployed across the opening, by means of a pair of sliding unit 216 integrated along lateral portions of the opening, a belt 217 extending from a roller 218 integrated in a recess provided along each lateral portion of the seat 201, a knob 219 integrated with the seat 201, a weight sensor 220 integrated in the seat 201, an optical sensor 221 embedded in the seat 201, a first toggle 222 mounted in the cabin 106, a second toggle 223 installed in the cabin 106, an emergency button 224 disposed within the vehicle.

[0038] The present invention pertains particularly to an integrated safety and comfort system for a vehicle, which comprises a cabin 106 incorporated within the vehicle to accommodate one or more users. In an embodiment, the cabin 106 includes a plurality of actively stabilized seats 201. In an exemplary embodiment, the cabin 106 includes two actively stabilized seat 201 at its rear portion to accommodate the users. Each of the seats 201 are attached within the cabin 106 via a three-axis gimbal platform 202 to mitigate undesired motion of the seats 201 during travel to enhance comfort of the one or more users.

[0039] In an embodiment, a first toggle 222 is installed within the cabin 106 at a position easily accessible to the seated user. The first toggle 222 is installed on a side panel, dashboard, or with an armrest. The first toggle 222 is configured as a one-position switch, represents a confirmed boarding status.

[0040] In an embodiment of the present invention, the first toggle 222 operates as a simple electromechanical switch, designed to complete an electrical circuit depending on its position. The first toggle 222 consists of an external actuator lever, a pivoting armature, a spring-loaded return arrangement, and a pair of conductive contacts housed within an insulated enclosure (not shown in the figure). When the first toggle 222 is in the initial “not ready” position, the internal contacts remain separated, keeping the circuit open and preventing the flow of current.

[0041] On pressing or flipping the first toggle 222 into the “ready” position, the actuator lever transfers motion to the internal armature, causing it to pivot against the spring force. This pivoting movement pushes the conductive element into alignment with the stationary contacts, closing the circuit. As the contacts touch, an electrical pathway is established between the first toggle’s output terminals, allowing a low-voltage signal to be transmitted to a control unit associated with the system.

[0042] In an illustrative scenario, a user boards the vehicle, sits in their designated seat 201, and presses the first toggle 222 upward to signal readiness. The first toggle’s change of state is recorded by the control unit. The first toggle 222 itself does not initiate any automatic locking, propulsion, or stabilisation, it simply functions as a straightforward user-operated preparation indicator.

[0043] In another embodiment of the present invention, a push button is employed for confirming the one or more users boarding. The push button typically consists of a button cap which is the visible rounded part of the button that the user presses. When the user pushes the push button, it pushes down a plunger, which is a small rod or a cylinder. Inside the push button, there are electrical contacts made of electrical materials alike metal. When the user presses the push button, it completes the electrical circuit, allowing current to flow and triggering the user’s readiness to enable boarding.

[0044] Each seat 201 of the vehicle is provided with a securing arrangement designed to hold and fasten the user in a stable position during normal operation as well as in emergency conditions. The securing arrangement ensures that the occupant remains safely restrained within the seat 201 structure, thereby minimizing displacement and injury during sudden braking, sharp manoeuvres, or collision events. The securing arrangement comprises a belt 217 configured to extend from a roller 218 that is integrated within a recess provided along each lateral portion of the seat 201. This recessed design conceals the roller 218 housing when not in use, contributing to both passenger comfort and seat 201 ergonomics. The roller 218 is equipped with a spring-loaded spool that keeps the belt 217 under constant tension, allowing smooth extension and automatic retraction when not engaged.

[0045] In an embodiment of the present invention, the belt 217 itself is constructed from high-tensile woven fibers such as polyester or nylon, capable of withstanding significant impact forces while maintaining flexibility for user comfort. The belt 217 is guided through a slot in the recess and extends outward toward the occupant, enabling it to be drawn across the torso and lap region of the user. In an embodiment of the present invention, on the opposite side of the seat 201, the belt 217 interfaces with a locking buckle assembly (not shown in figure) that interconnects the belt 217 ends around the user. The buckle is designed with a quick-release latch, allowing the user to disengage the securing arrangement easily after use. In addition, the buckle is reinforced with a load-bearing steel tongue and locking pawl, ensuring that once fastened, it remains securely latched even under sudden force.

[0046] In an embodiment of the present invention, the roller 218 within the recess incorporates an inertia-sensitive locking assembly. This locking assembly is designed to allow free belt 217 movement during gradual extension or retraction but immediately locks the belt 217 spool if the seat 201 experiences a rapid deceleration or tilt, such as during a crash or rollover.

[0047] Deployment of the securing arrangement is user-controlled through a knob 219 integrated with the seat 201. When actuated, the knob 219 engages a small electromechanical actuator within the roller 218, which forces the belt 217 to extend outward from the recess in a controlled manner. This eliminates the need for manual pulling by the occupant and ensures that the belt 217 is always deployed in proper orientation.

[0048] Once extended, the belt 217 is drawn across the user and connected into the buckle, securing the user in position. At this point, the roller 218 maintains a mild retraction force, ensuring that the belt 217 remains snug against the user’s body without causing discomfort. In an embodiment of the present invention, the roller 218 is also capable of tightening the belt 217 slightly upon actuation of the knob 219, ensuring an adaptive fit based on user preference.

[0049] In an alternate embodiment, the knob 219 may be electronically interfaced with the control unit, allowing automatic tightening or release of the securing arrangement in response to detected crash conditions, emergency stops, or user safety overrides.

[0050] Each seat 201 is equipped with a sensing means to automatically adapt the securing arrangement to the bodily dimensions of the occupant to ensure that the length of each belt 217 deployed for fastening is according to the size and build of the user, thereby providing both comfort and safety, thereby eliminating the need for manual adjustments and ensures that the restraint remains snug yet comfortable for different users.

[0051] The sensing means employs a weight sensor 220 integrated within the seat 201 base. The weight sensor 220 is typically a load cell or strain-gauge-based pressure transducer that detects the overall mass of the occupant sitting on the seat 201. When the user sits down, the weight sensor 220 generates an analog or digital signal corresponding to the applied load. This weight data provides a baseline reference for identifying the approximate body type of the occupant, such as a child, adult, or larger individual.

[0052] Complementing the weight sensor 220, the sensing means also comprises an optical sensor 221 embedded in the seat 201. In a preferred embodiment of the present invention, the optical sensor 221 may function using infrared or structured light projection to scan portions of the user’s body, such as shoulder width, torso length, or hip positioning, without causing discomfort.

[0053] In an embodiment of the present invention, the optical sensor 221 may be positioned at the seat 201 backrest or at lateral edges to achieve a more comprehensive profile of the occupant’s bodily dimensions.

[0054] Data collected from both the weight sensor 220 and the optical sensor 221 is transmitted to a local processing unit or directly to the control unit. In an embodiment of the present invention, a fusion protocol processes the weight information together with the dimensional profile from the optical sensor 221 to determine the ideal belt 217 length and positioning, which ensures that the belts 217 are neither too tight nor loose, which could cause discomfort or restrict breathing, nor too loose, which would reduce safety effectiveness.

[0055] Once the bodily dimensions of the user are analysed, the sensing means relays control signals to the roller 218 of the securing arrangement. This deployment occurs seamlessly as the user sits, providing an automatic and personalized fastening experience without requiring manual adjustment. In addition to belt 217 length adjustment, the sensing means also influence other safety parameters. For example, in the case of a child, the control unit may reduce belt 217 retraction force to prevent excessive pressure on the torso. Conversely, for a heavier adult, the control unit ensures a firmer belt 217 tension to guarantee restraint effectiveness. The optical sensor 221 further adds a safety layer by detecting anomalies such as improper seating posture or partial occupancy (e.g., when a child is seated on one edge of the seat). In such cases, the control unit adjust deployment or even prevent vehicle operation until proper seating and belt 217 fastening are ensured.

[0056] A set of IMUs (inertial measurement units) installed in different positions within the vehicle to continuously detect the vehicle’s motion and provide data for stabilising the seats 201. The IMU is an electronic component that measures acceleration, angular velocity, and sometimes orientation, enabling the control unit to analyse exactly how the vehicle is moving in real time. These detections are important because any sudden or uneven movements such as bumps, swerves, or tilts may cause discomfort to seated one or more uses. By detecting these movements quickly, the IMUs provide the control unit the information to adjust the seat 201 position through the gimbal platform 202 and for smooth travelling.

[0057] Internally, each inertial measurement unit (IMU) is built from a combination of sensors, most commonly MEMS (Micro-Electro-Mechanical Systems) accelerometers and MEMS gyroscopes, and in some cases, magnetometers. The accelerometers detect changes in linear acceleration along three perpendicular axes (X, Y, and Z), while the gyroscopes measure angular velocity around those axes. By continuously sampling these values at high frequency, the IMU generates a precise stream of raw motion data. A built-in processing circuit inside the IMU applies sensor fusion protocols to combine acceleration and rotation readings, producing a stable estimate of the orientation and motion state.

[0058] In an embodiment, the set of IMUs includes two types of placements for different purposes. The first IMU 101 is installed at the centre of gravity of the vehicle. This location is chosen because it gives the most accurate and balanced reading of the vehicle’s overall motion, unaffected by localized vibrations from specific parts of the vehicle. This IMUs captures movements such as forward acceleration, braking, cornering, and pitching or rolling of the entire vehicle. These readings act as the main reference for detecting the vehicle’s motion profile.

[0059] The first IMU 101, located at the vehicle’s centre of gravity, operates as the main reference sensor. Its accelerometers detect vehicle-wide movements such as forward acceleration when the vehicle speeds up, deceleration during braking, or vertical acceleration when passing over a bump. Simultaneously, its gyroscopes detect angular rotations, such as roll when the vehicle leans into a turn or pitch when climbing or descending a slope.

[0060] A controller inside the first IMU 101 filters out short-term vibrations from the engine or road noise, outputting smooth and accurate movement data. This processed data is then transmitted to the control unit as the baseline of the vehicle to actuate the gimbal platform 202 to stabilise the seat 201 against undesired movement.

[0061] A stabilisation module is integrated with the control unit, specifically designed to process vehicle motion data from the first IMU 101 and calculate the precise seat 201 orientation required to counteract undesired vehicle movement. The stabilisation module operates as the decision-making element between the first IMU 101 and the gimbal platform 202, ensuring that seat 201 adjustments are both timely and accurate.

[0062] In an embodiment of the present invention, the stabilisation module comprises a controller that is capable of handling real-time data processing, as well as dedicated signal conditioning circuits to filter and normalize incoming data from the first IMU 101. The stabilisation module having a plurality of protocols that includes proportional integral derivative (PID) control, adaptive filtering, and sensor fusion logic that determine the optimal seat 201 orientation in response to detected vehicle motion and allow the gimbal platform 202 to rotate.

[0063] The three-axis gimbal platform 202 is a mechanical component designed to allow controlled rotation of the seat 201 around three perpendicular axes pitch (forward/backward tilt), roll (side-to-side tilt), and yaw (rotation around the vertical axis). The platform 202 is typically built with three nested frames or rings, each dedicated to one axis of rotation. The outermost frame is fixed to the cabin 106 floor, the middle frame is mounted inside the outer frame to provide rotation for one axis, and the innermost frame is mounted inside the middle frame to provide rotation for another axis. The seat 201 itself is fixed to the innermost frame, which also contains the final rotational unit for the third axis.

[0064] Each axis of the gimbal platform 202 is actuated by a dedicated electric motor, coupled with a precision gear train or belt 217 arrangement to control angular movement with high accuracy. The motors are connected to motor controllers that receive positioning commands from the control unit. To ensure precise orientation, each axis is fitted with a rotary encoder that continuously measures its rotation and sends this feedback to the control unit.

[0065] In operation, the control unit calculates the target seat 201 orientation based on readings from the first IMU 101. When a movement command is issued, the motor controllers drive the respective motors to rotate their gimbal rings until the encoders confirm that the desired position has been reached. Because the axes are mechanically independent but electronically coordinated, the platform 202 executes complex compound movements, for example, tilting forward while simultaneously rotating sideways without mechanical binding.

[0066] Stability and smoothness are achieved through closed-loop control. If the first IMU 101 detect an unexpected motion such as a sudden jolt from hitting a pothole, the control unit instantly adjusts the motor commands, causing the gimbal platform 202 to counter-tilt and absorb the disturbance. For example, if the vehicle leans to the left (roll), the gimbal platform 202 tilts the seat 201 slightly to the right, keeping the passenger’s torso in a stable, upright orientation. This real-time adjustment happens within milliseconds, making the stabilisation almost imperceptible to the user while significantly reducing discomfort.

[0067] In one embodiment, the seat 201 is mounted on a hydraulic or pneumatic actuation platform 202 that uses multiple cylinders arranged in a tripod or quad configuration. By extending and retracting these cylinders in a coordinated manner, the control unit controls the pitch, roll, and height of the seat 201. Hydraulic actuators offer high load capacity and smooth motion, while pneumatic actuators provide faster response for smaller adjustments. This type of arrangements controlled by proportional valves linked to the control unit, which uses IMU data to modulate fluid flow and maintain seat 201 stability.

[0068] In another embodiment of the present invention, the seat 201 is mounted on a Stewart platform 202, also known as a hexapod, which consists of six extendable actuators connected between a fixed base and a movable top plate. By precisely adjusting the length of each actuator, the seat 201 is moved in all six degrees of freedom, pitch, roll, yaw, surge, sway, and heave, which offers very fine control over seat 201 orientation and position.

[0069] In a further embodiment, the seat 201 is supported using magnetic levitation, where a set of electromagnets or magnetic bearings suspend and stabilise the seat 201 without physical contact. The first IMU 101 detect seat 201 movement in three axes, and the control unit modulates the magnetic fields to counteract undesired motion. This arrangement eliminates mechanical friction and wear, potentially increasing long-term reliability.

[0070] In yet another embodiment, the seat 201 is supported on a flexible suspension arrangement using coil springs or elastomer mounts combined with active dampers. The dampers are electronically controlled to counteract detected motion by adjusting damping force in real time.

[0071] In addition, a second IMU 204 is installed directly underneath each seat 201. These second IMU 204 serve a different purpose, it provides control feedback by measuring the seat’s own movement in response to both the vehicle’s motion and the adjustments made by the gimbal platform 202. The second IMU 204, mounted underneath each seat 201, work on the same sensing principle but are tuned for local seat 201 motion measurement rather than whole-vehicle movement. The second IMU 204 detect how the seat 201 is actually moving in three dimensions, capturing both intentional movements caused by the gimbal platform 202 and unintended vibrations from the road. The second IMU 204 sends gathered data to the control unit, which compares it to the reference data from the first IMU 101.

[0072] This feedback allows the control unit to compare the seat’s actual position and motion with the desired stabilised position calculated by the control unit. The first IMU 101 detects how the entire vehicle is moving, while the second IMU 204 fine-tune the stabilisation for seat 201 individually. By combining the readings from the first IMU 101 and the second IMU 204, the control unit makes highly precise and immediate adjustments against unwanted movement. For example, if the vehicle makes a sharp turn, the first IMU 101 detect the turning motion, and the control unit command the gimbal to counteract the tilt. The second IMU 204 under the seat 201 then verify whether the tilt has been corrected as intended.

[0073] Meanwhile, the stabilisation module receives raw or pre-processed motion readings from the first IMU 101, which represents the overall movement of the vehicle. By comparing these two inputs, the stabilisation module identifies the magnitude and direction of any undesired movement being transferred to the seat 201. For example, if the first IMU 101 detects a 5° roll to the left, but the second IMU 204 reports that the seat 201 has rolled 3° to the left, the stabilisation module calculates that a corrective 3° roll to the right is required to neutralize the seat 201 position.

[0074] Once the required position is determined, the stabilisation module converts this target orientation into motor control signals for the gimbal platform 202. This involves translating desired angular changes into precise commands for each axis of the gimbal pitch, roll, and yaw ensuring that movements are smooth and coordinated to avoid jolting the passenger. The stabilisation module operates in a closed-loop manner, continuously updating its commands based on live feedback from the second IMU 204 until the seat 201 reaches and maintains the desired stabilised orientation.

[0075] In an embodiment of the present invention, the stabilisation module may include predefined motion profiles stored in its memory to handle different driving conditions. For example, a “comfort mode” might prioritize gentle, gradual seat 201 adjustments, while a “performance mode” might apply faster, more aggressive counter-movements to keep the seat 201 perfectly level during sharp manoeuvres. These profiles might be selected manually by the user.

[0076] A crash detection module configured with the control unit and continuously processes sensor data received from the IMUs via a processor connected with detection module. These IMUs measure sudden changes in acceleration, angular velocity, and orientation, providing real-time data streams to the control unit. The control unit runs a crash-likelihood determination module, which evaluates sensor data to detect abnormal conditions such as rapid deceleration, sharp angular displacement, or high-impact lateral forces indicative of an imminent crash. By applying predictive thresholds and pattern recognition, the control unit distinguishes between normal driving disturbances (e.g., potholes, hard braking) and events that represent a high likelihood of crash.

[0077] Upon identification of such a condition, the crash detection module immediately transmits an activation signal to a crash protection arrangement integrated with each of the vehicle seats 201. The crash protection arrangement is designed to provide localized safety to each occupant by deploying a protective enclosure around them, thereby minimizing the risk of bodily harm during collision. Each crash protection arrangement comprises a compartment 301 securely attached with the inner upper surface of the cabin 106, aligned vertically above each seat 201. (as illustrated in Fig 3.)

[0078] The compartment 301 is compact and concealed during normal operation, ensuring it does not interfere with cabin 106 aesthetics or passenger comfort. Within the compartment 301, a concave framework 302 is installed and is optimized to match the natural curvature around the upper torso and head of the occupant, providing a semi-enclosure that absorbs and redistributes impact energy. The concave framework 302 is coupled with a drawer arrangement 303 that enables its controlled extension from the compartment 301. The drawer arrangement 303 typically includes sliding rails, actuators, and locking assemblies. When activated, a motorized or pyrotechnic actuator drives the framework 302 outward along the rails, extending its downward from the compartment 301 to partially enclose the user.

[0079] During deployment, the concave framework 302 is positioned to form a shield around the upper body and head of the user, without fully restricting mobility or access to breathing space. The protective enclosure reduces direct exposure to hard cabin 106 surfaces and mitigates whiplash or head impacts by creating a cushioned protective barrier. Once deployed, the framework 302 locks into position via integrated latches, preventing collapse under impact forces. After the crash event, the framework 302 retracted, allowing the seat 201 to return to normal use. In some embodiments, the drawer arrangement 303 may be resettable, enabling multiple uses after servicing.

[0080] In an embodiment of the present invention, a motion sickness detection unit, installed within the vehicle, specifically monitors the one or more user’s physiological and behavioural indicators to determine whether they are experiencing motion sickness. The motion sickness detection unit includes an IR sensor 205, camera 206 and VOC 207 (volatile organic compound) sensor, each targeting a different indicator of motion sickness. The IR sensor 205, positioned to maintain a clear line-of-sight to the passenger’s forehead or exposed skin areas. The motion sickness detection unit is pre-fed with machine learning for accurate classification.

[0081] The IR (infrared) sensor 205 works on the principle of thermal radiation measurement. The IR sensor 205 works on the principle of thermal radiation detection, where the skin naturally emits infrared radiation that is invisible to the human eye. The sensor contains a thermopile or photodiode array that absorbs this radiation and converts it into an electrical signal. This electrical signal is then processed by a built-in amplifier and digitized through an analog-to-digital converter. The processed data indicates even minor temperature changes on the user’s skin surface, which reflects blood circulation variations often linked to nausea. For example, when a user starts feeling motion sickness, peripheral blood flow can reduce, leading to a subtle drop in skin temperature that the IR sensor 205 quickly detects.

[0082] The camera 206 configured for facial recognition is employed to capture facial expressions of the user that may be symptomatic of discomfort. In a preferred embodiment of the present invention, the camera 206 uses an image sensor to record high-resolution frames of the user’s face under varying cabin 106 lighting. The captured images are analysed by embedded protocols that detect facial landmarks such as eyes, lips, and jawline. The recognition protocol further processes these landmarks to identify micro-expressions, like lip tightening, eye strain, or facial pallor, which are characteristic of motion sickness. For instance, if the user shows repeated frowning, eye closure, or mouth tension, the control unit interprets these as early cues of uneasiness. The internal processing thus transforms raw visual data into actionable insights about the user’s condition.

[0083] On the other hand, the The VOC 207 (volatile organic compound) sensor is responsible for detecting the presence of compounds in the air that indicate nausea. The VOC 207 sensor typically consists of a Nano gas sensing element made from a metal oxide semiconductor layer. This layer is typically heated to an optimal operating temperature where oxygen ions get adsorbed on its surface. When VOC 207 molecules from the user’s exhaled breath or surrounding air contact the surface, they react with the adsorbed oxygen, altering the electrical resistance of the sensing material. This resistance change is measured and correlated with the concentration of compounds like acetone or isoprene, which tend to increase when the user feels nauseous. The high sensitivity of the Nano-scale structure enables detection at very low concentrations, ensuring the system responds even at the earliest stages of motion sickness.

[0084] The data from the IR sensor 205, camera 206, and VOC 207 sensor is continuously transmitted to the control unit. In an embodiment of the present invention, the control unit employs a fusion protocol that evaluates the readings collectively rather than in isolation, thereby reducing false positives. For example, a momentary facial expression detected by the camera 206 is validated against simultaneous skin temperature drops and VOC 207 presence before confirming motion sickness. If the combined readings surpass a defined threshold, the control unit concludes that the user is suffering from motion sickness.

[0085] A motion sickness countering module is operatively connected with the motion sickness detection unit, to actively respond to discomfort signals detected by the motion sickness detection unit and initiate corrective actions to relieve the user. The motion sickness countering module serves as the processing and decision-making unit that translates physiological, facial, and chemical data into physical adjustments. By constantly receiving input from the motion sickness detection unit, the motion sickness countering module identifies whether the user is experiencing early or advanced signs of motion sickness, and accordingly initiates corrective measures.

[0086] In an embodiment of the present invention, the motion sickness countering module operates through an embedded controller. Once the motion sickness detection unit provides readings such as reduced skin temperature, altered facial expressions, or elevated VOC 207 levels. If the combined data indicates a positive case of motion sickness, the motion sickness countering module generates actuation commands. These commands are communicated via control signals to the gimbal platform 202, which in turn adjusts the seat’s orientation.

[0087] The corrective action initiated by the motion sickness countering module is causing the gimbal platform 202 to reposition the seat 201 into an upright orientation. The rationale behind this adjustment is that upright seating reduces unnecessary vestibular mismatches and provides the user with a stable, more natural posture that counteracts the conflicting sensory signals often responsible for motion sickness. For example, if a passenger in a reclined or tilted seat 201 begins showing signs of nausea, the countering module issues a command pulse to the gimbal platform 202 to gradually lift and lock the seat 201 upright, minimizing both abrupt movements and sensory disorientation.

[0088] The motion sickness countering module not only controls the physical orientation of the seat 201 through the gimbal platform 202 but also extends its corrective functionality by activating a sensory response unit installed within the cabin 106, which ensures that both physiological and psychological aspects of motion sickness are addressed. While the seat 201 orientation and air regulation provide physical relief, the sensory response unit focuses on delivering calming external stimuli that help relax the user’s mind and body.

[0089] In an embodiment, the sensory response unit is composed of two key elements, a scent diffuser 203 and a plurality of lighting elements 208 mounted along the cabin 106 surfaces. Each of these lighting elements 208 works in coordination to create a calming environment designed to counteract motion sickness more holistically.

[0090] The scent diffuser 203 integrated within the cabin 106 that stores cartridges containing pleasant and therapeutic fragrances such as lavender, peppermint, or citrus extracts. The scent diffuser 203 operates using a micro-pump, which converts liquid fragrance into fine aerosolized particles dispersed into the cabin 106 air. When the motion sickness countering module activates the diffuser 203, a controlled release of fragrance occurs. For instance, lavender is known to have soothing properties that reduce anxiety, while peppermint can reduce feelings of nausea. By selecting appropriate scents, the diffuser 203 helps reduce the discomfort and uneasiness experienced by the user.

[0091] The lighting elements 208 within the sensory response unit consist of an array of low-intensity LED lights mounted across the cabin 106 surfaces. These LEDs 104 are configured to produce soft, non-intrusive illumination in calming color. In a preferred embodiment of the present invention, the calming color may include blue, soft green, or warm amber. Internally, the lighting elements 208 are controlled through a driver circuit connected to the countering module, which adjusts brightness and color temperature as per the detected severity of motion sickness. For example, in a mild case of motion sickness, the lights may dim slightly to create a relaxed atmosphere, whereas in severe cases, a shift to cooler tones may be introduced to enhance calmness and reduce sensory overload.

[0092] Together, the scent diffuser 203 and lighting elements 208 form a layered calming system. In an exemplarily embodiment of the present invention, when a passenger shows facial signs of nausea and a VOC 207 sensor confirms presence of compounds associated with vomiting, the motion sickness countering module triggers a combined response: the seat 201 moves upright, the air blower 209 directs a steady cool breeze towards the passenger, the scent diffuser 203 dispenses a fine mist of peppermint fragrance, and the cabin 106 lights shift to a gentle, soothing blue, thereby providing quicker and more effective relief.

[0093] In an embodiment of the present invention, the sensory response unit also includes an air blower 209 is installed within the cabin 106 alleviates discomfort by regulating the skin temperature of the user. This air blower 209 is directly linked to the motion sickness countering module, meaning it activates only when needed. When the motion sickness countering module determines that the user is in discomfort, it signals the air blower 209 motor driver circuit to initiate airflow. The blower 209 consists of a compact centrifugal or axial fan, powered by a low-noise brushless DC motor, which draws cabin 106 air and directs it toward the user through adjustable vents.

[0094] The air blower 209 includes a motor driver controlled by pulse-width modulation (PWM), allowing precise control of airflow intensity. If the IR sensor 205 from the motion sickness detection unit indicates a temperature rise on the user’s skin, the motion sickness countering module increases blower 209 speed to produce a cooling effect, helping stabilize the user’s thermal comfort. On the other hand, if the discomfort is mild, the blower 209 may run at a lower speed to provide a soothing and steady airflow without disturbing the cabin 106 environment.

[0095] Together, the motion sickness countering module and the air blower 209 form a combined relief solution. The motion sickness countering module ensures that the corrective actions are situationally appropriate, repositioning the seat 201 to an upright orientation to counter vestibular conflict, while the air blower 209 addresses thermal discomfort and provides a refreshing sensation that eases nausea.

[0096] A road monitoring unit is integrated with the vehicle to continuously observe and analyse Contour of approaching road to detect irregularities, inclinations, or upcoming contours in the road surface, enabling the control unit to proactively adjust the orientation of the passenger seats 201. By anticipating changes in terrain before the vehicle physically reacts to them, the road monitoring unit significantly improves passenger comfort and stability.

[0097] The road monitoring unit comprises a tri-axis accelerometer 102 and a LiDAR (light detection and ranging) sensor 103. Both are installed at the front portion of the vehicle chassis, which provides the most accurate and prior exposure to the road surface before the vehicle passes over it. Together, they provide a dual-layer detection, where the accelerometer 102 captures real-time vibrations and inclinations experienced by the vehicle, while the LiDAR sensor 103 maps the upcoming terrain ahead.

[0098] The tri-axis accelerometer 102 internally works on the principle of MEMS (micro-electro-mechanical systems). It contains tiny capacitive structures that shift when subjected to acceleration along the X, Y, and Z axes. This shift alters the capacitance values, which are then converted into electrical signals. In the road monitoring unit, the accelerometer 102 detects vertical displacements (bumps, potholes), lateral tilts (side slopes), and forward decelerations or accelerations caused by uneven road conditions. These readings provide immediate feedback on the actual physical vibrations being transmitted from the road surface to the vehicle chassis.

[0099] On the other hand, the LiDAR sensor 103 complements the accelerometer 102 by providing predictive data. It operates by emitting rapid pulses of laser light towards the road ahead and measuring the time taken for the light to reflect back from the surface. This time-of-flight measurement allows the LiDAR sensor 103 to construct a three-dimensional contour map of the impending road surface. Internally, the LiDAR sensor 103 consists of a laser emitter, a rotating mirror to cover a wide field of view, and a photodetector to capture returning beams. Using this setup, the LiDAR sensor 103 detects obstacles, inclines, dips, and surface undulations several meters ahead of the vehicle in real time.

[00100] The combined working of the accelerometer 102 and LiDAR sensor 103ensures both reactive and proactive monitoring. For example, the accelerometer 102 may detect a sudden upward vibration indicating the vehicle has passed over a speed bump, while the LiDAR sensor 103 have already identified the speed bump a few meters earlier and relayed its dimensions to the control unit for further processing. Once the data from the tri-axis accelerometer 102 and LiDAR sensor 103 is processed, it is transmitted to the stabilisation module. The stabilisation module interprets the incoming data to calculate the required adjustment of the passenger seats 201. For instance, if the LiDAR sensor 103 detects an upcoming downward slope, the stabilisation module determines the angle at which the gimbal platform 202 tilts the seats 201 to counteract the sensation of forward falling. Similarly, if lateral unevenness is detected, the stabilisation module repositions the seats 201 to remain horizontally balanced, even though the vehicle chassis is tilting sideways.

[00101] At the same time, the control unit activates an alert unit 105 positioned with the cabin 106 to generate audible alerts based on the contours or obstacles detected by the road monitoring unit. The alert unit 105 includes a speaker connected to the control circuitry of the stabilisation module. The alert unit 105 functions by receiving trigger signals from the road monitoring unit whenever an obstacle, bump, or irregular contour is detected. These signals are processed to select an appropriate alert tone or pattern, which is then broadcast audibly through the speaker.

[00102] The speaker is capable of producing clear and natural sound and is capable of adjusting its volume based on ambient noise levels. The speaker consists of audio information, which is in the form of recorded voice, synthesized voice, or other sounds, generated or stored as digital data. This data is often in the form of an audio file. The digital audio data is sent to a digital-to-analog converter (DAC). The DAC converts the digital data into analog electrical signals. The analog signal is often weak and needs to be amplified. An amplifier boosts the strength to a level so that the speaker drives it effectively. The amplified audio signal is then sent to the speaker. The core of the speaker is an electromagnet attached to a flexible cone. These sound waves travel through the air as pressure waves and are picked by the user’s ear.

[00103] The purpose of this audible alert is twofold: primarily, it informs the user about the detected road condition prior to the vehicle’s physical encounter with it, thereby preparing the user psychologically; and secondarily, it ensures that the user is aware of an impending obstacle, thereby enhancing user confidence and prevents the sudden shock of protective equipment activating without prior notice. For example, a distinct short beep may indicate a minor surface irregularity such as a bump, while a prolonged tone may indicate a significant obstacle or steep slope.

[00104] A head protection unit integrated into the cabin 106 ceiling. The head protection unit extending along the inner upper surface of the cabin 106, housing a collision sensing unit installed within the vehicle to proactively predict and mitigate the risk of the user’s head colliding with the inner upper surface of the cabin 106. Unlike conventional passive head protection that only react after an impact occurs, the collision sensing unit function in a predictive manner by continuously monitoring the spatial relation of the user’s head to the cabin 106 ceiling and detecting shifts in user posture or vehicle dynamics that may precede such a collision.

[00105] The collision sensing unit includes an IR (infrared) sensor 308 mounted within the upper inner surface of the cabin 106 and a load sensor 210 integrated with each of the seats 201. The IR (infrared) sensor 308 emits a modulated IR beam downward towards the user’s head region and to receive reflected signals. By calculating the time-of-flight or phase shift of the reflected IR light, the control unit computes the instantaneous distance between the user’s head and the ceiling. This measurement is continuously updated, allowing the control unit to track head movements and predict potential contact in the event of sudden vehicle acceleration, braking, or terrain-induced jolts. (as illustrated in Fig 3.)

[00106] The load sensor 210 operate on strain gauge principles, wherein applied force from user body weight causes micro-deformation of the sensing element, altering its resistance. This change is converted into an electrical signal proportional to the applied load. By monitoring real-time variations in seat 201 load distribution, the control unit detects abrupt shifts in body posture or the user’s upward motion tendency, both of which may precede head collision with the cabin 106 ceiling.

[00107] Both the IR (infrared) sensor 308 and the load sensor 210 operate in synchronization with the vehicle’s first Inertial Measurement Unit (IMU). The first IMU 101 measures linear accelerations and angular velocities of the vehicle in all three axes. When the IMU 101 detects a sharp vertical acceleration or pitch motion, the collision sensing unit correlates this data with simultaneous IR distance reduction and load sensor 210 imbalance, thereby providing a highly accurate prediction of a head collision event before it occurs.

[00108] The head protection unit also includes a plurality of air cushions 304. These cushions 304 remain compactly folded within the chamber 305 during normal operation to save space. The chamber 305 is sealed by a spring-loaded door 306 that maintains an airtight enclosure for the stored air cushions 304. The door 306 is designed with torsion springs or compression springs that bias it toward a closed position under normal conditions. When deployment is commanded, the internal pressure generated by an inflator 307 fluidly connected with the air cushions 304, overcomes the spring force, causing the door 306 to swing open rapidly and allowing the air cushions 304 to expand outward into the cabin 106 interior.

[00109] In an embodiment of the present invention, the air cushions 304 themselves are fabricated from high-strength, low-permeability synthetic polymers, which are capable of withstanding rapid inflation pressures without tearing. The cushions 304 inflate to form a thick, compliant barrier between the user’s head and the rigid upper cabin 106 surface, thereby absorbing impact energy and reducing the risk of head injury.

[00110] The air cushions 304, once deployed, provide a cushioned and deformable surface that distributes the impact force over a larger area of the head, thereby lowering peak stresses on the skull and neck. The door 306 simultaneously acts as a protective shield, ensuring proper cushion orientation and preventing the cushions 304 from folding back into the chamber 305 during inflation.

[00111] The system further includes a hand safety unit installed with an opening associated with the vehicle to safeguard the user’s hand when extended outward through an opening of the vehicle, such as a window or ventilation slot. The hand safety unit addresses one of the most common sources of injury in moving vehicles, namely accidental collisions of an extended hand with roadside obstacles, other vehicles, or stationary structures. The hand safety unit combines sensing elements with a physical barrier to ensure reliable protection without compromising user comfort.

[00112] The hand safety unit includes an ultrasonic proximity sensor 211 mounted directly within or adjacent to the vehicle opening. The ultrasonic sensor functions by emitting high-frequency acoustic pulses into the region outside the opening and measuring the echo time of reflected waves. Based on this principle of time-of-flight calculation, the ultrasonic proximity sensor 211 accurately determines the presence and distance of any obstacle located in proximity to the opening. By constantly monitoring the exterior environment, the ultrasonic proximity sensor 211 detects the likelihood of an imminent collision with the user’s extended hand.

[00113] Complementing the ultrasonic sensor is an optical sensor 212 integrated along the same opening. The optical sensor 212 may include infrared photoelectric detectors, configured to monitor both the exterior region and the user’s hand. Unlike the ultrasonic sensor that primarily detects obstacle proximity, the optical sensor 212 specifically identifies the presence of a hand being extended outward. This dual-layer sensing approach ensures that the safety unit is activated only when both conditions are detected: an extended hand is detected and an external obstacle is approaching.

[00114] Once the ultrasonic proximity and optical sensor 212 confirms the risk of a hazardous condition, an extendable curtain 213 is actuated to prevent further extension of the user’s hand. The curtain 213 is normally housed within a box 214 positioned directly above the vehicle opening. This box 214 is fitted with a spring-loaded lid 215 that remains closed under idle conditions to conceal and protect the curtain 213 from dust, debris, and environmental exposure.

[00115] When activation is triggered, the lid 215 pivots open under spring force, releasing the folded curtain 213. In an embodiment of the present invention, the curtain 213 itself is fabricated from a lightweight, tear-resistant, and flexible material, chosen for its ability to withstand repeated deployments while maintaining sufficient structural stiffness to resist a user’s hand.

[00116] The deployment of the curtain 213 is guided by a pair of sliding units 216 integrated along the lateral portions of the vehicle opening. Each sliding unit 216 consists of a narrow track rail and a series of low-friction rollers that guide the curtain 213 smoothly across the opening. As the curtain 213 extends, it slides downward (or sideways, depending on design orientation) to cover the entire opening in a uniform motion. The sliding unit 216 is designed for rapid actuation, capable of deploying the curtain 213, such as when the vehicle is traveling at high speed and an obstacle is detected in close proximity, the curtain 213 is able to cover the opening before the user’s hand extends beyond the vehicle boundary.

[00117] Once the curtain 213 is fully deployed, the curtain 213 forms a continuous protective barrier across the opening, physically blocking the user from extending their hand outward. The tension of the curtain 213, maintained by the lateral sliding guides, provides both tactile resistance and a psychological deterrent, discouraging further attempts by the user to bypass the safeguard. After the hazardous condition has subsided, the curtain 213 retracts back into the box 214. The spring-loaded lid 215 automatically re-seals the compartment 301 once the curtain 213 is fully retracted.

[00118] Additionally, an emergency button 224 disposed within the cabin 106 at a location that is easily accessible to the user, such as the dashboard, armrest, or central control panel. The emergency button 224 is configured as a large, tactile, and color-coded actuator, with illuminated surface to ensure rapid identification even in low-light or high-stress situations. When pressed, the emergency button 224 establishes an electrical connection with the vehicle’s emergency signalling circuit, immediately transmitting a trigger signal to a plurality of red LEDs (light emitting diodes) 104 mounted along the external surface of the vehicle. These LEDs (light emitting diodes) 104 are distributed at key external points such as the front grille, rear bumper, and side panels, ensuring 360-degree visibility of the emergency status to surrounding road users and pedestrians.

[00119] Each red LED is powered by a dedicated driver circuit integrated with the vehicle’s main power supply, but isolated through a regulated channel to ensure operation even during power fluctuations. The LEDs (light emitting diodes) 104 are configured to flash at a pre-defined frequency. The LEDs (light emitting diodes) 104 operate at high brightness, enabling visibility under direct sunlight as well as night-time conditions.

[00120] In an embodiment of the present invention, to avoid accidental activation, the emergency button 224 may incorporate safety features such as a protective cover, recessed placement, or dual-press confirmation logic.

[00121] In certain embodiments, the activation of the emergency LEDs (light emitting diodes) 104 also automatically notify nearby vehicles via vehicle-to-vehicle (V2V) communication module or relay a distress signal to emergency services if integrated with IoT-based modules.

[00122] The system further includes a second toggle 223 located within the cabin 106, accessible to the user for initiating an emergency halt procedure. Unlike the emergency button 224, which focuses on external indication, the second toggle 223 directly interfaces with the vehicle’s motion control unit to ensure the safe deceleration of the vehicle. When actuated, the second toggle 223 transmits a control signal to the vehicle’s (electronic control unit, ECU), which overrides the normal acceleration inputs and engages a gradual deceleration protocol, which ensures that the vehicle slows down progressively rather than applying sudden brakes, thereby minimizing the risk of skidding, instability, or collision with vehicles behind.

[00123] In an embodiment of the present invention, the gradual deceleration is achieved by controlled actuation of the brake actuators in combination with reduction of engine or motor torque. In internal combustion vehicles, the ECU progressively reduces throttle input while engaging the brake actuators in a pulsed sequence. In electric or hybrid vehicles, regenerative braking may be employed to both slow the vehicle and recover energy.

[00124] In an embodiment of the present invention, to prevent misuse or accidental toggling, the second toggle 223 may be designed with a locking latch. In another embodiment of the present invention, the second toggle 223 may be designed with a spring-loaded cover. In yet another embodiment of the present invention, the second toggle 223 may require a deliberate sustained action (such as a 2-second hold). Once engaged, the control unit ensures that the vehicle comes to a controlled halt in the nearest safe position, such as the roadside, after which the driver regains manual control.

[00125] Although the field of the invention has been described herein with limited reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the invention, will become apparent to persons skilled in the art upon reference to the description of the invention. , Claims:1) An integrated safety and comfort system for a vehicle, comprising a cabin 106 constructed within the vehicle for accommodating one or more users, characterised in that:

i) one or more seats 201 integrated with a gimbal platform 202, configured to counter undesired motion for ensuring comfort of a seated user;
ii) a motion sickness detection unit mounted within the vehicle to detect a user suffering from motion sickness;
iii) a group of IMU (inertial measurement units) (101, 204) installed with the vehicle to detect an inertial data of the vehicle along with the condition of motion sickness to accordingly cause a control unit to actuate the gimbal platform 202 to stabilise the seat(s) 201 against undesired movement and reduce discomfort of the user;
iv) a sensory response unit (203, 208, 209) installed within the cabin 106 and operatively coupled with the control unit to impart calming sensory effects to the user on detection of motion sickness condition;
v) a road monitoring unit (102, 103) installed with the vehicle to detect Contour of approaching road;
vi) an alert unit 105 installed within the vehicle to generate speed-related alerts with regards to the detected contour of the impending road to mitigate chances of discomfort;
vii) a head protection unit (304, 305, 306) installed in the cabin 106, operated dynamically in response to prediction of a potential collision between the user’s head and an inner upper surface of the cabin to protect head of the user from collision; and
viii) a hand safety unit (211, 212, 213) installed with an opening associated with the vehicle, dynamically activated on detection of at least two parameters to safeguard hand of the user while extended outwards from the vehicle.

2) The system as claimed in claim 1, wherein a crash protection arrangement integrated with each of the seats 201, to protect the user in condition of a crash by forming an enclosure around the user.

3) The system as claimed in claim 1, wherein a securing arrangement integrated with each of the seats 201 to secure the user in the seat 201 by fastening the user, in accordance with user input.

4) The system as claimed in claim 1, further comprising an emergency button 224 disposed within the vehicle, accessed by the user to activate a plurality of red LEDs (light emitting diodes) 104 located on an external surface of the vehicle to indicate an emergency situation.

5) The system as claimed in claim 1, wherein the set of IMU comprises a first IMU 101 installed at a centre of gravity (COG) of the vehicle to capture a movement of the vehicle and a second IMU 204 installed underneath each of the seats 201.

6) The system as claimed in claim 5, further comprising a stabilisation module configured with the control unit to determine a relative position of the seat 201 as per received reading from the set of IMUs, to cause the gimbal platform 202 to be actuated accordingly.

7) The system as claimed in claim 1, wherein the motion sickness detection unit comprises an IR sensor 205 to detect a skin temperature of the user, camera 206 configured for facial recognition, to capture facial expressions of the user, and a VOC 207 (volatile organic compound) sensor to detect presence of compounds indicating nausea.

8) The system as claimed in claim 1, wherein the sensory response unit comprises a scent diffuser 203 to dispense a pleasant fragrance, a plurality of lighting elements 208 mounted to provide soft illumination for a calming effect, an air blower 209 to direct an airflow towards the user, in accordance with the motion sickness detection unit.

9) The system as claimed in claim 1, wherein the road monitoring unit comprises a tri-axis accelerometer 102 and a LiDAR (light detection and ranging) sensor 103 installed towards a front chassis of the vehicle, to detect a contour of impending road ahead of the vehicle.

10) The system as claimed in claim 1, wherein the stabilisation module is configured to regulate gimbal units to reposition the seats 201 to proactively counter the impending contour detected by the road monitoring module.

11) The system as claimed in claim 1, wherein the head protection unit comprises a collision sensing unit and a plurality of air cushions 304 integrated in a chamber 305 provided along an inner upper surface of the cabin 106, the air cushions 304 configured to inflate for providing a cushioned surface, the chamber 305 sealed by a spring-loaded door 306.

12) The system as claimed in claim 11, wherein the air cushions 304 are inflated by mean of an inflator 307 provided in fluid communication with the air cushions 304.

13) The system as claimed in claim 11, wherein the collision sensing unit comprises an IR (infrared) sensor 308 installed to detect a distance between the head of the user and the upper inner surface of the cabin 106, a load sensor 210 installed in each of the seats 201 to detect a shift in weight of the user.

14) The system as claimed in claim 1, wherein the hand safety unit comprises an ultrasonic proximity sensor 211 installed with the opening and an optical sensor 212 integrated with the opening to detect the at least two parameters such as an obstacle in proximity to the opening and hand extended outwards from the opening, and an extendable curtain 213 installed with the opening, deployed to prevent user from extending hand from the opening.

15) The system as claimed in claim 14, wherein the curtain 213 is contained in a box 214 having a spring-loaded lid 215, attached above the opening, slid ably deployed across the opening, by means of a pair of sliding units 216 integrated along lateral portions of the opening.

16) The system as claimed in claim 1, wherein the crash protection arrangement comprises a compartment 301 attached with the inner upper surface of the cabin 106, aligned above the seat 201, a concave framework 302 installed within the compartment 301, deployed to partially enclose the user upon detection of a condition of high likelihood of crash.

17) The system as claimed in claim 16, wherein the framework 302 is configured with a drawer arrangement 303 to enable an extension of the framework 302 from the compartment 301.

18) The system as claimed in claim 1, wherein a crash detection module is configured with the control unit, based on data from the set of IMUs determines a condition of high likelihood of crash to cause the crash protection arrangement to be deployed to safeguard the user against potential crash.

19) The system as claimed in claim 1, wherein the securing arrangement comprises a belt 217 extending from a roller 218 integrated in a recess provided along each lateral portion of the seat 201, the belts 217 connected around the user to secure the user.

20) The system as claimed in claim 19, wherein the securing arrangement is deployed upon actuation of a knob 219 integrated with the seat.

21) The system as claimed in claim 19, further comprising a sensing means is integrated in the seat 201 to detect a bodily dimension of the user to accordingly deploy a length of each of the belts 217 for securing the user in a comfortable manner.

22) The system as claimed in claim 21, wherein the sensing means comprises a weight sensor 220 integrated in the seat 201 to detect weight of the user and an optical sensor 221 embedded in the seat 201 to detect dimensions of the user.