Description:FIELD
The present disclosure relates to the field of electric systems of vehicles, and more specifically, the disclosure relates to an electronic locking system for a vehicle and a method thereof.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
In the realm of automotive design, securing lockable components such as vehicle seats, handlebars, or storage compartments is a critical aspect of user safety and convenience. Traditionally, these components have relied on mechanical key-based locking systems. While widely adopted, such systems present several operational and security challenges.
Key-based mechanisms are inherently susceptible to being bypassed, particularly through the use of rudimentary tools or unauthorized duplicate keys. Additionally, the physical nature of keys introduces practical issues such as loss, theft, or accidental locking of the key inside the compartment itself. These situations not only inconvenience the user but can also lead to costly and time-consuming interventions.
Another drawback of conventional mechanical locks lies in their low-security threshold, stemming from mechanical vulnerabilities such as pickable keyways, wear-induced loosening, and misalignments. Users are also typically required to manually verify whether the locking mechanism has been successfully engaged, leading to uncertainty and increased effort, particularly in low-light or hurried scenarios.
To address some of these limitations, electrically actuated seat locks, and similar systems have been developed in recent years. These systems aim to improve user convenience by enabling electronic actuation of the locking mechanism, often integrated with vehicle electronics. However, existing electric locking systems are not without flaws. They tend to suffer from higher failure rates due to motor jamming, electrical malfunctions, or power supply interruptions. Furthermore, many such systems lack reliable feedback mechanisms to confirm lock status, leaving users unaware of whether the system is securely locked or not.
A further significant limitation of current electrically actuated locking systems is the high current consumption, which is largely due to the operation of the pawl mechanism that requires very high torque to engage or disengage. This not only affects energy efficiency but also places a greater load on vehicle power systems, particularly in battery-dependent applications such as electric vehicles.
Therefore, there is a need in the art for a robust electronic locking system that not only enhances security but also overcomes the usability and reliability issues associated with both traditional mechanical and current electronic locking technologies.
OBJECTS OF THE PRESENT DISCLOSURE
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide an electronic locking system for vehicle components such as seats or steering, which eliminates the dependency on traditional mechanical keys.
Another object of the present disclosure is to overcome the security and reliability issues associated with conventional mechanical locks and key-based systems, such as vulnerability to theft, lost keys, or manual verification.
Still another object of the present disclosure is to provide an electronic locking system equipped with feedback sensors for confirming the locked or unlocked state of a vehicle component, thereby reducing user uncertainty and the need for manual checks.
Still another object of the present disclosure is to provide a fail-safe mechanism through a manual override system, enabling emergency unlocking in the event of power failure or motor jamming.
Still another object of the present disclosure is to enable automatic actuation and monitoring of the lock status through an electronic control unit (ECU), which processes sensor signals and controls motor operation based on vehicle conditions.
Still another object of the present disclosure is to improve the durability and environmental resistance of the locking system by enclosing key components within a sealed housing.
Still another object of the present disclosure is to provide a locking system that supports multiple vehicle components, such as seats and handlebars, through a common modular architecture.
Still another object of the present disclosure is to enable integration with an ECU that includes a motor driver having two or more channels, thereby avoiding the need for a dedicated motor driver for the locking device—particularly in vehicle systems where such a driver is already available.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
This summary is provided to introduce concepts related to an electronic locking system for vehicles. 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.
Various embodiments of the present disclosure relate to an electronic locking system for vehicle components such as seats or handlebars. The system is designed to improve security, user convenience, and reliability over conventional mechanical or semi-electronic locks.
In an embodiment, the electronic locking system includes a mounting structure fixed to a portion of a vehicle body and a movable locking element that can transition between locked and unlocked states by engaging with a locking member. The movement of the locking element is controlled by a motor assembly, which may include a DC or stepper motor.
The system further comprises a feedback element having at least one position sensor, such as a reed switch or Hall effect sensor, which generates a signal based on magnetic proximity to a magnet mounted on the locking member, or a micro switch, which generates a signal through physical contact with the locking member. This positional feedback enables accurate detection of the lock state.
An electronic control unit (ECU) processes signals from the feedback element to determine whether locking or unlocking is required and sends corresponding drive signals to the motor assembly. When feedback mechanisms are present, the ECU verifies the final locking status using signals from the position sensors. Alternatively, in systems without feedback sensors, the ECU utilizes a stall current detection circuit to identify locking completion based on motor current characteristics.
In an embodiment, the system includes an alert mechanism that provides visual or auditory warnings if the locking system is in an undesired state during specific vehicle conditions, such as when the vehicle is turned off while the component remains unlocked. The system is further configured to transmit push notifications to the user via a telematics module, thereby enabling remote alerts through connected mobile or cloud-based applications.
To enhance system reliability, a manual override mechanism in the form of a mechanical release cable is provided for emergency unlocking in case of power or motor failure. Additionally, certain components of the system, including the feedback unit and motor assembly, are enclosed within a sealed housing to protect against environmental factors.
The locking system supports both vehicle seats and handlebars through modular adaptation. It also includes features such as redundant sensor configurations, automatic lock/unlock based on vehicle state (e.g., ignition status or seat occupancy), and moisture-resistant electronics, enabling robust, intelligent, and user-friendly locking control.
The present disclosure also envisages a method for electronically locking and unlocking a vehicle component using an electronic locking system. The method includes steps such as:
• actuating a movable locking element via a motor assembly to engage or disengage a locking member associated with a vehicle lockable component, thereby transitioning between a locked and an unlocked state;
• detecting the relative position of the locking member and the movable locking element using a feedback element comprising at least one positional sensor selected from the group consisting of a reed switch, a Hall effect sensor, and a micro switch, or by reading motor stall current;
• generating a feedback signal based on proximity or physical contact between a positional sensor and a magnet or mechanical interface coupled to the locking member;
• transmitting the feedback signal to an electronic control unit (ECU);
• processing the feedback signal in the ECU to determine whether to initiate locking or unlocking;
• determining the presence or absence of the vehicle lockable component using a positional sensor, wherein:
 if the vehicle lockable component is present, the ECU suppresses the lock signal and permits the unlock signal to be sent to the motor;
 if the vehicle lockable component is absent, the ECU suppresses the unlock signal unless the movable locking element is detected to be in an unintended locked position, in which case an unlock signal is issued; and
 upon detecting the presence of the vehicle lockable component after a period of absence, the ECU transmits a lock signal to the motor;
• generating a drive signal from the ECU and supplying it to the motor assembly to drive the movable locking element in a direction corresponding to the required operation;
• verifying the terminal position of the movable locking element based on the positional sensor feedback or, in the absence of such sensors, using a stall current detection circuit associated with the motor assembly;
• activating an alert mechanism, including visual, auditory, or telematics-based push notifications, if the vehicle remains in an undesired locking state under a predefined vehicle condition, such as vehicle shutdown while the component remains unlocked; and
• disengaging the movable locking element from the locking member using a manual override mechanism in the event of system failure or power loss.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawing and the following detailed description.
BRIEF DESCRIPTION OF THE DRAWING
An electronic locking system for a vehicle, of the present disclosure, will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a schematic functional block diagram of an electronic locking system for a vehicle, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates an enlarged embodiment of an electronic locking system for a vehicle, in accordance with an embodiment of the present disclosure;
Figures 2a-2b illustrate an enlarged embodiment of the unlocked/locked position of an electronic locking system for a vehicle, in accordance with an embodiment of the present disclosure; and
Figures 3a-3c illustrate an exemplary flow diagram of a method for electronically locking and unlocking a vehicle component using an electronic locking system, in accordance with an embodiment of the present disclosure.
LIST OF REFERENCE NUMERALS
100 Electronic Locking System
102 Mounting Structure
104 Movable Locking Element
106 Locking Member
106a Vehicle Seat
106b Seat Base
108 Motor Assembly
110 Feedback Element
112 Position Sensor
114 Cylindrical Magnet
116 Electronic Control Unit (ECU)
118 Stall Current Detection Circuit
120 Alert Mechanism
122 Manual Override Mechanism
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details, are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being "mounted on," “engaged to,” "connected to," or "coupled to" another element, it may be directly on, engaged, connected, or coupled to the other element. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer, or section from another component, region, layer, or section. Terms such as first, second, third, etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner,” “outer,” "beneath," "below," "lower," "above," "upper," and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
The present disclosure relates to an electronic locking system for vehicles, and more particularly, to a motor-driven locking assembly with sensor-based feedback and electronic control for locking and unlocking vehicle components such as seats and handlebars.
In modern automotive applications, there is an increasing demand for secure and electronically controlled locking mechanisms that ensure safety, convenience, and real-time feedback. Conventional locking mechanisms are often mechanical in nature and lack automated control and diagnostic capabilities. This can result in user inconvenience, inability to verify the locking status, and susceptibility to failure without an alert.
The present disclosure addresses these challenges by providing an electronic locking system (100) configured for integration into a vehicle, such as a two-wheeler or a four-wheeler, for securely locking vehicle components, including but not limited to seats and handlebars. The system comprises a combination of mechanical components and electronic control elements to ensure reliable actuation and monitoring of locking status under varying vehicle conditions.
An electronic locking system (100) for a vehicle will now be described with reference to Figures 1 to 2b, and the method (200) will be described with reference to Figures 3a – 3c.
As illustrated in Figure 1, the functional block diagram of an electronic locking system (100) for a vehicle is shown. Figure 2 represents an enlarged embodiment of an electronic locking system (100) for a vehicle, in accordance with an embodiment of the present disclosure. The electronic locking system (100) comprises a mounting structure (102) configured to be affixed to a structural portion of a vehicle body. The mounting structure (102) serves as a fixed base for other components of the system. A movable locking element (104) is pivotally or translationally coupled to the mounting structure (102) and is adapted to engage with a locking member (106) to secure or release a vehicle component, such as a seat (106a) or handlebar, by transitioning between a locked and an unlocked state.
The movement of the locking element (104) is actuated by a motor assembly (108), which may include a DC motor or a stepper motor as per the system configuration. The motor assembly (108) is operatively connected to the movable locking element (104) and drives it in a first direction to achieve locking and in a second direction to achieve unlocking. The direction and operation of the motor are controlled electronically.
A feedback element (110) is operatively coupled to the motor assembly (108) and the locking member (106) to monitor the position of the locking system (100). The feedback element (110) comprises at least one position sensor (112), such as a reed switch, Hall effect sensor, which generates a signal based on magnetic proximity to a magnet mounted on the locking member (106), or a normally closed (NC) micro switch, which generates a signal through physical contact with the locking member (106). The sensor (112) generates a signal based on the relative proximity or physical contact of a vehicle lockable component affixed to the locking member (106). For instance, in a vehicle seat (106a) configuration, the magnet (114) is mounted on a seat rod extending from the seat base (106b). When the seat (106a) is closed, the magnet (114) aligns with the position sensor (112), triggering a state change.
The system also includes an electronic control unit (ECU) (116), which is electrically coupled to both the motor assembly (108) and the feedback element (110). The ECU (116) is configured to receive input signals from the feedback element (110), process these signals to determine the locking status, and generate corresponding drive signals to the motor assembly (108). Additionally, the ECU (116) verifies the terminal position of the locking element (104) either via sensor feedback or a stall current detection circuit (118). The stall current detection circuit (118) monitors motor current and identifies locking completion when a predefined current threshold is reached, providing an alternate verification mechanism in case of sensor failure. When feedback mechanisms are present, the ECU (116) verifies the final locking status using signals from the position sensors (112). Alternatively, in systems without feedback sensors (112), the ECU (116) utilizes the stall current detection circuit (118) to identify locking completion based on motor current characteristics.
To ensure safety and user awareness, an alert mechanism (120) is integrated with the ECU (116). The alert mechanism (120) may include a buzzer, an LED indicator, or a visual display. It activates if the vehicle is turned off while the locking system remains in an undesired state, such as unlocked, prompting the user to take corrective action. In an embodiment, The alert mechanism (120) is further configured to transmit push notifications to the user via a telematics module, thereby enabling remote alerts through connected mobile or cloud-based applications.
In scenarios where the electronic system fails, a manual override mechanism (122) is provided. The override mechanism (122) includes a mechanical release cable accessible either internally or externally from the vehicle, enabling manual disengagement of the locking element (104) from the locking member (106), such as to release the seat in case of a power failure.
In an embodiment, the feedback element (110) may further include a potted printed circuit board (PCB) module that encloses the position sensor (112). The PCB is designed to resist moisture and vibration, enhancing the system’s durability in adverse environmental conditions. Redundant sensors of differing types may also be incorporated into the feedback unit (110) to improve fault tolerance and ensure reliable detection of the locking state.
The motor assembly (108), movable locking element (104), and feedback unit (110) may be enclosed in a unified housing to shield them from dust, water, and other environmental elements. This encapsulated structure ensures reliable performance across varying operational conditions.
Further, the ECU (116) is programmed to reverse motor polarity using at least two channel motor driver to toggle the state of the locking element (104) and may initiate locking or unlocking based on vehicle states such as seat occupancy, ignition status, or door position. This intelligent control allows the locking system to operate autonomously and contextually, reducing reliance on user input and enhancing convenience.
Figures 2a and 2b depict the operational states of the electronic locking system (100), specifically illustrating the unlocked and locked positions of the system, respectively. During operation, the position sensor (112) detects the relative position of the locking member (106), which includes a seat rod extending from a seat base (106b). The locking system responds to changes in the sensor signal: when the seat rod moves into proximity with the position sensor (112), a signal transition from high to low occurs. This transition prompts the electronic control unit (ECU) (116) to activate the motor assembly (108), causing the movable locking element (104) to rotate in a clockwise direction, thereby shifting the system into a locked state, as shown in Figure 2b. Conversely, when the seat rod moves away from the sensor and the sensor signal transitions from low to high, the ECU (116) commands the motor assembly (108) to rotate in an anti-clockwise direction, returning the locking element (104) to the unlocked position, as illustrated in Figure 2a. This bidirectional control enables precise and automatic locking and unlocking based on real-time positional feedback.
Figures 3a-3c illustrate a flow diagram of a method (200) for electronically locking and unlocking a vehicle component using an electronic locking system (100) in accordance with an embodiment of the present disclosure. The method (200) comprises the following method steps for electronically locking and unlocking a vehicle component using the electronic locking system (100) as illustrated in Figures 1-2a:
• actuating (202) a movable locking element (104) via a motor assembly (108) to engage or disengage a locking member (106) associated with a vehicle lockable component, thereby transitioning between a locked and an unlocked state;
• detecting (204) the relative position of the locking member (106) and the movable locking element (104) using a feedback element (110) comprising at least one positional sensor (112) selected from the group consisting of a reed switch, a Hall effect sensor, and a micro switch, or by reading motor stall current;
• generating (206) a feedback signal based on proximity or physical contact between a positional sensor (112) and a magnet or mechanical interface coupled to the locking member (106);
• transmitting (208) the feedback signal to an electronic control unit (ECU) (116);
• processing (210) the feedback signal in the ECU (116) to determine whether to initiate locking or unlocking;
• determining (212) the presence or absence of the vehicle lockable component using a positional sensor (112), wherein:
 if the vehicle lockable component is present, the ECU (116) suppresses the lock signal and permits the unlock signal to be sent to the motor;
 if the vehicle lockable component is absent, the ECU (116) suppresses the unlock signal unless the movable locking element (104) is detected to be in an unintended locked position, in which case an unlock signal is issued; and
 upon detecting the presence of the vehicle lockable component after a period of absence, the ECU (116) transmits a lock signal to the motor;
• generating (214) a drive signal from the ECU (116) and supplying it to the motor assembly (108) to drive the movable locking element (104) in a direction corresponding to the required operation;
• verifying (216) the terminal position of the movable locking element (104) based on the positional sensor (112) feedback or, in the absence of such sensors, using a stall current detection circuit (118) associated with the motor assembly (108);
• activating (218) an alert mechanism (120), including visual, auditory, or telematics-based push notifications, if the vehicle remains in an undesired locking state under a predefined vehicle condition, such as vehicle shutdown while the component remains unlocked; and
• disengaging (220) the movable locking element (104) from the locking member (106) using a manual override mechanism (122) in the event of system failure or power loss.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENT
The present disclosure described hereinabove has several technical advantages, including, but not limited to, an electronic locking system for a vehicle and method thereof, that;
• provides a motor-actuated locking mechanism controlled by real-time positional feedback from a sensor, enabling precise and automated locking and unlocking operations;
• eliminates the need for mechanical linkage systems, thereby reducing wear and improving reliability;
• enhances safety by dynamically engaging the locking member in response to sensor-triggered positional states, ensuring the system responds accurately to seating conditions;
• provides seamless integration with an electronic control unit (ECU) for efficient signal processing and motor control logic;
• includes a stall current detection circuit to identify motor anomalies and prevent component damage; and
• ensures robust operation of the locking system, even under varying environmental and operational conditions, by employing sensor-based logic and motor direction control.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Any discussion of devices, articles, or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. , Claims:WE CLAIM:
1. An electronic locking system (100) for a vehicle, comprising:
• a mounting structure (102) configured to be affixed to a structural portion of a vehicle body, said mounting structure (102) serving as a fixed base for subsequent components;
• a movable locking element (104) pivotally or translationally coupled to the mounting structure (102), the movable locking element (104) configured to engage with a locking member (106) to restrict or permit movement of a vehicle lockable component by transitioning between a locked and an unlocked state;
• a motor assembly (108) operatively connected to the movable locking element (104), the motor assembly (108) configured to drive the movable locking element (104) between the locked and unlocked states;
• a feedback element (110) operatively coupled to the motor assembly (108) and the locking member (106), the feedback element (110) including at least one position sensor (112) selected from a group consisting of a reed switch, a Hall effect sensor, and a micro switch, the position sensor (112) configured to generate a signal based on relative proximity or contact between a cylindrical magnet (114) affixed to the locking member (106) and the position sensor (112);
• an electronic control unit (ECU) (116) electrically coupled to the motor assembly (108) and the feedback element (110), the ECU (116) being configured to:
 receive position signals from the feedback element (110) indicating the locked or unlocked state;
 process the received signal to determine the actuation requirement of the motor assembly (108);
 generate and transmit a drive signal to the motor assembly (108) for initiating rotation in a first or second direction to lock or unlock the movable locking element (104); and
 verify a terminal position of the movable locking element (104) based on either sensor feedback or a stall current detection circuit (118) associated with the motor assembly (108);
• an alert mechanism (120) operatively coupled to the ECU (116), the alert mechanism (120) configured to emit an alert via an auditory or visual indicator if the system (100) remains in an undesired state during a predefined vehicle condition; and
• a manual override mechanism (122) comprising a mechanical release cable configured to disengage the movable locking element (104) from the locking member (106) in case of system failure.
2. The electronic locking system (100) as claimed in claim 1, wherein the motor assembly (108) includes a direct current (DC) motor or a stepper motor.
3. The electronic locking system (100) as claimed in claim 1, wherein the vehicle lockable component is either a vehicle seat (106a) or a vehicle handlebar.
4. The electronic locking system (100) as claimed in claim 3, wherein when the vehicle lockable component is the vehicle seat (106a), the locking member (106) comprises a seat rod extending from a seat base (106b), and the movable locking element (104) is configured to interlock with the seat rod to secure the seat in a closed position.
5. The electronic locking system (100) as claimed in claim 3, wherein the positional sensor (112) comprises a normally closed (NC) micro switch, mounted beneath the seat, that detects seat closure when actuated by the bottom of the seat.
6. The electronic locking system (100) as claimed in claim 3, wherein the cylindrical magnet (114) is affixed to a distal end of the seat rod and aligned such that entry into the detection zone of the reed switch or Hall effect sensor triggers locking action.
7. The electronic locking system (100) as claimed in claim 1, wherein the feedback unit (110) further comprises a potted printed circuit board (PCB) module enclosing the positional sensor (112), the PCB configured to resist moisture and mechanical vibration.
8. The electronic locking system (100) as claimed in claim 1, wherein the ECU (116) is configured to reverse the polarity of the motor assembly (108) to toggle the movable locking element (104) between locked and unlocked states.
9. The electronic locking system (100) as claimed in claim 1, wherein the stall current detection circuit (118) is configured to measure motor current and infer locking completion when a predefined current threshold is reached.
10. The electronic locking system (100) as claimed in claim 1, wherein the alert mechanism (120) comprises at least one of a buzzer, an LED indicator, or a visual display configured to be activated when the vehicle is turned off while the vehicle lockable component remains in an unlocked state.
11. The electronic locking system (100) as claimed in claim 1, wherein the motor assembly (108), the movable locking element (104), and the feedback unit (110) are enclosed within a single housing configured to shield the components from environmental elements.
12. The electronic locking system (100) as claimed in claim 1, wherein the ECU (116) is configured to initiate automatic locking or unlocking based on predefined vehicle states, including seat occupancy, ignition status, or door position.
13. The electronic locking system (100) as claimed in claim 1, wherein the manual override mechanism (122) comprises a pull cable accessible from the vehicle exterior for emergency unlocking.
14. The electronic locking system (100) as claimed in claim 1, wherein the feedback unit (110) includes redundant sensors of differing types to improve fault tolerance and provide confirmation of positional state.
15. A method (200) for electronically locking and unlocking a vehicle component using an electronic locking system (100), the method comprising:
• actuating (202) a movable locking element (104) via a motor assembly (108) to engage or disengage a locking member (106) associated with a vehicle lockable component, thereby transitioning between a locked and an unlocked state;
• detecting (204) the relative position of the locking member (106) and the movable locking element (104) using a feedback element (110) comprising at least one positional sensor (112) selected from the group consisting of a reed switch, a Hall effect sensor, and a micro switch, or by reading motor stall current;
• generating (206) a feedback signal based on proximity or physical contact between a positional sensor (112) and a magnet or mechanical interface coupled to the locking member (106);
• transmitting (208) the feedback signal to an electronic control unit (ECU) (116);
• processing (210) the feedback signal in the ECU (116) to determine whether to initiate locking or unlocking;
• determining (212) the presence or absence of the vehicle lockable component using a positional sensor (112), wherein:
 if the vehicle lockable component is present, the ECU (116) suppresses the lock signal and permits the unlock signal to be sent to the motor;
 if the vehicle lockable component is absent, the ECU (116) suppresses the unlock signal unless the movable locking element (104) is detected to be in an unintended locked position, in which case an unlock signal is issued; and
 upon detecting the presence of the vehicle lockable component after a period of absence, the ECU (116) transmits a lock signal to the motor;
• generating (214) a drive signal from the ECU (116) and supplying it to the motor assembly (108) to drive the movable locking element (104) in a direction corresponding to the required operation;
• verifying (216) the terminal position of the movable locking element (104) based on the positional sensor (112) feedback or, in the absence of such sensors, using a stall current detection circuit (118) associated with the motor assembly (108);
• activating (218) an alert mechanism (120), including visual, auditory, or telematics-based push notifications, if the vehicle remains in an undesired locking state under a predefined vehicle condition, such as vehicle shutdown while the component remains unlocked; and
• disengaging (220) the movable locking element (104) from the locking member (106) using a manual override mechanism (122) in the event of system failure or power loss.
Dated this 08th day of May, 2025

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
OF R. K. DEWAN & CO.
AUTHORIZED AGENT TO THE APPLICANT

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, CHENNAI