FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A METHOD FOR BRAKING OF A VEHICLE IN A PANIC BRAKING CONDITION AND SYSTEM THEREOF”
Name and Address of the Applicant:
TATA MOTORS PASSENGER VEHICLES LIMITED; Floor 3, 4,, Plot-18,, Nanavati
Mahalaya, Mudhana Shetty Marg, BSE, Fort,, Mumbai, Mumbai City, Maharashtra, 400001.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
The present disclosure relates in general to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a driver assistance system for a vehicle. Further, embodiments of the present disclosure disclose a method and system for braking of a vehicle in a panic braking condition.
BACKGROUND OF THE DISCLOSURE
With increase in vehicular population, road accidents have been considered as utmost concern due to high number of human fatalities. As modern vehicles are equipped with high speed and state-of-the-art performance engines and deliverables, the average speed of every vehicle has \gradually increased leading to a greater number of accidents. Further, in most scenarios, road accidents may lead to fatal injuries, that are endured by a group of commuters including, but not limited to, animals, pedestrians, vehicle occupants and the like. In general, one of common scenarios which may lead to high-speed accident is a panic braking condition, in which a driver may inadvertently actuate an accelerator pedal along with a brake pedal in an attempt to retard the vehicle or even bring to halt.
With the advancements in technology, the automotive industry has directed the focus on providing safety systems in the vehicles to detect and prevent accidents and/or collision of vehicles in addition to occupant safety systems. To curb effects which are external to the vehicle such as frontal collisions, many attempts have been made and accordingly safety systems have been employed in the vehicles. However, when in case of panic braking conditions, conventional approach is to cut-off power being generated or supplied by the engine of the vehicle and in-turn bring the vehicle to halt. Such conventional approach may lead to accidents in view of sudden stoppage of the vehicles or the driver rendering incapable of controlling and/or manoeuvring the vehicle to avoid collision. Other conventional approach is to empower predictive manoeuvring of the vehicle by automatically taking over of a steering mechanism of the vehicle, where the vehicle may be steered away from path of collision and that such vehicle may be steered to a predicted path considered to be safe and free from collisions. Such predictive application of controlling of steering mechanism may require high developmental and operating costs. Moreover, in some situations where automatically taking over of the steering mechanism occurs, the driver may force manual intervention in steering of the vehicle, which may lead to unintentional damages to components of the vehicle. Additionally, the conventional systems particularly focus on indicating to the user of the

vehicle regarding occurrence of collision and do not provide further safety systems to avoid panic braking during travel in collision path of the vehicle.
The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the prior arts.
SUMMARY OF THE DISCLOSURE:
One or more shortcomings of conventional methods or systems are overcome and additional advantages are provided through the method and the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a method for regulating braking of a vehicle in a panic braking condition. The method comprising steps of determining, by a control unit, operation of a braking unit and an acceleration unit simultaneously by a user. The control unit is configured to analyse operational condition of an approaching article relative to the vehicle. The control unit is further configured to regulate at least one of operation of the acceleration unit and performance of an engine of the vehicle, based on variation of the operational condition of the approaching article relative to the vehicle.
In an embodiment, the method comprises step of receiving, by the control unit, a signal from a first sensor associated with the braking unit, and configured to receive a signal from a second sensor associated with the acceleration unit, to determine the panic braking condition.
In an embodiment, the step of regulating of the acceleration unit is configured to restrict movement of an accelerator pedal associated with the accelerator unit.
In an embodiment, the control unit is configured to actuate a locking mechanism coupled to the accelerator pedal, to restrict movement of the accelerator pedal during panic braking.
In an embodiment, the step of regulating performance of the engine is configured to restrict supply of fuel, based on regulation of a throttle valve.
In an embodiment, the control unit is configured to determine operational condition of the approaching article based on signal from a third sensor, relative to the vehicle.

In an other non-limiting embodiment of the present disclosure, a system for regulating braking of a vehicle in a panic braking condition is disclosed. The system comprising an acceleration unit, selectively coupled to an engine. The acceleration unit includes a first sensor which is configured to sense operation of the acceleration unit. Further, the system includes a braking unit including a second sensor, to sense operation of the braking unit. The system also includes a control unit, communicatively coupled to the acceleration unit and the braking unit. The control unit configured to receive signals from at least one of the first sensor and the second sensor. The control unit (101) configured to determine operation of the braking unit and the acceleration unit simultaneously by a user to indicate the panic braking condition. The control unit is configured to analyse operational condition of an approaching article relative to the vehicle. The control unit is further configured to regulate at least one of operation of the acceleration unit and performance of an engine of the vehicle, based on variation of the operational condition of the approaching article relative to the vehicle.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
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 drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:
Figure 1 is a block diagram of a system for regulating braking of a vehicle in a panic braking condition, in accordance with one embodiment of the present disclosure.

Figure 2 is a flow chart describing a method for regulating braking of a vehicle in a panic braking condition, in accordance with one embodiment of the present disclosure.
It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present disclosure. Similarly, it will be appreciated that any flow charts, flow diagrams, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the method or the system, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein. Also, the system of the present disclosure may be employed in any kind of vehicle ranging from passenger vehicles to commercial vehicles. However, the vehicle is not illustrated in the drawings of the disclosure is for the purpose of simplicity.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, system, method and assembly that comprises a list of components does not include only those components but may

include other components not expressly listed or inherent to such system, method, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.
Embodiments of the present disclosure discloses a system and method for regulating operations of a vehicle during panic braking condition. Collision between the vehicle and one or more approaching articles including other vehicles, walls, rocks, trees and the like, may cause severe damage to the vehicle and may lead to fatal injuries to the occupants of the vehicle or even loss of life. Here, the term ‘panic braking condition’ may be considered as a scenario when a driver of the vehicle actuates and/or presses (i.e., hard pressing) an accelerator pedal along with a brake pedal on observing the approaching article, to avoid and/or mitigate collision.
Henceforth, the present disclosure is explained with the help of figures illustrating a system and a method for regulating braking of a vehicle in a panic braking condition. However, such exemplary embodiments should not be construed as limitations of the present disclosure, since the method may be used on other types of vehicles where such need arises. A person skilled in the art can envisage various such embodiments without deviating from scope of the present disclosure.
Figure 1 is an exemplary embodiment of the present disclosure illustrating is a block diagram of a system (100) for regulating operations of a vehicle during panic braking condition. The system (100) includes a braking unit (103), an acceleration unit (104) and a control unit (101), where the control unit (101) may be dedicated to the system (100) or may be at least one of a centralized control unit (101), a body control unit (101), a transmission control unit (101) and amongst others. Further, the braking unit (103) and the acceleration unit (104) may be dedicated to the vehicle, and that such braking unit (103) and the acceleration unit (104) may be selectively operable, regulated and/or controlled by the control unit (101). The control unit (101) may be configured to communicate real-time data pertaining to operating parameters of the vehicle such as, but not limited to, speed of the vehicle, condition or operation of the braking unit (103) and the acceleration unit (104), gradient of travel path of the vehicle, fuel supplied to an engine (102) of the vehicle, air being charged into the engine (102), and the like.
In an exemplary embodiment of the present disclosure, the braking unit (103) may be at least one of a drum brake unit, a disc brake unit, and amongst others, which may be employed in the

vehicle. In one implementation, the braking unit (103) may be pneumatically operated or hydraulically operated, where such operation may enable the braking unit (103) to selectively apply brakes for retarding and/or bring the vehicle to halt. In the illustrative embodiment, operation of the braking unit (103) may be determined by a first sensor (103a) associated therewith. The first sensor (103a) may be communicatively coupled to the control unit (101), where the first sensor (103a) may be configured to transmit a signal to the control unit (101) on operation of the braking unit (103) by the user or driver. In an embodiment, the first sensor (103a) may be a pedal displacement sensor, configured to determine operation of the braking unit (103) upon actuation of a brake pedal by the user. In an other embodiment, the first sensor (103a) may be an anti-lock braking sensor, configured to determine operation of the braking unit (103) based on at least one of rate of change of wheel rotational speed and supply of hydraulic fluid to brake calipers associated with wheels of the vehicle. In the illustrative embodiment, the first sensor (103a) may be each of the pedal displacement sensor and the anti-lock braking sensor, where each independently transmit a signal to the control unit (101) corresponding to operation of the braking unit (103) by the user.
In an exemplary embodiment of the present disclosure, the acceleration unit (104) may include an accelerator pedal, a plurality of cables or probes configured to selectively vary operation of a throttle valve (106) associated with the engine (102), and a second sensor (104a). The accelerator pedal may be coupled to the second sensor (104a), where the second sensor (104a) may be operated on displacement of the accelerator pedal. In an embodiment, the second sensor (104a) may be at least one of proximity sensor, hall effect sensor, a switch and the like, which may be operated based on displacement of the accelerator pedal by the user. The second sensor (104a) communicatively coupled to the control unit (101) and may be configured to transmit a signal corresponding to displacement of the accelerator pedal, and in-turn operation of the acceleration unit (104).
In an embodiment, during panic braking condition, the user may operate (i.e., by way of pressing) the accelerator pedal along with the brake pedal, due to which power being delivered by the engine (102) may be increased at the time when the wheels of the vehicle may be configured to be restricted. Such scenario may deliver unproportionate power to the wheels of the vehicle, whereby causing inadvertent displacement of the vehicle and in-turn may lead to collision with an approaching article. In an embodiment, the approaching article may be including other vehicles, walls, rocks, trees and the like, which may be located relatively along

a travel path (i.e., a path along which the vehicle is intended to travel). The panic braking condition may also lead to unproportionate power being delivered by the engine (102) to the wheels of the vehicle, which may cause to the vehicle to travel towards the approaching article and may provide minimal or negligible time for the user to evade collision. To cater such panic braking condition, the system (100) is configured to regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle. For such regulation, the control unit (101) is configured to receive a signal from the first sensor (103a) associated with the braking unit (103), and configured to receive the signal from a second sensor (104a) associated with the acceleration unit (104), to determine the panic braking condition, upon simultaneously being operated by the user. Due to such signal, the control unit (101) is configured to determine the panic braking condition being actuated by the user. Further, the control unit (101) is communicatively coupled to a third sensor (107), where the third sensor (107) is configured to determine operational condition of the approaching article based on signal relative to the vehicle. In an embodiment, the third sensor (107) may be at least one of LIDAR, RADAR, 360 degree camera system (100), and the like, which may be associated with the vehicle to determine operational condition of the approaching article in surrounding of the vehicle. The third sensor (107) may be configured to determine at least one of relative distance between the approaching article and the vehicle, rate of change of such distance between the approaching article and the vehicle, travel path of the approaching article, and amongst others. Based on signal from the third sensor (107), the control unit (101) is configured to determine and analyse operational condition of the approaching article.
In the illustrative embodiment, the control unit (101) is configured to regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, upon determining the panic braking condition. For such regulation of the acceleration unit (104), the control unit (101) is configured actuate a locking mechanism (105) which is coupled to the accelerator pedal. The locking mechanism (105) is configured to restrict movement of the accelerator pedal during panic braking. In an embodiment, the locking mechanism (105) may be at least one of a resilient member coupled to the plurality of cables or probes in the acceleration unit (104), a gear mechanism coupled at an end of the accelerator pedal, a motor coupled an end of the accelerator pedal, and amongst others. In the illustrative embodiment, the locking mechanism (105) is a solenoid actuator positioned below and adapted to abut the accelerator pedal, where the solenoid actuator may restrict and/or retard downward movement of the accelerator pedal, upon actuation by the control unit (101). Here, it is to be noted that,

during normal operation (i.e., no panic braking condition being determined by the control unit (101)), the solenoid actuator may impart no restriction to displacement of the accelerator pedal, while during panic braking condition, the solenoid actuator may be configured to apply upward force on the accelerator pedal due to which downward displacement of the accelerator pedal may be regulated. In an embodiment, the solenoid actuator may be configured to allow gradual displacement of the accelerator pedal, which may provide time and/or displacement for the user to manoeuvre the vehicle and avoid collision with the approaching article. Alternatively, the solenoid actuator may be configured to restrict downward displacement of the accelerator pedal and allow operation of the braking unit (103) to retard and bring the vehicle to halt. In an implementation, the solenoid actuator may be configured to perform at least one of gradual displacement of the accelerator pedal or restrict movement of the accelerator pedal, based on actuation of the control unit (101) due to analysis of operational condition of the approaching article. In an embodiment, the solenoid actuator may be replaced by a piezoelectric actuator, a servo motor, and amongst others.
In the illustrative embodiment, the control unit (101) is configured to regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, upon determining the panic braking condition. For such regulation of performance of the engine (102), the control unit (101) is configured restrict supply of fuel to the engine (102), based on regulation of a throttle valve (106) associated with the engine (102). Upon determining the panic braking condition, the control unit (101) may be configured to regulate operation of the throttle valve (106), in order to decrease amount of fuel being supplied to the engine (102) for delivering power to the wheels of the vehicle. Due to such configuration, unproportional power being delivered by the engine (102) may be regulated by the control unit (101), which may in-turn avoid unintended displacement of the vehicle towards the approaching article. In the illustrative embodiment, the control unit (101) may be configured to regulate operation of the acceleration unit (104) and performance of an engine (102) independently or in tandem, in order to avoid collision during panic braking condition. i.e., the control unit (101) may be configured to regulate operation of the acceleration unit (104) together with regulating performance of an engine (102), in order to avoid collision during panic braking condition. Alternatively, the control unit (101) may be configured to regulate operation of the acceleration unit (104) or performance of an engine (102), based on operational condition of the approaching article in order to avoid collision during panic braking condition.

In an embodiment, the control unit (101) is configured to analyse operational condition of the approaching article for regulating at least one of operation of the acceleration unit (104) and performance of an engine (102), upon determining panic braking condition. For example, the control unit (101) is configured to receive signal from the third sensor (107) regarding operational condition of the approaching article. i.e., the third sensor (107) is configured to indicate distance and speed of the approaching article, which may be received and compared by the control unit (101) with operational conditions of the vehicle. Based on such comparison, the control unit (101) may be configured to regulate operation of the acceleration unit (104) and performance of the engine (102). For instance, as depicted in Table 1, the control unit (101) is configured to regulate operation of the acceleration unit (104) and performance of the engine (102) based on speed and distance between the approaching article and the vehicle.

Distance from vehicle Vehicle speed Voltage distribution of throttle valve (106) throttle valve Actuation of (106) position locking mechanism (105)
D0 >= X0 Y0 5.0 P0 Positioned at Z0%
D1 >= X1 Y1 4.0 P1 Positioned at Z1%
D2 >= X2 Y2 1.0 P2 Positioned at Z2%
Here,
D refers to distance of the approaching article from the article, being determined by the third
sensor (107);
X refers to threshold distance, being pre-set in a memory unit of the control unit (101);
Y refers to vehicle speed, being determined by the first sensor (103a);
P refers to throttle valve (106) position, being regulated by the control unit (101); and
Z refers to accelerator pedal position relative to the locking mechanism (105), being determined
by the second sensor (104a).
In view of above exemplary embodiment, the control unit (101) is configured to receive signals corresponding to speed of the vehicle and the accelerator pedal position from the first sensor (103a) and the second sensor (104a), respectively. Also, the control unit (101) is configured to determine whether panic braking condition is satisfied, in view of simultaneous operation of the braking unit (103) and the acceleration unit (104). In case of panic braking condition being satisfied, the control unit (101) is configured to receive signals pertaining to distance of the

approaching article relative to the article, from the third sensor (107). The control unit (101) is configured to determine rate of change of such distance between the approaching article relative to the article to selectively operate the throttle valve (106) and the locking mechanism (105) to regulate operation of the vehicle and in-turn avoid collision with the approaching article. For example, in the above table 1, in case D0 is considered to be 40mts and Y0 is considered to be 30kms/hr, the control unit (101) is configured to determine such distance and speed with respect to a threshold distance X being pre-set in the control unit (101). The control unit (101) is configured to determine panic braking condition being performed by the user. During initial operation of the vehicle, i.e., when no panic braking condition is determined by the control unit (101), the throttle valve (106) may be operated adequately to supply fuel to the engine (102), while minimal to no resistance is imparted by the locking mechanism (105) for displacement of the accelerator pedal. Furthermore, the control unit (101) is configured to determine rate at which distance D changes relatively between the vehicle and the approaching article, i.e., D1 is less than D0 and comparable to X0, while D1 is greater than X1 which is less than X0. For example, D1 can be considered as 38mts, then X1 may be 20mts, during which the control unit (101) may be configured to restrict displacement of the accelerator pedal by actuation of the locking mechanism (105) to Z1 which may be configured to restrict accelerator pedal to a first predefined angle (i.e., about 5-10deg relative to idle state), while the control unit (101) may be configured to reduce supply of fuel by regulating power supplied to the throttle valve (106). With that, the control unit (101) may be configured to determine whether operation of the braking unit (103) may avoid collision or bring the vehicle to halt. Moreover, when D2 can be considered as 28mts, then X2 may be 12mts, during which the control unit (101) may be configured to restrict displacement of the accelerator pedal by actuation of the locking mechanism (105) to Z2 which may be configured to restrict accelerator pedal to a second predefined angle (i.e., about 3-5deg relative to first predetermined angle), while the control unit (101) may be configured to reduce supply of fuel by regulating power supplied to the throttle valve (106) to about 1.0 unit (i.e., which may be least allowable value for flow of the fuel). With that, the control unit (101) may be configured to determine operation of the braking unit (103) to bring the vehicle to halt within the distance of X2. Here, it may be noted that the above values are indicative for explanation of the present disclosure, while intermediate or beyond values are possible for operation of the system (100) without deviation from functioning thereto.

In one embodiment of the disclosure, the control unit (101) provided in the vehicle may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The control unit (101) may comprise a processing unit and one or more memory units associated with the vehicle. The processing unit may comprise at least one data processor for executing program components for executing user- or system (100)-generated requests. The processing unit may be a specialized processing units such as integrated system (100) (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
In one embodiment, the control unit (101) may include one or more memory units, which may be disposed in communication with one or more memory units (e.g., RAM, ROM etc.) associated with the vehicle via a storage interface. The storage interface may connect to the one or more memory units including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system (100) interface (SCSI), etc. The one or more memory units may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc. Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.

Referring now to Figure 2 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method for regulating braking of a vehicle in a panic braking condition. In an embodiment, the method may be implemented in any vehicle including, but not limited to, passenger vehicle, commercial vehicle, mobility vehicles, and the like.
The method may describe in the general context of processor executable instructions in the control unit (101). Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.
The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.
At block 201, the control unit (101), receives the signals provided by the first sensor (103a) and the second sensor (104a), to determine that the panic braking condition has been performed by the user. The first sensor (103a) being associated with the braking unit (103) is configured to transmit signal pertaining to actuation of brakes by the user, while the second sensor (104a) is configured to transmit the signal corresponding to operation (i.e., displacement) of the accelerator pedal. The control unit (101) may be configured to analyse that the acceleration unit (104) and the braking unit (103) are operated simultaneously by the user to determine the panic braking condition being actuated.
At block 202, the control unit (101), upon determining the panic braking condition, is configured to analyse operating conditions of the approaching article relative to the vehicle, based on signal from the third sensor (107). The control unit (101) is configured to receive signal from the third sensor (107) pertaining to parameters including distance and speed of the approaching article, which may be received and compared by the control unit (101) with corresponding operational conditions of the vehicle. Based on such comparison, the control unit (101) may be configured to regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, based on variation of the operational condition of the approaching article relative to the vehicle, as seen in block 203.

In an embodiment, the control unit (101) is configured to regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, upon determining the panic braking condition. In the illustrative embodiment, the control unit (101) may be configured to regulate operation of the acceleration unit (104) and performance of an engine (102) independently or in tandem, in order to avoid collision during panic braking condition. i.e., the control unit (101) may be configured to regulate operation of the acceleration unit (104) together with regulating performance of an engine (102), in order to avoid collision during panic braking condition. Alternatively, the control unit (101) may be configured to regulate operation of the acceleration unit (104) or performance of an engine (102), based on operational condition of the approaching article in order to avoid collision during panic braking condition.
It is to be understood that a person of ordinary skill in the art may develop a method and a system (100) of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim

recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

We Claim:
1. A method for regulating braking of a vehicle in a panic braking condition, the method
comprising:
determining, by a control unit (101), operation of a braking unit (103) and an acceleration unit (104) simultaneously by a user;
analysing, by the control unit (101), operational condition of an approaching article relative to the vehicle; and
regulating, by the control unit (101), at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, based on variation of the operational condition of the approaching article relative to the vehicle.
2. The method as claimed in claim 1, comprises receiving, by the control unit (101), a signal from a first sensor (103a) associated with the braking unit (103), and configured to receive a signal from a second sensor (104a) associated with the acceleration unit (104), to determine the panic braking condition.
3. The method as claimed in claim 1, wherein regulating of the acceleration unit (104) restricts movement of an accelerator pedal associated with the accelerator unit.
4. The method as claimed in claim 3, wherein the control unit (101) is configured to actuate a locking mechanism (105) coupled to the accelerator pedal (), to restrict movement of the accelerator pedal during panic braking.
5. The method as claimed in claim 1, wherein regulating performance of the engine (102) restricts supply of fuel, based on regulation of a throttle valve (106).
6. The method as claimed in claim 1, wherein the control unit (101) is configured to determine operational condition of the approaching article based on signal from a third sensor (107), relative to the vehicle.
7. A system (100) for regulating braking of a vehicle in a panic braking condition, the system (100) comprising:
an acceleration unit (104), selectively coupled to an engine (102), the acceleration unit (104) includes a first sensor (103a), configured to sense operation of the acceleration unit (104);

a braking unit (103), including a second sensor (104a), to sense operation of the braking unit (103);
a control unit (101), communicatively coupled to the acceleration unit (104) and the braking unit (103), the control unit (101) configured to receive signals from at least one of the first sensor (103a) and the second sensor (104a), the control unit (101) configured to:
determine operation of the braking unit (103) and the acceleration unit (104) simultaneously by a user to indicate the panic braking condition;
analyse operational condition of an approaching article relative to the vehicle; and
regulate at least one of operation of the acceleration unit (104) and performance of an engine (102) of the vehicle, based on variation of the operational condition of the approaching article relative to the vehicle.
8. The system (100) as claimed in claim 8, wherein the control unit (101) is configured to restrict movement of an accelerator pedal associated with the accelerator unit, to regulate the accelerator unit.
9. The system (100) as claimed in claim 8, wherein the control unit (101) is configured to actuate a locking mechanism (105) coupled to the accelerator pedal, to restrict movement of the accelerator pedal during panic braking.
10. The system (100) as claimed in claim 8, wherein the control unit (101) is configured to restrict supply of fuel, based on regulation of a throttle valve (106), to regulate performance of the engine (102).
11. The system (100) as claimed in claim 8, wherein the control unit (101) is configured to determine operational condition of the approaching article based on signal from a third sensor (107) associated with the vehicle.