TECHNICAL FIELD

[0001] The present subject matter relates generally to a hybrid vehicle, and more particularly, but not exclusively, to a starter system for the hybrid vehicle.
BACKGROUND

[0002] Generally, a hybrid vehicle comprises of an internal combustion (IC) engine and a traction setup for providing motion of the vehicle. The IC engine installed on such hybrid vehicle uses gasoline/fuel as any other conventional IC engine. A starter motor is used to crank the IC engine. The traction motor is powered by an on board auxiliary power source. The user can operate the hybrid vehicle in any one of three modes as required" namely an engine mode, an electric mode and a hybrid mode. In hybrid mode the IC engine and the traction motor jointly operated. Whereas, in engine mode only the IC engine is operated and in the electric mode only the traction motor is operated^ The hybrid mode further comprises of a hybrid power mode and a hybrid economy mode. In the hybrid power mode, both the IC engine, and the traction setup are operated jointly. In the hybrid economy mode, the IC engine, and the traction motor are operated alternatively.
[0003] Further, the hybrid vehicle has a control unit for performing vehicle operation including identification of an authorized user, selecting and operating the vehicle in any of the three modes, cranking the IC engine, and controlling vehicle loads. The control unit comprises of electrical and electronic components, like an electronic control unit, relays, which are powered by the on board auxiliary power, source. Typically, in a hybrid vehicle the auxiliary power source is a high voltage battery.

BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description of an starter system of the present subject matter is described with reference to the accompanying figures. -Same numbers are used throughout the drawings to reference like features and components.

[0005] Fig. 1 (a) illustrates a left side view of a hybrid vehicle, in
accordance to an embodiment of the present subject matter.
[0006] Fig. 2 illustrates a proposed starter system block diagram, in
accordance with an embodiment of the present subject matter.
[0007] Fig. 3 (a) illustrates a flow chart depicting the selection of steps of a
proposed method for starting "a vehicle depending on the status of the battery, in
accordance with an embodiment of the present subject matter.
[0008] Fig. 3 (b) illustrates a.flow chart depicting the steps of the proposed
method in a battery non-operational condition.
[0009] Fig. 3 (c) illustrates a flow chart depicting the steps of the proposed
method in a battery working condition.
[00010] Fig. 4 illustrates waveforms drawn for time against magneto output,
in accordance with an embodiment of the present subject matter.
[00011] Fig. 5 illustrates a graph depicting start attempt iteration against an
unauthorized start attempt count, in accordance to an embodiment of the present
subject matter.
[00012] Fig. 6 (a) illustrates a right side of a handle bar assembly of a
hybrid vehicle, in accordance to an embodiment of the present subject matter.
[00013] Fig. 6 (b) illustrates a top perspective view of the handle bar
assembly of Fig. 6 (a).
[00014] Fig. 6 (c) illustrates a cross-sectional side view of the handle bar
assembly of Fig. 6 (a).
[00015] Fig. 7 illustrates an antenna unit interfaced with an immobilizer
» unit, in accordance with another embodiment of the present subject matter.
DETAILED DESCRIPTION
[00016] Typically, in the hybrid vehicle the control unit performs various
vehicle related operations like starting that involves cranking the IC engine. The control unit, starter motor, and the traction motor are powered by a battery that acts as the on board auxiliary power source. However, an electrical or a mechanical fault, or discharge of the battery can affect the functioning of the control unit thereby affecting the functioning of traction motor or the starter

motor. Further, the traction motor is driven by the battery and the control unit
controls the power flow from the battery to the traction motor. Failure of
functioning of the control unit will leave the user stranded with the vehicle as
both the power flow to both the control unit and the battery are disabled.
[00017] Moreover, in the hybrid vehicle an emergency mode is provided
with a limp home mechanism. In the limp-home mechanism the vehicle may be
manually cranked using a kick-start lever without relying on the battery or control
unit, because in the limp-home mechanism the control unit is not functional (OFF
state). The back electromotive force from the magneto is used to power a
transistor controlled ignition (TCI) unit rather than charging the battery, during
the engine cranking. Once the engine has started, a regulating and rectifying (RR)
unit keeps providing required voltage for operating the vehicle loads.
[00018] Further, the control unit of the hybrid vehicle receives
authentication status information. The control unit identifies an authorized or an
unauthorized user and thereby disables running of the engine, and the traction
motor power is cut off, if the user is identified as unauthorized user.
[00019] Typically, in a scenario where the control unit malfunctions or fails,
the authentication status information sent by immobilizer unit becomes obsolete
information. In a condition when the control unit fails, the vehicle is prone to
theft. Further, the battery can be tampered, because the battery is located at a
position where it is easily accessible. In aforesaid situations, when the battery or
the control unit fails, the traction motor is not functional. Further, the emergency
mode is available, where the engine can be started by using the kick-start lever by
the limp-home mechanism. Any unauthorized user can tamper with the battery or
the control unit and thereby start the vehicle in the emergency mode.
[00020] In yet another situation, the high voltage battery has high current
carrying wires that may develop short circuit resulting in failure of control unit. . In such a situation, the control unit would not be able to process the authentication status information received from the immobilizer unit. Further, the immobilizer unit can also be tampered, which affects the functioning of the user authentication process. Furthermore, when the battery is completely or partially

discharged, the functioning of the control unit is affected, thereby the user
authentication is not performed. The aforesaid problems are persisting in the
known art. -
[00021] Further, the failure of the immobilizer unit would immobilize the
vehicle and the user authentication procedure is not performed. This will leave the user stranded with the vehicle engine immobilized for anti-theft reasons. Furthermore, the immobilizer unit and the control, unit comprises of electronic components that would malfunction when exposed to water or dirt. [00022] There is a need for a reliable starter system having an user authentication system, which is functional when the battery fails or even when there is no battery, or when the control unit is compromised, for immobilizing the vehicle engine for anti-theft reasons.
[00023] Hence, an objective of the present subject matter is to provide a
hybrid vehicle with a starter system. According to another object, the starter system functions reliably even when a battery, or a control unit are compromised. Further, the starter system verifies an ,user authentication even when the vehicle is operated in the emergency mode using limp-home mechanism
[00024] Further, the proposed starter system is functional in all the modes of
the vehicle namely an engine mode, an electric mode, a hybrid mode, and an emergency mode, irrespective of the availability or non-availability of the battery, and the control unit. Tampering with the battery or control unit will not affect the functioning of the starter system.
[00025] In an embodiment, a starter system is provided with a drive means.
The drive means includes an internal combustion engine and a traction motor. An electrical generator, for example a magneto or an integrated starter generator, being coupled to a crankshaft of the internal combustion engine. An auxiliary power source of the vehicle drives electrical and electronic loads including the traction motor. An ignition switch said ignition switch in an ON condition enables functioning of the internal combustion engine, and the traction motor. An ignition control unit, such as transistor controlled ignition, enables starting of the

internal combustion engine by a manual.cranking system, for example kick-start, when the auxiliary power source is non-operational. Further, the internal combustion engine upon starting powers the immobilizer unit through said electrical generator and the immobilizer unit detects an user authentication and determines to continue or to stop running of the internal combustion engine based . on the detected user authentication.
[00026] Furthermore, in an embodiment, the starter system communicates to
the immobilizer unit of the vehicle to disable the operation of said engine and the traction motor after a pre-determined number of attempts for starting said engine without valid user authentication. The auxiliary power source includes a battery, a hydrogen cell, a fuel cell, or the like.
[00027] In an embodiment, in accordance with the present subject matter,-'a-
digital instrument cluster is installed on a handle bar assembly of the vehicle for displaying vehicle related information. Further, the digital instrument cluster provides the authentication status of the vehicle, and provides a warning signal if a user repeatedly tries to start the vehicle without valid authentication. In addition, after a predefined number of attempts of starting the engine without valid user authentication the starter system immobilizes the drive means of the vehicle that includes the engine and the starter system.
[00028] Further, according to one embodiment, the starter system the starter
system is located such that it cannot be tampered, thereby making the authentication system secure. The interference of rainwater, dirt, or the like with the starter system is also eliminated.
[00029] Moreover, the present subject is applicable to vehicles including a
manual cranking system, especially vehicles like a two-wheeler and a three-wheeler.
[00030] The aforementioned and other advantages of the present subject
matter would be described in greater detail in conjunction with the figures in the following description.

[00031] Fig. 1 illustrates a side view of a hybrid vehicle 100, in accordance
with an embodiment of the present subject matter. The vehicle 100 illustrated in accordance with an embodiment of the present subject matter, has a step-through type frame assembly. The said step-through type frame assembly includes a head -tube (not shown), a main frame 108 and may have a sub-frame (not shown). A steering assembly is connecting a front wheel 101, and a handlebar assembly 150. The steering assembly is rotatably disposed through the head tube. An internal combustion engine 120, a traction motor 122, are connected to a rear wheel 102 through a transmission assembly (not shown). In an embodiment, the engine is 120 is mounted to a swing arm and said swing arm is swingably connected the main frame 108 using a toggle link. The traction motor 122 can be hub mounted on the rear wheel. 120. An on board battery (not shown) drives the traction motor 122. The engine 120 can be started by an electric starter system including a traction motor or a manual cranking system 155 including a kick-start mechanism. The sub-frame is attached to the main frame 108 and said sub-frame a supports a seat assembly 142. The frame assembly has plurality of body panels, mounted on the frame assembly and covering the frame assembly, including a front panel. 105, a leg shield 141, an under-seat cover 143, and a left and a right side panel 106. Further, a visor 152 is installed above a headlamp 136, covering at least a portion of an instrument cluster unit 151.
[00032] A front fender 103 is-covering the front wheel. A floorboard-140 is
provided at the step-through space. A seat assembly 142 is connected to the main frame 108 at the posterior space of the step-through space. A fuel tank (not shown) is positioned below the seat assembly 142. A rear fender 104 is covering the rear wheel and is positioned below the fuel tank. One or more suspension(s) 107, 131 are provided in the front and rear portion of the vehicle 100 for comfortable ride. The vehicle 100 comprises of plurality of electrical/electronic components including a headlight 136, a tail light 137, a control unit (not shown), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown), and an immobilizer unit (not shown).

[00033] A user can operate the hybrid vehicle 100 in three modes as
required namely an engine mode, an electric mode, and a hybrid mode. The hybrid mode further comprises of a hybrid power mode and a hybrid economy mode. In the hybrid power mode, both the IC engine 120, and the traction motor 122 are operated jointly. An additional emergency mode is also available for the hybrid vehicle 100 for starting the vehicle 100 by limp-home mode mechanism. In the limp-home mechanism, the vehicle 100 can be kick-started and operated in the engine mode. In the limp-home mechanism, the control unit 201 is in the OFF state. The limp-home mode mechanism helps in starting and operating the vehicle 100 when the battery or the control unit is compromised. Typically, a vehicle 100 starts in a default mode when the user doe's not choose a mode. The control unit 201 monitors various vehicle 100 functions including selection of a power source. The transmission system transmits the power from the IC engine 120 to the rear wheel 102. In an embodiment, the traction motor 122 is hub mounted on the rear wheel 102. In an embodiment, the engine 120 is mounted on the swing arm that is connected to the main frame 108 with a toggle link. The IC engine 120 is positioned in such a way that the crankshaft is perpendicular to the longitudinal axis of the vehicle 100.
[00034] Fig. 2 shows a circuit level block diagram of a starter system 200,
in accordance with an embodiment of the present subject matter. A control unit
201 controls various functions of the hybrid vehicle 100 that includes operating the vehicle in the user-selected mode of operation. An on board battery 202drives a traction motor 122. Further, the battery 202 used is of high voltage. The battery
202 also powers the control unit 201, which controls the plurality of power sources of the vehicle 100. The hybrid vehicle 100, when operated in an electric mode, the plurality of electrical and electronic loads (hereafter referred to as . 'loads') 203 are driven by the battery 202 through a DC-DC converter 204. A magneto 205 generates power when an IC engine 120 of the hybrid vehicle 100 is working. The power generated by the magneto 205 is rectified, and regulated by an RR unit 206. An ignition switch 207 connects the power sources 202,122, 205

to the loads 203. The flow of energy from the plurality of power sources like, the magneto 205, the traction motor 122, and the battery 202, is controlled by the control unit 201. An Ignition cum authentication key 208 unlocks the vehicle 100. A mode switch 209 enables the user to select a mode to operate the vehicle 100. An instrument cluster 151 displays various vehicle. 100 related information including the mode of operation of the vehicle 100, state of charge of the battery, a fuel indicator, and an authentication indicator. An immobilizer unit 210 disables the running of the engine 120 in case of an unauthorized user tries to start the vehicle 100. A transistor controlled ignition (TCI) unit 211 controls the timing of the spark through an ignition coil 212.
[00035] The components of the starter system 200 in accordance with the
present subject matter, has a unique .component code. In a scenario when one of the components, for example the control unit 201 or the TCI unit 211, are replaced, the starter system will not be functional thereby disabling the running of the IC engine 120 or the traction motor 122.
. [00036] The starter system 200 and the method thereof, of the present
subject matter, is not restricted to a hybrid vehicle 100 but also can be adapted to a vehicle comprising of only the IC engine 120.
[00037] Further, the TCI 211enables starting of the engine 120 by a manual cranking system 155 when the auxiliary power source 202 is non-operational or the control unit 201 is not operational. The engine 120 upon starting powers the immobilizer unit 210 through the magneto 205 that is coupled to the crankshaft of the engine 120. Furthermore, the immobilizer unit 210 detects an user authentication. The ignition key 208 is provided with validation code, which is embedded, and the immobilizer unit compares said validation code with an in built code. Thereby, the immobilizer unit determines to continue or to stop running of the internal combustion engine 120 based on the determined user authentication.
[00038] The functioning of the starter system is explained using the
proposed method depicted.in the flow charts depicted in Fig. 3 (a), Fig. 3 (b) and

Fig. 3 (c) that shows steps for starting a vehicle, in accordance with an embodiment of the present subject.matter. Fig. 3 (a) illustrates the step S301, where the steps of flow chart of Fig. 3 (b) or Fig. 3 (c) are executed depending on the status of the battery.
[00039] Fig. 3 (b) shows the steps involved in an user authentication method, executed by the starter system 200, when the battery 202 is not working. A situation may occur, where the battery 202 fails or the battery 202 is tampered or the control unit 201, which manages the power, is compromised or any electrical or mechanical failure occurs in the vehicle 100. In step S302, the user inserts the key 208 for turning an ignition ON. Turning the ignition ON, connects the plurality of power sources that are active like the magneto 205, the traction motor 122, and the battery 202.,to .the.loads 203. Then at step S303, the user tries, to kick-start the vehicle 100, which cranks the IC engine 120. In step S304, the TCI unit 212 enables starting of the engine 120, and the instrument cluster unit 151 are powered up by the voltage generated by the magneto 205 connected to the IC engine 120.. Further, an user authentication USER_AUTHEN is set to AUTHEN_OK by the TCI unit 212. By default, the AUTHEN_OK is set to enable the IC engine 120 to run, which in turn powers the TCI unit 212 through the magneto 205. At step S306, as the USER_AUTHEN is set to AUTHEN_OK the engine 120 is allowed to start. A real time counter (RTC) is started, at step S307, for providing a delay for powering the instrument cluster unit 151 and the immobilizer unit 210. At step S308, the TCI unit 211 transmits message to the immobilizer unit 210 requesting for an AUTHEN_STATUS message. Then at step S309, the TCI unit 211 waits for a reply from the immobilizer unit 210. In an embodiment, a CAN protocol is used to send the request to the instrument cluster. The AUTHEN_STATUS message received from the immobilizer unit 210 is sent to a library function by TCI unit 211 and gets a USER_AUTHEN, at step S310. Then at steps S311-S315, the USER_AUTHEN is checked and if the USER_AUTHEN is identified as AUTHEN_OK the IC engine 120 is allowed to run, else if it is identified as AUTHEN_NOK the IC engine 120 is stopped from

running by disabling the functioning of the TCI unit 211 and the control unit 201, if available, will be disabled, thereby disabling the functioning of the traction motor 122.
[00040] Fig. 3 (c) shows the steps involved in an user authentication method, executed by the starter system 200 when the battery 202 is working normally. In step S316, the user inserts the key 208 for turning an ignition on. As the battery is in normal working state, the TCI unit 211 is powered up immediately, at step S317. Then at step S318, the USER_AUTHEN is set to AUTHEN_OK by default. At step S319, the TCI unit 211 sends a message to instrument cluster unit 151 and immobilizer unit 210 for AUTHEN_STATUS. The TCI unit 211 waits for a reply, at step S321. Once the AUTHEN_STATUS is received at step S322, the„XCLunit.211 sends..the AUTHEN_STATUS message to a library function to... get the USER.AUTHEN. At step S322, the USER.AUTHEN is checked if it is AUTHEN_OK. Then at step S324, if the received message is AUTHEN_NOK, the ignition is disabled at S325, thereby disabling the running of the IC engine 120. The traction motor .122 is not functional as the battery 202 is not available. If the message received is AUTHEN_OK at step S326, then at step S327 the ignition is enabled. The running of the engine 120 is disabled when an unauthorized user tries to start the vehicle 100 or inserts a key 208 without proper authentication. The starter system 200 along with the immobilizer unit -210 functions effectively in all modes of operation of the hybrid vehicle 100. Further, the control unit 201 is configured to work with the three modes of the vehicle 100 along with the limp home mechanism used in the emergency mode, when the vehicle 100 is working normally. In a partial or a complete shut-down condition, the control unit 201 enables an user to operate the vehicle 100 in emergency mode, where the user can crank the engine 120 using a kick-start mechanism. Furthermore, the proposed starter system 200 uses a reliable user authentication method, which is functional even when the battery 202 fails, or when the control unit 201 is compromised, or when there is an electrical or mechanical failure, for immobilizing the vehicle 100 engine 120 for anti-theft reasons.

[00041] In another embodiment discussed later in the disclosure using Fig. 7, the immobilizer unit authenticates the authorized user when an authentication device, for example a transponder, is within a close proximity to an antenna circuitry interfaced with the immobilizer unit. The transponder can be integrated with the ignition key of the vehicle.
[00042] Fig, 4 (a) illustrates three graphs for explaining the functioning of the immobilizer unit 210. A first graph 410 illustrates a relation between power generated by magneto and time. A second graph 420 and a third graph 430 illustrate two different engine 120 start scenarios. In the first graph 410, when the user tries to crank the engine 120 using kick-start mechanism at point A, the magneto 205 starts generating power/voltage. At point B the voltage required for *, functioning.-of. immobilizer unit 210 is attained. The.. TCI unit 211 .and the... , instrument cluster unit 151, and the immobilizer unit 210 are powered. The time required for successful user authentication is Tauthen. In case of an improper engine start 440, at point C the voltage output of the magneto 205 drops and the user authentication is unsuccessful. In a scenario, when the vehicle 100 is cranked properly resulting in a proper engine start 450, the voltage is maintained and the authentication of a user is successful. The second graph 420 illustrates, in one iteration, the voltage required for authentication for a time Tauthenis not obtained and the user authentication is unsuccessful. The third graph 430 illustrates that the vehicle 100 is kept running for a time Tauthen, which is the requisite time for the starter system 200 to successfully identify a user. Furthermore, even in a case where the battery 202 fails or the control unit 201 fails the engine 120 is allowed to start with the limp home mechanism. The engine 120 is allowed to start,, thereby the immobilizer unit 210 and the TCI unit 211 are powered up, at step S304, and the USER_AUTHEN is set to AUTHEN_OK at step S305, thereby the starter system is allowed to identify an authorized user.
[00043] There arises a situation when an authorized user tries to crank the engine 120 without proper authentication sequence completion. The vehicle 100 should not be immobilized at the first attempt, because the authorized user will be

left stranded with the vehicle 100. In accordance with another embodiment of the present subject matter, an unauthorized start attempt count is kept track of. Fig. 5 depicts a graph showing various iterations of start attempt. At iteration-1 510, when a user tries to start the vehicle 100 without proper authentication, a warning signal is displayed on the instrument cluster unit 151 showing that it is an unauthorized start attempt. At the same time, an unauthorized start attempt count is incremented form 0 to 1. At iteration -2 520, when an authorized start attempt is performed, the unauthorized start attempt count is incremented from 1 to 2. In a case, where the user gets an authentication after few attempts, a count less than a predefined count, of unauthorized start, the unauthorized start attempt is set to zero. For example, at iteration-3 530, when an authorized start attempt is performed, the unauthorized start attempt count is set to 0 and the engine 120 is allowed to run or the ignition is enabled. In a case where a user tries to start the vehicle beyond a pre-set value, say five iterations, the running of the engine 120 is disabled. Furthermore, an alarm is also activated, along with flashing a plurality of lamps including indicator lamp(s) or headlamp 136. The vehicle 100 will be secured from theft attempts.
[00044] Fig. 6 (a) illustrates a right side view of a handle bar assembly 150 of step through type vehicle 100 of Fig. 1. Fig. 6 (b) illustrates a top perspective view of vehicle 100 of Fig. 6 (a). Fig. 6 (a) and Fig. 6 (b) depict the handle bar assembly 150 comprising of an instrument cluster 151. In a preferred embodiment, a digital instrument cluster 151 is used. The instrument cluster unit
151 displays various vehicle 100 related information including the mode of
operation of the vehicle 100, the state of charge of battery 202 and especially a
warning signal. The warning signal is displayed when an unauthorized start
action is performed. Fig. 6 (b) shows the instrument cluster 151 positioned on the
handle bar assembly 150 above the rear side of the headlamp 136 casing. A visor
152 is positioned above the headlamp 136. The visor 152 covers at least a portion
of the instrument cluster. The digital instrument cluster unit 151 displays a
warning signal, in case of an unauthorized start. The information displayed on the

instrument cluster unit 151 should be visible to the user even in a broad day light. To enable a better visibility of an unauthorized start attempt-warning signal to the user, the instrument cluster unit 151 is positioned at an acute angle. Further, the visor 152, which covering at least a portion of the instrument cluster unit 151 helps in displaying the warning signal to user even in broad day light. In case where a user is an authorize user but tries to starts the vehicle 100 without proper authentication, the warning helps the authorized user to start the vehicle 100 with proper authorization. Fig. 6 (c) depicts a right side cross-sectional view of the handle bar assembly 150 shown in Fig. 6 (b). In a preferred embodiment the instrument cluster unit 151 is positioned at an acute angle, preferably in the range of 35-45 ' with respect to a flat surface on which the vehicle 100 is positioned, for better visibility of unauthorized start attempt warning signal to an user. Furthermore, the visor 152, which is covering at least a portion of the instrument cluster unit 151, improves the visibility in broad day light.
[00045] Fig. 7 depicts an instrument cluster 151 interfaced with the immobilizer unit 210, in accordance with an embodiment of the present subject matter. An immobilizer unit 210 is enclosed inside the instrument cluster unit 151. In another embodiment an antenna unit 420 is interfaced with the instrument cluster unit 151 through the immobilizer unit 210. A user is authenticated wirelessly without a need for-insertion of a physical key or physical authenticating device. The antenna unit 420 is interfaced with the immobilizer unit 210 and is sealed inside the instrument cluster unit 151.
[00046] The proposed starter system 200 connects the instrument cluster unit 151 which has an instrument cluster 151, and an immobilizer unit 210, with the TCI unit 211 of the hybrid vehicle 100. The instrument cluster 151 is an essential unit of the hybrid vehicle 100, as it operates the instrument cluster unit which displays vehicle 100 related information to the user. The instrument cluster 151 is securely sealed inside the instrument cluster unit 151. The immobilizer unit 210, which is essential for identifying an authorized user, is also enclosed in the

instrument cluster unit 151. The immobilizer unit 210 cannot be easily accessed and tampering of, because it is securely located.
[00047] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject, matter, the present disclosure may be practiced other than as specifically described.

I/We claim:
1. A starter system (200) for a vehicle (100) comprising;
a drive means (120, 122) including an internal combustion engine (120) and a traction motor (122);
an electrical generator (205) being coupled to a crankshaft of the internal combustion engine- (120);
an auxiliary power source (202) for driving electrical and electronic loads including the traction motor (122);
an ignition switch' (207), said ignition switch (207) in an ON condition enables functioning of the internal combustion engine (120), and the traction motor (122);
an ignition control unit (2il); and
an immobilizer unit (210),
wherein
the ignition control unit (211) enables starting of the internal combustion engine (120) by a manual cranking system (155) when the auxiliary power source (202) is non-operational,
the internal combustion engine (120) upon starting powers the immobilizer unit (210) through said electrical generator (205), and
the immobilizer unit (210) detects an user authentication and determines to" continue or to stop running of the internal combustion engine (120) based on the detected user authentication.
2. The starter system (200) of claim 1, wherein the immobilizer unit (210) detects the user authentication that is embedded with an ignition key (208) or the like.
3. The starter system (200) of claim 1, wherein the immobilizer unit (210) communicates to the immobilizer unit (210) of the vehicle (100) to disable the operation of the drive means (120, 122) after a pre-determined number of attempts for starting said.engine (120) without valid user authentication.

4. The starter system (200) of claim 1, wherein the immobilizer unit (210) detects the user authentication that is embedded in an ignition key (208) of the vehicle (100).
5. The starter system (200) of claim 1, wherein the immobilizer unit (210) is integrated with an instrument cluster (151) of the vehicle and said instrument cluster (151) is mounted to the handle bar assembly (150) of the vehicle (100).
6. The starter system of claim 5, wherein the instrument cluster.(151) is provided with a antenna circuitry (420) configured to detect the user authentication within -a range of said vehicle (100) and said antenna circuitry (420) is communicatively coupled to the immobilizer unit (210).
7. The starter system (200) of claim 5, wherein the instrument cluster (151) is provided with a warning signal indicating start attempt without valid user authentication,
8. The starter system (200) of claim 4, wherein the handle bar assembly is provided with a visor (152) disposed adjacently forward to the instrument cluster (151) and said visor (152) cover at least a portion of the instrument cluster (151) to enable viewing in day time.
9. A method for starting a vehicle , said method comprising the steps of:
switching ON an ignition switch (207) to enable functioning of an internal combustion engine (120) and a traction motor (122);
enabling starting of. the internal combustion engine (120) through a manual cranking system (155) by an ignition control unit (211) when an auxiliary power source (202) is non-operational;
powering of an immobilizer unit (210) through an electrical generator (205) . coupled to the internal combustion engine (120);
detecting an user authentication by the immobilizer unit (210); and
determining to continue or to stop running of the internal combustion engine (120) based on the detected user authentication.

10. The method of claim 1 further comprises disabling functioning of a drive means (120, 122) including the internal combustion engine (120) after a pre-determined number of attempts of starting said engine (120) without valid user authentication.