FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION (See section 10, rule 13)
“ELECTRONIC STEERING COLUMN LOCKING
SYSTEM”
MINDA CORPORATION LIMITED, an Indian Company, of E 5/2, Chakan Industrial Area, Phase III, MIDC, Nanekarwdi, Pune, Khed, Maharashtra, 410501, India;
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
The present disclosure generally relates to the field of electronic steering column locking system. In particularly, the present disclosure provides an electronic steering column locking (ESCL) and a method for implementing the ESCL.
BACKGROUND
Numerous devices and methods exist for locking a vehicle steering column from movement or for otherwise rendering the steering structure of a vehicle unusable. Most commonly, such devices and methods prevent the steering column from being rotated to steer the vehicle. The vehicle can be a car, van, truck, motorcycle, bus, or all-terrain vehicle having a number of wheels, a boat with one or more rudders, a snowmobile with skis, any vehicle having one or more tracks, and the like. A steering column lock used in any such vehicle is typically employed to prevent vehicle theft or unauthorized use.
Steering lock is usually fitted on steering column below the steering wheel. The lock is combined with the ignition switch and the lock is engaged and disengaged either by a mechanical ignition key or electronically from the vehicles electronic control unit.
However, major concern in steering locking is unintentional locking of steering column, when vehicle is in running or rolling condition. In some instances, when a vehicle is in running or rolling condition, the steering column becomes unintentionally lock, which may be dangerous. Also, the existing steering column locking system needs vehicle movement related signals such as vehicle speed from a controller area network (CAN) to perform steering lock operation safely. However, many times these signals are not available due to limitation of CAN network in the different vehicle variants.

The present disclosure provides solution to the above mentioned and other problems existing in the art.
OBJECTS OF THE INVENTION
An object of the present disclosure is to provide a safe electronic steering column locking (ESCL) system.
Another object of the present disclosure is to provide a method for automatically locking the steering column.
SUMMARY
Before the present method, system and hardware enablement’s are described, it is to be understood that this disclosure is not limited to the particular systems, and methodologies described, as there can be multiple possible embodiments of the present disclosure which are not expressly illustrated in the present disclosure. It is also to be understood that the terminology used in the description is for the purpose of describing the particular versions or embodiments only and is not intended to limit the scope of the present disclosure.
In an aspect, the present disclosure describes an electronic steering locking system. The disclosed system may comprise a controller area network (CAN) and hardware interface unit. The system may also comprise a master microcontroller coupled to the interface unit and a slave microcontroller coupled to the master microcontroller. The disclosed system may also comprise a first gyro sensor coupled to the master microcontroller and a second gyro sensor coupled to the slave microcontroller. The CAN and hardware interface unit is operatively connected to a vehicle network and is configured to: receive a door lock command from the vehicle network and forward to the master microcontroller; receive ignition status of the vehicle from the vehicle network and forward to the master microcontroller. In an embodiment, the master

microcontroller is configured to: check internal hardware of the system for fault; if the internal hardware is determined to be faulty, retain previous state of the steering column and provide an indication of the fault; if the internal hardware is determined not to be faulty, then: determine, based on the received ignition status, if ignition of the vehicle is OFF; receive vehicle speed; receive a first gyro data from a first gyro sensor; receive a second gyro data from a second gyro sensor; upon determining that the ignition is OFF, compare the first and second gyro data; determine that the vehicle is in standstill condition based on the comparison and vehicle speed; upon determining that the vehicle is in standstill condition: generate a lock command for locking the steering column of the vehicle; lock the steering column of the vehicle; and provide an indication to the driver.
In another aspect of the present disclosure, the system may comprise a DC-motor H bridge operatively coupled to the master and slave microcontrollers, wherein the master microcontroller locks the steering column using the DC-motor H bridge.
In yet another aspect of the present disclosure, the first and second gyro data comprises angular and linear movement of the vehicle.
In still another aspect of the present disclosure, the master microcontroller while determining if the vehicle is in standstill condition, is configured to determine: if the vehicle speed is less than 1 km/h; if the first gyro data is less than equal to 2; and if the first gyro data matches with the second gyro data.
In an aspect of the present disclosure, a method for automatically locking steering column of a vehicle is disclosed. The disclosed method comprises: receiving a door lock command from a vehicle network; checking internal hardware for fault; if the internal hardware is determined to be faulty then retaining previous state of the steering column and providing an indication of the fault; if the internal hardware is

determined not to be faulty, then: determining if ignition of the vehicle is OFF; upon determining that the ignition is OFF, receiving a vehicle speed; receiving a first gyro data from a first gyro sensor; receiving a second gyro data from a second gyro sensor; comparing the first and second gyro data; determining that the vehicle is in standstill condition based on the comparison and vehicle speed; upon determining that the vehicle is in standstill condition: generating a lock command for locking the steering column of the vehicle; locking the steering column of the vehicle; and providing an indication to the driver.
In another aspect of the present disclosure, locking of the steering column of the vehicle comprises locking the steering column vehicle using a DC-motor H bridge.
In yet another aspect of the present disclosure, determining if the vehicle is in standstill condition, comprises determining: if the vehicle speed is less than 1 km/h; if the first gyro data is less than equal to 2; and if the first gyro data matches with the second gyro data.
In another aspect of the present disclosure, an electronic steering column locking system is disclosed. The disclosed system may comprise a controller area network (CAN) and hardware interface unit. The system may also comprise a master microcontroller coupled to the interface unit and a slave microcontroller coupled to the master controller. The CAN and hardware interface unit is operatively coupled to a vehicle network and is configured to receive via CAN: receive a door lock command and forward to the master microcontroller; receive ignition status of the vehicle and forward to the master microcontroller; receive speed of the vehicle and forward to the master microcontroller; receive data related to rotation of wheels of the vehicle and forward to the master microcontroller. The master microcontroller is configured to: check internal hardware of the system for fault; if the internal hardware is determined to be faulty, retain previous state of the steering column and provide an

indication of the fault; if the internal hardware is determined not to be faulty, then: determine, based on the received ignition status, if ignition of the vehicle is OFF; upon determining that the ignition is OFF, determine if the vehicle is in standstill condition, based on the received speed of the vehicle and data related to rotation of wheels; upon determining that the vehicle is in standstill condition: generate a lock command for locking the steering column of the vehicle; lock the steering column of the vehicle; and provide an indication to the driver.
In another aspect of the present disclosure, the system may comprise a DC-motor H bridge operatively coupled to the master and slave microcontrollers, wherein the microcontroller locks the steering column using the DC-motor H bridge.
In yet another aspect of the present disclosure, the master microcontroller while determining if the vehicle is in standstill condition, is configured to: determine if the speed of the vehicle is less than 1 km/h; and determine if the rotation of the wheel is 0.
In still another aspect of the present disclosure, while determining if the vehicle is in standstill condition, the master microcontroller authenticates the received speed of the vehicle and data related to rotation of wheels.
In an aspect of the present disclosure, a method for automatically locking steering column of a vehicle is disclosed. The disclosed method comprises: receiving a door lock command from a vehicle network via controller area network (CAN) and forward to the master microcontroller, checking internal hardware for fault, if the internal hardware is determined to be faulty then retaining previous state of the steering column and providing an indication of the fault, if the internal hardware is determined not to be faulty, then: determining if ignition of the vehicle is OFF; upon determining that the ignition is OFF, receiving speed of the vehicle from the vehicle

network via the CAN and forward to the master microcontroller; receiving data related to rotation of wheels of the vehicle from the vehicle network via the CAN and forward to the master microcontroller; determining if the vehicle is in standstill condition, based on the received speed of the vehicle and data related to rotation of wheels; upon determining that the vehicle is in standstill condition: generating a lock command for locking the steering column of the vehicle; locking the steering column of the vehicle; and providing an indication to the driver.
In another aspect of the present disclosure, locking of the steering column of the vehicle comprises locking the steering column vehicle using a DC-motor H bridge.
In yet another aspect of the present disclosure, determining if the vehicle is in standstill condition comprises: determining if the speed of the vehicle is less than 1 km/h; and determining if the rotation of the wheel is 0.
In still another aspect of the present disclosure, determining if the vehicle is in standstill condition comprises authenticating the received speed of the vehicle and data related to rotation of wheels.
In an aspect of the present disclosure, a method for automatically unlocking steering column of a vehicle is disclosed. The disclosed method comprises receiving an unlocking command, determining if the command is authenticated and upon determining that the command is authenticated, unlocking the steering column of the vehicle.
In another aspect of the present disclosure, the command is received via controller area network (CAN).
In another aspect of the present disclosure, the command is received via K-line.

BRIEF DESCRIPTION OF THE DRAWINGS
Further aspects and advantages of the present disclosure will be readily understood from the following detailed description with reference to the accompanying drawings, where like reference numerals refer to identical or similar or functionally similar elements. The figures together with the detailed description below, are incorporated in and form part of the specification, and serve to further illustrate the aspects/embodiments and explain various principles and advantages, in accordance with the present disclosure wherein:
Fig. 1 illustrates a block diagram of Electronic Steering Column Lock System in accordance with an aspect of the present disclosure;
Fig. 2 shows a flow chart illustrating the method for automatically locking steering column of a vehicle in accordance with an aspect of the present disclosure;
Figs. 3A and 3B illustrate hardware based locking operation in accordance with an aspect of the present disclosure;
Fig. 4 illustrates a block diagram of Electronic Steering Column Lock System in accordance with another aspect of the present disclosure;
Fig. 5 shows a flow chart illustrating the method for automatically locking steering column of a vehicle in accordance with another aspect of the present disclosure;
Figs. 6A and 6B illustrate CAN based locking operation in accordance with another aspect of the present disclosure;
Figs. 7A and 7B illustrate CAN and hardware based locking operation in accordance with another aspect of the present disclosure;

Figs. 8A and 8B illustrate unlocking steering column of a vehicle in accordance with an aspect of the present disclosure.
DETAILED DESCRIPTION
Referring now to the drawings, there is shown an illustrative embodiment of system and method for locking and unlocking steering column of a vehicle according to the present disclosure. It should be understood that the disclosure is susceptible to various modifications and alternative forms; specific embodiments thereof have been shown by way of example in the drawings and will be described in detail below.
Before describing in detail embodiments, it may be observed that the novelty and inventive step that are in accordance with the present disclosure resides in the system and method for locking and unlocking the steering column. It is to be noted that a person skilled in the art can be motivated from the present disclosure and modify the various constructions of assembly, which may vary from vehicle to vehicle. However, such modification should be construed within the spirit and scope of the present disclosure. Accordingly, the drawings show only those specific details that are pertinent for understanding 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.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device that comprises a list of components does not comprise only those components but may comprise other components not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

It shall also be noted that as used herein, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Although any systems and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the preferred, systems and methods are now described.
Fig. 1 illustrates a block level diagram of Electronic Steering Column Lock (ESCL) system (100) for locking steering column of a vehicle, in accordance with an aspect of the present disclosure. As show in Fig. 1, the ESCL system (100) may comprise a CAN (Controller Area Network) & H/W interface unit (101) which is coupled to a master microcontroller (103). The system (100) may also comprise a slave microcontroller (105) which is coupled to the master microcontroller (103). The CAN & H/W interface unit (101) may also be coupled to a vehicle network (107) which provides various signals to the system (100). The system (100) may further comprise a first gyro sensor (109) which is coupled to the master microcontroller (103) and a second gyro sensor (111) which is coupled to the slave microcontroller (105).
The CAN & H/W interface unit (101) may receive various information from the vehicle network (107). In an embodiment, the vehicle network (107) may comprise of a CAN (Controller area network), a K-line, an ACC line, IGN line, driver Door Sensor, vehicle speed sensor. It is to be noted that the vehicle network (107) may comprise of other components/sensors obvious to a person skilled in the art. The information received from the vehicle network then may be used to perform locking operation of the steering column.
The CAN & H/W interface unit (101) may receive a door look command from the vehicle network (107). In an embodiment, the driver door sensor may receive the door lock command and the CAN & H/W interface unit (101) may receive this command from the vehicle interface network (107). The CAN & H/W interface unit

(101) may then forward this command to the master microcontroller (103). Upon receiving this command, the master microcontroller (103) may then check if there is any fault in the internal hardware of the system (100) i.e. various components of the system (100). If the internal hardware of the system (100) is determined to be faulty then the system (100) retains the previous state of the steering column and does not take any further action. The master microcontroller (103) may also provide an indication of the fault to driver of the vehicle. If the internal hardware of the system (100) is determined not to be faulty then the master microcontroller (103) may receive an ignition status of the vehicle from the vehicle network (107) via the interface unit (101). In an embodiment, the IGN line of the vehicle network (107) may provide the ignition status to the master microcontroller (103). If the ignition status of the vehicle is ON, then the system (100) does not take any further action and retains the previous state of the steering column. If it is determined that the ignition status of the vehicle is OFF, then the system checks if the vehicle is in standstill condition or in moving condition.
In an embodiment, the master microcontroller (103) receives vehicle speed from the vehicle network (107) via the CAN & H/W interface unit (101). In an embodiment, the vehicle speed sensor in the vehicle network (107) may provide the speed of the vehicle to the master microcontroller (103). The master microcontroller (103) may then receive a first gyro data from the first gyro sensor (109). The slave microcontroller (105) may also receive a second gyro data form the second gyro sensor (111). It is to be noted that the first and second gyro sensors may provide angular and linear movement of vehicle. Further, it is to be noted that, in another embodiment, vibration sensors also can be used in place of gyro sensors.
In an embodiment, in order to determine if the vehicle is in standstill condition, the master microcontroller (103) determines if the vehicle speed is less than 1 km/h. The master microcontroller also determines if the first gyro data is less than equal to 2.

The master microcontroller (103) may also compare the first gyro data with the second gyro data received from the second gyro sensor (111) and determines if the first gyro data is equal to the second data.
If all the above conditions are met, then the master microcontroller (103) may generate a lock command for locking the steering column of the vehicle and lock the steering column. The master microcontroller (103) may also provide an indication to the driver.
In an embodiment, the system (100) may also comprise of a DC Motor H-Bridge (113) which may be used to reverse the direction of the DC Motor. As per rotation of motor, steering column may get locked and unlocked. Further, the system (100) may also comprise of a Bolt Feedback and H bridge monitoring unit detect Bolt position as per DC motor rotation. This unit may comprise of two Hall Effect sensors. This unit may also collect information from the DC motor H Bridge driver and a Motor mechanical assembly. This unit may check the status of the Bolt and Motor overrun and may give the feedback to the master controller to take appropriate action. The motor mechanical assembly may be used by DC motor to actuate the gear system and steering column.
In an embodiment, the system (100) may also comprise a power supply (115) which is coupled to various components of the system (100). In an embodiment, the power supply (115) may be designed to provide constant regulated power supply to various components of the system (100). For example, in an embodiment, the power supply (115) may generate 12V and 5V DC power to operate the DC motor (113) and master and slave microcontrollers respectively.
Referring now to Fig 2, a method for automatically locking steering column of a vehicle according to an embodiment of the present disclosure is illustrated. As

illustrated in fig. 2, at step 202, a door lock command is received. At step 204, the internal hardware is checked for any fault. If it is determined that the internal hardware is not faulty then the method moves to the step 206 otherwise the method move to step 208. At step 208, previous state of the steering column is maintained, and an indication is provided to a driver. At step 206, the ignition status of the vehicle is checked. If the ignition status is OFF, the method moves to step 210, otherwise the method moves to step 222, where the method ends. At step 210, vehicle speed is received. The method then moves to step 212. At step 212, first gyro data and second gyro data are received. The process then moves to step 214. At step 214, it is determined if the vehicle is in standstill condition. If it is determined that the vehicle is in standstill condition, the process moves to step 216, otherwise the process moves to step 222, where the method ends. At step 216, a generate lock command is generated from the master microcontroller. Then, at next step 218, the steering column is locked and an indication to the driver is provided at step 220. The process then ends at step 222.
As described above, using the hardware signals received from the vehicle network,
steering locking operation may be perfumed, which is also explained in figs. 3A and
3B. Figs. 3A and 3B illustrate hardware signal based locking operation in accordance
with an aspect of the present disclosure. The ESCL Locking may be based on
hardware signals received from vehicle N/W or ECUs. As shown in figs. 3A and 3B,
once Door Open trigger is received then ESCL shall monitor Accessory Input=OFF
& Ignition Input=OFF & (VehicleMountedSpeedSensorInput<1Km/h &
GyrsoSenso1data<2) OR (VehicleMountedSpeedSensorInput<1Km/h &
GyrsoSenso1data<2) OR (GyrsoSenso1data <2 & GyrsoSenso2data<2) & Internal Hardware diagnostic =Not Failed. If all above conditions are met, then the ESCL will perform Locking Operation. If any of condition is not met, then Locking operation will be prohibited. With these above signals extra safety check can be done with Gyro sensors data to make sure that the vehicle is really in standstill condition.

Fig. 4 illustrates a block level diagram of Electronic Steering Column Lock (ESCL) system (400) for locking steering column of a vehicle, in accordance with another aspect of the present disclosure. As it can be seen from fig. 1 and fig. 4 that most of the components of fig. 4 are similar to fig. 1, explanation of which is not provided here to avoid repletion and for brevity. As can be noticed that the difference between fig. 1 and fig. 4 is that in this another embodiment, the gyro sensors are not required. In other words, the determination of whether the vehicle is in standstill condition or not is different in this embodiment. Accordingly, in this embodiment, in order to determine if the vehicle is in standstill condition, the master microcontroller may also receive data related to speed of the vehicle and rotation of wheels of the vehicle from CAN of the vehicle network (407) via the CAN& H/W interface. It is to be noted that in this embodiment, the vehicle should be equipped with the CAN which is able to provide the said data to the master microcontroller (403). The microcontroller (403) may determine that the vehicle is in standstill condition if the vehicle speed is less than 1 km/h and the rotation of the wheel is 0. In an embodiment, the master microcontroller may also authenticate the said data.
Referring now to Fig 5, a method for automatically locking steering column of a vehicle according to another embodiment of the present disclosure is illustrated. As it can be seen from fig. 2 and fig. 5 that most of the steps of fig. 5 are similar to fig. 2, explanation of which is not provided here to avoid repletion and for brevity. As can be noticed that the difference between the process of fig. 2 and fig. 5 lies in the determination of whether the vehicle is in standstill condition or not is different in this embodiment. Accordingly, in this embodiment, in order to determine if the vehicle is in standstill condition, speed of the vehicle and rotation of wheels of the vehicle is received. It is to be noted that in this embodiment, the vehicle should be equipped with the CAN which is able to provide the said data. Further, it is determined that the vehicle is in standstill condition if the vehicle speed is less than 1 km/h and the rotation of the wheel is 0. In an embodiment, the said data is also authenticated.

As described above, using the CAN signals received from the vehicle network, steering locking operation may be perfumed, which is also explained in figs. 6A and 6B. Figs. 6A and 6B illustrate CAN based locking operation in accordance with another aspect of the present disclosure. The ESCL Locking may be based on CAN signals received from other N/W ECUs. As shown in figs. 6A and 6B, once Door Open trigger is received then ESCL shall monitor Wheel Speed < 1km/h & Power Mode =OFF & Engine RPM is =0 & internal Hardware diagnostic =Not Failed. If all above conditions are met, then ESCL will perform Locking Operation. If any of condition is not met, then Locking operation will be prohibited.
Figs. 7A and 7B illustrate CAN and hardware based locking operation in accordance
with another aspect of the present disclosure. The ESCL Locking may be based on
CAN signals and HW signals received from other N/W ECUs. As shown in figs. 7A
and 7B, once Door Open trigger is received then ESCL shall monitor Engine RPM=0
& GyrsoSenso1data <2 & GyrsoSenso2data<2 & PowerMode=OFF&
AccessoryInput=OFF & internal Hardware diagnostic =Not Failed. if all above conditions are met, then the ESCL will perform Locking Operation. If any of condition is not met, then the Locking operation will be prohibited.
Figs. 8A and 8B illustrates unlocking operation in accordance with an aspect of the present disclosure. As shown in figs. 8A and 8B, ESCL unlocking operation will be performed after an unlock request is received. Then it is determined if the command is authenticated. In an embodiment, this authentication may be performed via CAN or K line. Upon determining that the command is authenticate, the steering column is unlocked.
The scope of the present disclosure is not limited to the explained embodiments only. A person skilled in the art can easily extend the scope and use of the disclosure to any other suitable field. The present disclosure is described with reference to the figures

and specific embodiments; this description is not meant to be construed in a limiting sense. Various alternate embodiments of the disclosure will become apparent to persons skilled in the art upon reference to the description of the disclosure. It is therefore contemplated that such alternative embodiments form part of the present disclosure.

We Claim:
1. An electronic steering column locking system (100) comprising:
a controller area network (CAN) and hardware interface unit (101);
a master microcontroller (103) coupled to the interface unit (101);
a slave microcontroller (105) coupled to the master microcontroller (103);
a first gyro sensor (109) coupled to the master microcontroller (103);
a second gyro sensor (111) coupled to the slave microcontroller (105); and
the CAN and hardware interface unit (101) operatively connected to a vehicle network
(107) and configured to:
receive a door lock command from the vehicle network (107) and forward to the master microcontroller (103);
receive ignition status of the vehicle from the vehicle network (107) and forward to the master microcontroller (103); the master microcontroller (103) is configured to:
check internal hardware of the system (100) for fault;
if the internal hardware is determined to be faulty, retain previous state of the steering column and provide an indication of the fault;
if the internal hardware is determined not to be faulty, then:
determine, based on the received ignition status, if ignition of the vehicle is OFF;
receive vehicle speed;
receive a first gyro data from a first gyro sensor (109); receive a second gyro data from a second gyro sensor (111); upon determining that the ignition is OFF, compare the first and second gyro data;
determine that the vehicle is in standstill condition based on the comparison and vehicle speed;
upon determining that the vehicle is in standstill condition:
generate a lock command for locking the steering column of the vehicle; lock the steering column of the vehicle; and provide an indication to the driver.

2. The system (100) as claimed in claim 1, further comprises a DC-motor H bridge (113) operatively coupled to the master and slave microcontrollers, wherein the master microcontroller (103) locks the steering column using the DC-motor H bridge (113).
3. The system (100) as claimed in claim 1, wherein the first and second gyro data comprises angular and linear movement of the vehicle.
4. The system (100) as claimed in claim 1, wherein the master microcontroller (103) while determining if the vehicle is in standstill condition, is configured to determine:
if the vehicle speed is less than 1 km/h;
if the first gyro data is less than equal to 2; and
if the first gyro data matches with the second gyro data.
5. A method for automatically locking steering column of a vehicle, comprising:
receiving (202) a door lock command from a vehicle network;
checking (204) internal hardware for fault;
if the internal hardware is determined to be faulty then retaining (208) previous state of the steering column and providing an indication of the fault;
if the internal hardware is determined not to be faulty, then:
determining (206) if ignition of the vehicle is OFF;
upon determining that the ignition is OFF,
receiving (210) a vehicle speed;
receiving (212) a first gyro data from a first gyro sensor (109);
receiving (212) a second gyro data from a second gyro sensor (111);
comparing the first and second gyro data; determining (214) that the vehicle is in standstill condition based on the comparison and vehicle speed;
upon determining that the vehicle is in standstill condition:
generating (216) a lock command for locking the steering column of the vehicle;
locking (218) the steering column of the vehicle; and
providing (220) an indication to the driver.
6. The method as claimed in claim 5, wherein locking of the steering column of the vehicle
comprises locking the steering column vehicle using a DC-motor H bridge.

7. The method as claimed in claim 5, wherein the first and second gyro data comprises angular and linear movement of the vehicle.
8. The method as claimed in claim 5, wherein determining if the vehicle is in standstill condition, comprises determining:
if the vehicle speed is less than 1 km/h;
if the first gyro data is less than equal to 2; and
if the first gyro data matches with the second gyro data.
9. An electronic steering column locking system comprising:
a controller area network (CAN) and hardware interface unit (401);
a master microcontroller (403) coupled to the interface unit (401); and
a slave microcontroller (405) coupled to the master controller (401);
the CAN and hardware interface unit (401) operatively coupled to a vehicle network
(407) and configured to receive via CAN:
receive a door lock command and forward to the master microcontroller (403); receive ignition status of the vehicle and forward to the master microcontroller (403);
receive speed of the vehicle and forward to the master microcontroller (403); receive data related to rotation of wheels of the vehicle and forward to the master microcontroller (403); the master microcontroller (403) is configured to:
check internal hardware of the system (400) for fault;
if the internal hardware is determined to be faulty, retain previous state of the steering column and provide an indication of the fault;
if the internal hardware is determined not to be faulty, then:
determine, based on the received ignition status, if ignition of the vehicle is OFF;
upon determining that the ignition is OFF, determine if the vehicle is in standstill condition, based on the received speed of the vehicle and data related to rotation of wheels; upon determining that the vehicle is in standstill condition:
generate a lock command for locking the steering column of the vehicle; lock the steering column of the vehicle; and

provide an indication to the driver.
10. The system (400) as claimed in claim 1, further comprises a DC-motor H bridge (413) operatively coupled to the master and slave microcontrollers, wherein the microcontroller locks the steering column using the DC-motor H bridge (413).
11. The system (400) as claimed in claim 9, wherein the master microcontroller (403) while determining if the vehicle is in standstill condition, is configured to:
determine if the speed of the vehicle is less than 1 km/h; and determine if the rotation of the wheel is 0.
12. The system (400) as claimed in claim 9, wherein while determining if the vehicle is in
standstill condition, the master microcontroller (403) is configured to:
authenticate the received speed of the vehicle and data related to rotation of wheels.
13. A method for automatically locking steering column of a vehicle, comprising:
receiving (502) a door lock command from a vehicle network via controller area
network (CAN) and forward to the master microcontroller (403); checking (504) internal hardware for fault;
if the internal hardware is determined to be faulty then retaining (508) previous state of the steering column and providing an indication of the fault;
if the internal hardware is determined not to be faulty, then:
determining (506) if ignition of the vehicle is OFF;
upon determining that the ignition is OFF,
receiving (510) speed of the vehicle from the vehicle network via the CAN and forward to the master microcontroller (403);
receiving data (512) related to rotation of wheels of the vehicle from the vehicle network via the CAN and forward to the master microcontroller (403);
determining (514) if the vehicle is in standstill condition, based on the received speed of the vehicle and data related to rotation of wheels;
upon determining that the vehicle is in standstill condition:
generating (516) a lock command for locking the steering column of the vehicle;
locking (518) the steering column of the vehicle; and
providing (520) an indication to the driver.

14. The method as claimed in claim 13, wherein locking of the steering column of the
vehicle comprises locking the steering column vehicle using a DC-motor H bridge.
15. The method as claimed in claim 13, wherein determining if the vehicle is in standstill
condition comprises:
determining if the speed of the vehicle is less than 1 km/h; and determining if the rotation of the wheel is 0.
16. The method as claimed in claim 13, wherein determining if the vehicle is in standstill
condition comprises authenticating the received speed of the vehicle and data related to rotation
of wheels.
17. A method for automatically unlocking steering column of a vehicle, comprising:
receiving an unlocking command;
determining if the command is authenticated;
upon determining that the command is authenticated, unlocking the steering column of the vehicle.
18. The method as claimed in claim 17, wherein the command is received via controller
area network (CAN).
19. The method as claimed in claim 17, wherein the command is received via K-line.