FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10, rule 13)
TITLE OF THE INVENTION
“SYSTEM AND METHOD FOR INTEGRATED KEYLESS ACCESS SAFETY
ENHANCED ELECTRONIC STEERING LOCK FOR TWO WHEELERS”
MINDA CORPORATION LIMITED, an Indian company Spark
Minda Technical Center, of E-5/2, Chakan Industrial Area, Phase-III,
M.I.D.C. Nanekarwadi, Tal-Khed, Dist. Pune, Maharashtra, 410-501,
India
The following specification describes the invention.
Field of the Invention
The Present disclosure relates to an integrated system of keyless access with
Electronic Steering Column Lock (ESCL) for two wheelers. More particularly,
the present disclosure provides an integrated ESCL and keyless access technique
with enhanced safety mechanism.
Background
With the pace modern world is progressing, the electronic industry is
revolutionizing each and every aspect of user experience, aiming to provide utmost
convenience for the user. Two-wheeler vehicle access systems are surely going to
benefit from the development of the safety and security enhanced tools and
techniques of the modern automotive world, giving a tough competition to vehicle
theft. Due to enhanced user convenience and added electronic security, keyless
vehicle access systems will dominate the automotive world, two wheelers in
particular, for the next few years.
Keyless vehicle access system is slowly and steadily becoming the integral part
of premium motorcycles and is being manufactured along with the other
electronic control units and accessories, as it helps to improve the security system
of a two wheeler to a greater extent.
In a typical keyless access system, locking/ unlocking and ignition switches are
provided on the two wheeler vehicle. When the user possessing a keyless fob
presses the unlock button, the keyless system searches for the key in the vicinity.
If the system finds a key within the specified range, it allows the user to perform
the desired function of granting the access, subsequently unlocking the vehicle.
If the key is not found in the specified range then the vehicle access is blocked.
Modern two wheelers are fitted with a steering lock which is an anti-theft device.
It is fitted to the steering column usually below the steering handle. The lock is
combined safety enhanced with the ignition switch and engaged and disengaged
either by a mechanical ignition key or electronically from the vehicle’s
Electronic Control Unit (ECU).
Electronic Steering Column Lock system (ESCL) is basically an electronic
extension to the mechanical locking system. Earlier mechanical system was
taking care of locking/unlocking of two-wheeler handle, but has always been
subjected to scrutiny, due to the limited security.
Further, Keyless Access (KA) is proposed as an automotive security system that
operates by authorizing the vehicle access to the user, by pressing push button
for a stipulated amount of time to open the steering (handle lock) by way of
ESCL, subsequently turning ON the ignition, in the proximity of the key fob.
The KA mechanism is used to perform the LF-RF based authentication.
ESCL has been widely used in vehicles for locking and unlocking the vehicle.
Conventional ESCL systems usually comprise of a motorized mechanism (an
actuator, e.g. a motor) within an electronic steering lock mounted on the vehicle
handle of a two wheeler. Functionally, motorized mechanism is used to
lock/unlock a steering (handle) lock based on commands from vehicle system
inputs. In effect when an authorized driver is sensed through an authentication
protocol (proximity sensing system), it receives unlock command for unlocking
the handle lock. Similarly, when the driver finishes the journey, parks and leaves
the vehicle, the command is given to lock the vehicle through vehicle system
input, the vehicle system directs the ESCL to lock the handle.
Many automobile manufacturers, especially four wheelers, combine a Passive
Entry Passive Start (PEPS) with an Electric Steering Lock in cars, whereby a
driver is not required to take the key fob out of the pocket and its anti-theft effect
can be enhanced. Proposed invention deals with implementation of PEPS for
two-wheeler vehicles by performing different operating mechanisms having
functional security enhancements.
Conventionally, the Keyless Access and ESCL units work independently in a
typical two wheeler vehicle. ESCL has the function to lock and unlock the
vehicle handle by electrically controlling the handle of the vehicle whereas the
keyless access has the function to authenticate the user. However, for the
occupant safety it needs to be positively ensured that the steering lock never gets
activated into “locked” position while either engine or vehicle is running which
would otherwise lead to fatal accident. Therefore, the user convenience and the
safety can be further improved by integration of KA and ESCL upgraded with a
hardware driven functional safety measure to avoid the accidental lock of the
vehicle while in the driving phase. There were no attempts in the prior art for the
cost effective integrated keyless access and ESCL solution with a hardware
driven functional safety measure, especially tailored for two wheelers. The
proposed disclosure attempts to fill the void.
Summary of the Invention:
The invention discloses an integrated keyless vehicle access and functional
safety enhanced electronic steering lock solution for two wheelers.
In one non-limiting embodiment of the present disclosure, a method for operative
coupling of a Keyless Access (KA) unit with an Electronic Steering Column
Lock (ESCL) unit of a two-wheeler vehicle is disclosed. The method initiates
with the operation of KA unit, which is used for Low Frequency – Radio
Frequency (LF-RF) based keyless authentication mechanism. The operation
comprises of transmitting, by an Electronic Control Unit (ECU) of the vehicle, a
LF signal containing the key fob Identification (Id) and/or a vehicle identifier to
a key fob (interchangeably referred to as “a communication device”) and
subsequent reception at the key fob. The key fob Id is compared with a key fob
Id already stored within a memory of the key fob. After comparison succeeds,
thus accomplishing successful authentication, in response, the key fob transmits
a RF signal containing the key fob id of the key fob, which is subsequently
received by the ECU of the vehicle. The ECU may perform another comparison
of received key fob Id with already stored key fob id within the ECU and after
comparison succeeds, thus LF-RF based keyless access mechanism is termed to
be accomplished successfully. The KA unit is operatively coupled to the ESCL
unit, which is used to determine accurate position of the motorized mechanism
of the lock system during unlock to lock operation or vice versa of the steering
lock system for a typical two-wheeler and perform the lock and unlock operation
using ESCL unit.
In yet another non-limiting embodiment of the present disclosure, initialization
of an ESCL unit is disclosed, which is a part of an integrated KA and ESCL
system. The vehicle side ECU comprises of a transceiver unit, configured to
transmit a LF signal to a keyfob, the key fob receives the LF signal. In turn, the
key fob transmits the RF signal, which is received at the transceiver unit of the
ECU. The transceiver unit of the ECU comprises a Low Frequency (LF)
transceiver for transmitting the low frequency signal and a Radio Frequency (RF)
transceiver for receiving the radio frequency signal. After carrying out successful
LF- RF based authentication, ESCL is initialized for performing lock to unlock
and unlock to lock operations.
In yet another non-limiting embodiment of the present disclosure, the ECU
further comprises a processor unit operatively coupled to the ESCL unit, which
is subsequently used to unlock the steering handle of the two-wheeler vehicle
after the successful LF-RF based authentication by KA system.
In yet another non-limiting embodiment of the present disclosure, a method for
operating an Electronic Steering Column Lock (ESCL) system of a two-wheeler
vehicle is disclosed. The method comprises receiving a lock command, at the
ESCL system, from a user and determining, by a qualifying logic determination
unit, a qualifying logic determination signal of the vehicle. The qualifying logic
determination signal includes vehicle ignition status and at least one of an engine
running status and a vehicle running status. The method also comprises
actuating, by a control unit of the ESCL system coupled to the qualifying logic
determination unit, an actuator of a motor of the ESCL system to enable lock
operation of the vehicle based on the qualifying logic determination signal and
the received lock command.
In yet another non-limiting embodiment of the present disclosure a system is
disclosed. The system comprises a safety enhanced Electronic Steering Column
Lock (ESCL) system. This safety enhanced ESCL system comprises a control
unit, an actuator coupled to the control unit and a motor coupled to the actuator.
The system further comprises a qualifying logic determination unit coupled to
the control unit of the ESCL system, wherein the qualifying logic determination
unit is configured to determine a qualifying logic determination signal, wherein
the qualifying logic determination signal includes vehicle ignition status and at
least one of an engine running status and a vehicle running status. The control
unit is configured to receive a lock command, receive the qualifying logic
determination signal from the qualifying logic determination unit and actuate the
actuator based on said qualifying logic determination signal and the received
lock command to initiate the motor of the ESCL system to enable lock operation
of the vehicle.
In yet another non-limiting embodiment of the present disclosure, the ESCL unit
used to lock/unlock the steering (handle) of a vehicle is disclosed. The
embodiment of the ESCL unit ensures opening of handle lock of the vehicle
using techniques, which includes but not limited to, Hall effect. The initialization
signal to the ESCL unit comes from completion of LF-RF authentication from
the KA unit, thus forming an integrated ESCL system. The proposed Integrated
ESCL unit accurately senses the exact position of the motorized mechanism of
the lock system at any point of time during unlock to lock or lock to unlock
operations.
In an alternate embodiment, to ensure safety during the vehicle start operation,
the engine may be ignited based on sensing the said exact position of the
motorized mechanism during the unlock process. The locking process is also
synchronized seeking the status when the user presses the switch for locking the
steering handle of the vehicle using only ESCL without taking into account KA
mechanism.
In yet another non-limiting embodiment of the present disclosure, safety risk
elimination of electronic steering lock is disclosed. If the lock is inadvertently /
erroneously applied when the engine is ON and/or vehicle is running, the driver
may suffer fatal injury. Two different strategies are proposed to detect the engine
running status and vehicle running status respectively, to avoid the application
of erroneous lock if the engine/vehicle is running.
The first strategy uses an independent logic to detect the two parameters, engine
running status by using engine running status indicator and ignition ON status,
for enabling ESCL lock actuation. The lock will be actuated only when both
engine and vehicle are stopped.
Alternatively, the second strategy includes an independent logic to detect the two
parameters, vehicle running status by using vehicle running status indicator and
ignition ON status, for enabling ESCL lock actuation. The lock will be actuated
only when both engine and/or vehicle is/are stopped.
The innovative safety mechanism incurred by these two alternative strategies
offer a pure hardware driven mechanism which switches OFF the lock actuator
operated by the power bridge, thus restricting the unintended lock message to the
actuator, in turn, covering the risk of undesirable and unintended locking of the
vehicle. This feature offered by the two alternatives predominantly enhances the
security aspects of ESCL.
The performance enhanced keyless vehicle access with safety enhanced
integrated electronic steering lock for two wheelers delivers tremendous cost
benefits in terms of configuring keyless access and electronic steering lock
mechanisms on a single small sized printed circuit board (PCB), thus managing
the complete mechanism from key authentication to successful unlocking by an
integrated KA and the safety enhanced ESCL lock mechanism, on a single
platform. This comprehensive and cost-effective solution helps to condense two
varied mechanisms, Keyless access and the safety enhanced ESCL, into a small
form factor, which results in significant reduction of wire harness. This leads to
reduced weight of the overall assembly, thus making this solution more secure,
affordable and adds to user convenience in a cost sensitive two wheeler vehicle
segment. At the same time, the safety enhanced ESCL solution also seamlessly
takes care of unlock to locking mechanism. The solution comprehends
elimination of safety risk of electronic steering column lock by hardware driven
safety feature. A simple re-triggerable mono-shot in conjunction with transistor
governs logic status for “engine running” and “vehicle running” condition. The
mechanism ensures the disability of the bridge drive and/or a control circuit,
when engine running or vehicle running condition is detected, in presence of
ignition switch in ON status, which is a value-added feature bundled with the
regular ESCL mechanism, thus ensuring double safety, alongside safety
provisioned by regular ESCL mechanism.
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.
Objects of the invention:
An object of the present invention is to provide an integrated Keyless Access
(KA) system with safety enhanced Electronic Steering Column Lock (ESCL) for
two wheelers.
Another object of the present invention is to propose cost effective, compact and
less weighing integrated keyless access ESCL solution for two wheelers, to
unlock the handle of the vehicle, if it was in locked state and vice versa.
Another objective of the present invention is to propose a hardware driven safety
enhanced mechanism to avoid the unintentional lock of the steering, while the
engine or vehicle is in the running mode, ensuring driver safety.
The objects of the present invention are not limited to the above-mentioned
objects, and other objects not mentioned can be clearly understood by those
skilled in the art from the following description.
Brief Description of the Drawings:
Further aspects and advantages of the present invention will be readily
understood from the following brief description with reference to the
accompanying drawings, where like reference numerals refer to identical or
functionally similar elements throughout the separate views. The figures together
with the brief description below, are incorporated in and form part of the
specification, and serve to further illustrate the aspects and explain various
principles and advantages, in accordance with the present invention wherein:
Fig. 1 illustrates a block diagram of an ECU in accordance with an embodiment
of the present disclosure;
Fig. 2 illustrates an integrated system of KA and ESCL system, in accordance
with an embodiment of the present disclosure;
Fig. 3 illustrates an integrated safety enhanced ESCL system, in accordance with
an embodiment of the present disclosure;
Fig. 4 illustrates one unit of a qualifying logic determination unit, in accordance
with an embodiment of the present disclosure;
Fig. 5 illustrates engine ECU connected to a crankshaft position sensor, in
accordance with an embodiment of the present disclosure;
Fig. 6 illustrates a wheel speed sensor used to generate wheel speed RPM pulses,
in accordance with an embodiment of the present disclosure;
Fig. 7 illustrates a flowchart of an exemplary method of lock to unlock process
using ESCL connected to the Keyless Access system, in accordance with an
embodiment of the present disclosure;
Fig. 8 illustrates a flowchart of an exemplary method of unlock to lock process
using an safety enhanced ESCL system without taking into account KA
mechanism, in accordance with an embodiment of the present disclosure; and
Fig. 9 illustrates a flowchart of an exemplary method for operating an ESCL
system of a two-wheeler vehicle.
Detailed description:
In the present document, the word “exemplary” is used herein to mean “serving
as an example, instance, or illustration.” Any embodiment or implementation of
the present subject matter described herein as “exemplary” is not necessarily to
be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative
forms, specific embodiment thereof has been shown by way of example in the
drawings and will be described in detail 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.
The terms “comprises”, “comprising”, “include(s)”, or any other variations
thereof, are intended to cover a non-exclusive inclusion, such that a setup, system
or method that comprises a list of components or steps does not include only
those components or steps but may include other components or steps not
expressly listed or inherent to such setup or system or method. 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.
The term “steering” may refer to a “handle” of a two-wheeler and said terms
have been used interchangeably through the description.
The term “key fob” may refer to a “communication device” of a two wheeler and
said terms have been used interchangeably through the description.
In the following detailed description of the embodiments of the disclosure,
reference is made to the accompanying drawings that form a part hereof, and in
which are shown by way of illustration specific embodiments in which the
disclosure may be practiced. These embodiments are described in sufficient
detail to enable those skilled in the art to practice the disclosure, and it is to be
understood that other embodiments may be utilized and that changes may be
made without departing from the scope of the present disclosure. The following
description is, therefore, not to be taken in a limiting sense.
Fig. 1 illustrates a block diagram of an ECU 100 of a two-wheeler vehicle. The
ECU 100 may comprise a transceiver unit 102, a processor unit 104, a memory
unit 106 and an ESCL system 108 in communication with each other. Each of
said units 102, 104, 106 and/or 108 may be operatively and communicably
coupled to each other.
The transceiver unit 102 may comprise a Low Frequency (LF) transceiver 110
and a Radio Frequency (RF) transceiver 112. The transceiver unit 102 of the
vehicle may be configured to transmit a LF signal to a key fob (may also be
referred as “a communication device), via the LF transceiver 110. The
transmitted LF signal is subsequently received at the key fob. The transceiver
unit 102 may also be configured to receive a RF signal from the key fob. In an
exemplary embodiment, the transmission and reception of the respective LF and
RF signals may authenticate a user of the vehicle via the key fob and provide a
Keyless Access (KA) mechanism.
The processor unit 104 may be configured to determine a received signal strength
indication (RSSI) of the RF signal and proceeding to the next stage, if the
determined RSSI is greater than a predetermined stipulated threshold. The
processor unit 104 may be further configured to determine a distance (d) between
the vehicle and the key fob based on the determined RSSI. In some embodiments,
based on the determined RSSI and the distance (d), the processor unit 104 may
be configured to improve safety and security while accessing the vehicle using
the key fob.
Further, the processor unit 104 may be configured to generate LF signal to be
transmitted to the key fob via the LF transceiver 110. The processor unit 104
may be communicably coupled to the memory unit 106. The memory unit 106
may include information comprising, but not limited to, vehicle identifier (Id),
key fob identifier (Id), the predetermined stipulated threshold and so forth.
The processor unit 104 may be operatively and communicatively coupled to the
ESCL system 108, so as to initialize the ESCL system 108 after the successful
authentication process signaled by the processor unit 104, after determining the
RSSI value, greater than the predetermined stipulated threshold or the distance
within a predefine distance threshold. The ESCL system 108 may be used to
perform a process of lock to unlock to enable the user to unlock the steering and
subsequently turn ON the ignition after the unlock condition gets detected. The
ESCL system 108 may also be used for performing a reverse process of unlock
to lock after a press of a push button (or a button at the key fob) for a stipulated
amount of time by the user without the aid of KA unit. In an exemplary
embodiment, the ESCL system 108 may be configured to implement safety
enhanced mechanism in unlock to lock process which prevents the locking of the
steering when the engine is ON or the vehicle is in the running.
Fig. 2 illustrates an integrated system 200 for locking and unlocking a vehicle.
While most of the components illustrated in figure 2 are similar to components
illustrated in figure 1, said components have been provided with same reference
numerals, for the sake of brevity. Further, a detailed description of said
components has been omitted in figure 2. The system 200 includes two key units
the ECU 100 and a communication device 202. In an exemplary embodiment,
the communication device 202 may be a wireless key fob used to access the
vehicle. The system 200 may use the safety enhanced ESCL system 108 for
locking the steering (handle) of vehicle.
The ECU 100 and the communication device 202 may be in wireless
communication with each other. The ECU 100 may comprise the LF transceiver
110, the RF transceiver 112, the processor unit 104, the memory unit 106 and the
ESCL system 108, as also discussed in figure 1. The communication device 202
may comprise an LF transceiver 204, an RF transceiver 206, a processor 208 and
a memory 210 operatively coupled with each other.
The LF transceiver 110 of the ECU 100 may be configured to transmit a LF
signal to the communication device 202. The LF signal may comprise a vehicle
identifier/key fob id. The LF transceiver 204 of the communication device 202
may be configured to receive the LF signal transmitted by the LF transceiver
110. The processor 208 of the communication device 202 may be configured to
validate the LF signal based on the vehicle identifier/key fob id. The validation
may comprise comparing the vehicle identifier/key fob id received from the ECU
100 with a pre-stored vehicle identifier/key fob id stored in the memory 210 of
the communication device 202.
The RF transceiver 206 of the communication device 202 may be configured to
transmit a RF signal if the vehicle identifier/key fob id matches with the prestored
vehicle identifier/key fob id. The transmitted RF signal may be received
at the RF transceiver 112 of the ECU 100. In some embodiments, the RF signal
may also comprise registration details in terms of vehicle identifier/key fob id of
the communication device 202 so as to indicate that the signal is coming from
that specific communication device 202 with a specific identifier. The identifier
may be a sequence of number and/or alphabets used to identify a communication
device.
Therefore, the ECU 100 may be configured to authorize a user via the
communicating device 202 using transmission and reception of low frequency
and radio frequency signals, respectively.
The processor unit 104 of the ECU 100 may be configured to determine a
Received Signal Strength Indication (RSSI) of the RF signal and proceed ahead
for the next step if the determined RSSI is greater than a predetermined stipulated
threshold. The processor unit 104 of the ECU 100 may be configured to
determine a distance (d) between the vehicle and the communication device 202
based on the determined RSSI.
The ESCL system 108 is communicatively and operatively coupled to the
processor unit
104. The processor unit 104 of the ECU 100 may be configured to initialize the
ESCL system 108, if the determined RSSI is greater than a predetermined
stipulated threshold for performing the unlock operation of the steering (handle).
In some embodiments, the ESCL system 108 may determine accurate position
of a motorized mechanism 108 during unlock to lock operation or vice versa to
ensure safe and secure locking and unlocking of the steering of the vehicle. Thus,
the ECU 100 may comprehensively conduct the keyless access technique of the
vehicle and also allow locking and unlocking of a two-wheeler handle using
ESCL system 108. The ESCL system 108 may be configured to perform the
unlock to lock operation with safety enhanced feature to prevent the locking of
the steering handle when the vehicle is in the vehicle running state and engine is
ON.
The system may also include a vehicle system identification unit configured to
provide an indication to the user which indicates whether the lock operation is
successful or not.
Further, by providing an integrated system including both the safety enhanced
ESCL system and Keyless Access, the present disclosure provides a cost
effective, compact and less weighing solution for the two-wheelers intended to
include ESCL and Keyless Access.
Fig. 3 illustrates an integrated safety enhanced Electronic Steering Column Lock
(ESCL) system 300 (also referred to as “the system 300”). The system 300 may
be integrated with keyless access mechanism, as shown in Fig. 2. The system
300 includes the ESCL system 108 and a qualifying logic determination unit 308,
communicably coupled to each other.
The ESCL system 108 may include a control unit 302, an actuator 304 and a
motor 306. Embodiment illustrated in figure 3 is exemplary in nature and the
ESCL system 300 may include any other suitable component required for
locking and unlocking of steering of the two wheeler vehicle. The qualifying
logic determination unit 308 comprises three units namely a first unit 310, a
second unit 312 and a logic unit 314.
The control unit 302 may be configured to receive a lock and/or unlock command
from a user of the vehicle. In an exemplary embodiment, the control unit 302
may be configured to receive the lock and/or unlock command from the
communication device 202 (as shown in Fig. 2). Thus, the system 300 may be
implemented as an integrated system of safety enhanced ESCL and Keyless
Access system. In some embodiments, the lock and/or unlock command may be
received via the ECU 100. The Control unit 302 may also be configured to
receive a qualifying logic determination signal from the qualifying logic
determination unit 308.
In some embodiments, the control unit 302 may be configured to actuate the
actuator 304 of the motor 306 to enable lock or unlock operation of the vehicle
based on the qualifying logic determination signal and the received lock and/or
unlock command. In alternative embodiment, the control unit 302 may be
configured to consider qualifying logic determination signal only when
performing unlock to lock operation, and the lock to unlock operation may be
performed simply based on received command from the user i.e., without the
consideration of the qualifying logic determination signal. The actuator 304 may
be configured to energize the motor 306 upon receiving a confirmation signal
from the control unit 302. The motor 306 by way of its rotation may be
configured to provide a linear moment to a rod connected to a steering column,
to lock and unlock the two wheeler vehicle steering.
The qualifying logic determination unit 308 may be configured to determine the
qualifying logic determination signal of the vehicle. The qualifying logic
determination signal includes vehicle ignition status and at least one of an engine
running status and a vehicle running status. In an exemplary embodiment, the
qualifying logic determination signal may give HIGH logic output when ignition
is ON and either the vehicle running status or the engine running status indicates
vehicle or engine is stationary. Upon receiving a HIGH logic value from the
qualifying logic determination signal, the control unit 302 may be configured to
actuate the actuator 304 to enable lock operation via the motor only, based on
received lock command and said qualifying logic determination signal. In some
embodiment, the lock and/or unlock command may be activated through a push
button coupled to ECU 100 (shown in Fig. 1) or a knob switch provide on the
communication device 202 (shown in Fig. 2).
The qualifying logic determination unit 308 comprises the first unit 310, the
second unit 312 and the logic unit 314. The first unit 310 may be configured to
determine at least one of engine running status and a vehicle running status,
based on desired implementation. To determine the engine running status, the
first unit 310 may be coupled to one or more engine sensors configured to sense
revolution per minute (RPM) information of an engine of the vehicle. The first
unit 310 may be configured to receive one or more signals from said one or more
engine sensors to determine the engine running status based on said signals.
Further, to determine the vehicle running status, the first unit 310 may be coupled
to one or more wheel speed sensors configured to sense RPM information of
wheels of the two wheeler vehicle. The first unit 310 may be configured to
receive one or more signals from said one or more wheel speed sensors to
determine the vehicle running status. Said determination of at least one of the
engine running status or the vehicle running status may be provided as a first
input to the logic unit 314. The second unit 312 may be configured to determine
a vehicle ignition status. The vehicle ignition status may be determined by any
suitable means, such as, but not limited to, vehicle ignition sensors coupled to
the ECU, voltage or current measurement when the ignition is turned ON and so
forth. The second unit 312 may be configured to output a vehicle ignition status
signal which may be provided to the logic unit 314, as a second input.
The logic unit 314 may be configured to apply suitable logic and implement any
suitable logic gate within it, such that when the vehicle ignition status is ON and
any of the engine or vehicle running status indicates either engine or vehicle is
stationary, the logic unit 314 may produce qualifying logic signal with HIGH
logic value or produce the qualifying logic signal which may indicate that it is
safe to lock the steering of the vehicle. Thus, the logic unit 314 produces the
qualifying logic signal with LOW logic value ,which may indicate that it is not
safe to lock the steering of the vehicle, when any of the engine or vehicle running
status indicates either the engine or vehicle is running. In alternative
embodiment, the logic unit 314 may be configured in such a manner that the
logic unit 314 produces the qualifying logic signal with HIGH logic, when any
of the engine or vehicle running status indicates that either of the engine or
vehicle is running and the logic unit 314 may be configured in such a manner
that the logic unit 314 produces the qualifying logic signal with LOW logic,
when any of the engine or vehicle running status indicates either the engine or
vehicle is running.
Fig. 4 illustrates a circuit that may be implemented within the block of the first
unit 310 shown in Fig. 3 to achieve the desired objective of the first unit (310) as
mentioned above. The circuit (or the first unit 310) may include an input 402
coupled to at least one of the one or more engine sensors (not shown in Fig. 4)
and/or the one or more wheel speed sensors (not shown in Fig. 4). The input 402
may be configured to receive one or more pulse signals from the one or more
engine sensors or the one or more wheel speed sensors. The first unit 310 may
also include an output 404 configured to output the engine running status or the
vehicle running status. The output 404 of the first unit 310 may be coupled to the
logic unit 314. The first unit 310 may also include a transistorized circuit 408
configured to act as re-triggerable mono shot, the transistorized circuit 408
comprises a transistor 406 and a resistor-capacitor (RC) circuit. In an exemplary
embodiment, a base terminal of the transistor 406 is connected to the input 402
through the resistor-capacitor (RC) circuit, a collector terminal of the transistor
406 is connected to the output 404 and a voltage source through a load resistor,
and an emitter terminal of the transistor 406 connected to ground. The output of
the first unit 310 is logic LOW when the input 402 of the first unit 310 receives
one or more pulse signals from at least one of one or more engine sensors or the
one or more wheel speed sensors and the output of the first unit 310 is in logic
HIGH when the input 402 of the first unit 310 do not receive pulses from any of
the one or more engine sensors or the one or more wheel speed sensors.
Therefore, the first unit 310 may output a HIGH logic signal, when the engine
or/and the vehicle is/are stationary and a LOW logic signal, when the engine or
the vehicle is moving.
In some embodiments, the engine running status is LOW, when the engine is
running and engine running status is HIGH, when engine is stopped/Shut OFF.
Further, the vehicle running status is LOW when the vehicle is running above a
threshold speed, say 0.1 Km/Hr and the vehicle running status is HIGH, when
vehicle is stopped/running at ultra-low controllable/safe speed. Said engine
running status and/or the vehicle running status may be used to issue a disable
locking operation of ESCL system 300 when the engine or the vehicle is running.
The actuator 304 is initiated only when engine or vehicle is not running or in a
steady state.
Detecting Engine Running Status:
An automotive engine runs at minimum idle RPM of around 900 RPM and
above. Typically, this generates an alternator terminal frequency of 200 Hz or
above. Engine never runs below idle RPM. It stalls to “engine off”. The resistors
capacitor combination, R2 and C1, acts like a “re-triggerable mono-shot in
conjunction with transistor Q1, 406.
With around 50 mSec time constant (around 47 mSec), at minimum of 200 Hz
(and above) R2 and C1 always remain charged as every 10 mSec (faster than 0.2
time constant) the RC combination of R2 and C1 is re-charged and does not get
enough breathing time to discharge ever. However, when the engine is stalled,
engine RPM pulse train, disappears (with zero-volt DC input appearing instead
at the input terminals). This causes output of transistor Q1, 406 output to stay
logic “LOW” (zero volt) when the engine is running and logic high (12 Volts)
when engine is shut OFF. This logic signal can issue logic enable command to
control power bridge driving ESCL motor. This ensures that the steering cannot
be locked when engine is running, leading to safe lock operation only when the
engine is OFF.
Detecting vehicle running status:
The vehicle running status is LOW when the vehicle is running above a threshold
speed, say 0.1 Km/Hr and the vehicle running status is HIGH, when vehicle is
stopped/running at ultra-low controllable/safe speed. An automotive vehicle has
vehicle speed sensor which runs even though the engine is shut off and the
vehicle is in neutral (ignition key should be “ON”). For the purpose of
explanation let us assume that at 1 Hz pulse train frequency we have 1 Km/Hr
speed. Below this speed vehicle is running very slow and can be successfully
stopped by the driver if steering is locked erroneously. (At such a low speed
steering is not very effective and takes a long time for the vehicle turn
significantly anyway). At 1 Hz frequency we have 500 mSec high level and 500
mSec low level (50% duty cycle assumed) compared to 10 times slower R2-C1
discharge circuit. Hence the circuit shown has resistors R2 and C1 act like a “retriggerable
mono-shot in conjunction with transistor Q1, 406. In an exemplary
embodiment, “re-triggerable mono-shot” transistor Q1, 406 may perpetually in
logic LOW if the engine/vehicle is running with regular recurrence of applicable
sensor output pulses. When engine/vehicle stops the pulses stop arriving and the
re-triggerable monoshot exists in its quasi-stable state to pull its output HIGH.
The HIGH output here enables the actuator allowing the locking of steering
operation only when the vehicle/engine is safely shut-off.
The discharge time constant R2.C1 is 4.7 Sec which is 47 times slower than the
“off” duty cycle (100 mSec) at minimum frequency in Hz. Hence it would not
lose significant charge during OFF period. Also R1.C1 forms charging time
constant of 4.7 mSec, hence at every positive cycle the capacitor will be charged
at every ON duty cycle down to slowest frequency. For higher frequency the
recharging rate of RC would be even more frequent, keeping it “topped up” of
the charge. It will not receive enough breathing time to discharge during 50 mSec
OFF period.
Various combinations of engine running and vehicle running events could be
modeled as follows:
1. Both engine and vehicle are running: Under this case, the actuator 304 is
disabled. Thus, even the engine running will be a necessary and sufficient
condition for this scenario.
2. Vehicle is running but engine is not fired: This will happen if engine is
stalled and vehicle is either running downhill or about to stall. A licensed
driver can usually control this situation by bringing the “un-propelled”
vehicle to halt immediately. Thus, under this condition safety intervention
of the “lock actuation disable” may not be performed.
3. Vehicle is stopped but the engine is running in neutral gear: In this case,
the “lock actuation disable” may be performed as it is safe to disable the
actuation in this case because vehicle may inadvertently start if clutch is
engaged by the driver unknowingly.
4. Engine and the vehicle are stopped: This is the ONLY condition to enable
the lock actuation.
Since, the circuit illustrated in Figure 4 includes simple, compact and
inexpensive electronic components, the embodiments of the present disclosure
are able to provide cost effective, compact and less weighing solution to have
integrated safety enhanced ESCL with Keyless Access feature in two-wheeler
vehicle.
Further, Figure 4 illustrates the hardware driven safety enhanced mechanism to
avoid the unintentional lock of the steering while the engine or vehicle is in the
running mode, ensuring driver safety, therefore the solution provided by the
present disclosure is more reliable and stable.
Fig. 5 illustrates engine ECU connected to a crankshaft position sensor 502 in
accordance with an embodiment of the present disclosure. The crank shaft
position sensor 502 may act as one of the one or more engine sensors, is
configured to generate alternating current (AC) wave pulse for each revolution
of the crankshaft of the engine to indicate engine running status. In some
embodiment, the engine ECU may include a circuit to convert said AC wave
pulses into rectangular pulses used for detecting the engine running status.
Fig. 6 illustrates wheel speed sensor 602 used to generate the wheel speed RPM
pulses in accordance with an embodiment of the present disclosure. The wheel
speed sensor 602 may be configured to produce pulse signal for the first unit 310
to determine vehicle running status.
Fig. 7 illustrates a flowchart of an exemplary method 700 of unlocking a vehicle,
that is, lock to unlock process incorporating KA system and ESCL system, in
accordance with an embodiment of the present disclosure.
At block 701, a low frequency signal may be transmitted by a two wheeler
vehicle to a key fob after the pressing of a push button switch for a stipulated
amount of time in order to process unlock operation. The low frequency signal
may be generated by an ECU of the KA unit of the vehicle. The ECU generates
the low frequency signal in response to trigger signal generated by a user by
pressing a push button / non-latchable switch for a stipulated amount of time.
The low frequency (LF) signal may comprise a vehicle identifier / key fob Id,
which is unique to a particular vehicle and the associated key fob. The vehicle
identifier/key fob Id sent from the vehicle may be encrypted using any
cryptography known to person skilled in the art. The encrypted vehicle identifier/
key fob Id may be modulated by the LF transceiver placed within the ECU of the
vehicle and is subsequently transmitted to the key fob.
At block 702, after the low frequency (LF) signal is received at the keyfob, the
successful validation of the vehicle identifier/key fob id sent from the ECU and
the vehicle identifier/key fob id is stored in the memory of the keyfob. It is than
followed by transmission of a radio frequency (RF) signal containing the vehicle
identifier/key fob id to signal to the vehicle ECU, that the signal coming from
the recognized key fob to complete the LF-RF based authentication process. At
block 703, a radio frequency signal may be received by the KA ECU and again
compared with the vehicle identifier/key fob Id at the KA ECU to validate the
RF signal of the key fob. The radio frequency signal comprising of registration
details in terms of a unique fob Id of the key fob is validated at the KA ECU of
the vehicle.
At block 703a, a received signal strength indication (RSSI) of the received radio
frequency signal is calculated. The RSSI may be calculated using any technique
known to a person skilled in the art. At block 704, the RSSI of the received radio
frequency signal, received at the vehicle, is compared with a threshold. The
threshold may be a predetermined stipulated signal strength threshold stored in
the ECU of the vehicle. At block 705, if the RSSI is less than the threshold, then
the key fob is not in the range of the vehicle and the two wheeler vehicle remains
in the locked state. The distance between the vehicle and the key fob may be
determined based on RSSI.
At block 706, if the RSSI is greater than the predetermined threshold, the key
fob is in the range of the vehicle, then KA unit has successfully validated the
authentication process and the ignition switch status is checked. If the ignition
switch status is ON then the next step to be taken over by the ESCL unit is
scheduled. The ESCL unit is initialized and unlock command is generated. If the
ignition status is OFF, then the unlock is treated as unsuccessful and the vehicle
will not get unlocked.
In one non-limiting embodiment of the present disclosure, the vehicle may be
unlocked if the RSSI of the received radio signal is greater than a predetermined
stipulated threshold. The steps of method 700 may be performed in an order
different from the order described above.
From Block 706 to 717, the complete process from lock to unlock of the steering
is depicted, which is used to determine whether lock to unlock process is
successful or not and whether the handle / motor is stuck in midway or not.
When ESCL unit is initialized and unlock command is generated, voltage and
current measurement unit will measure the voltage and current respectively and
counter (C) is set to 0. As depicted in block 708, if the voltage of lock sensor is
0 V, unlock sensor voltage is at saturated value & current consumption is less
than the motor stall current, it means the current position of motor is lock & user
is allowed to unlock the vehicle. Then as shown in Block 712, timer is started
and the counter is reset to 0. All the remaining measuring units i.e. time, voltage
& current measurement units start the respective measurements to identify
position of rotating means as shown in block 715. The block 715 depicts that the
voltage measuring unit provides the voltage per degree of travel. Time
measurement unit measures the time to identify the location of motor and current
measuring unit looks for the motor stall current. All 3 variables are checked by
the logic.
As shown in block 716, during the travel, if the timer is expired or at any point
of time if current measurement unit identifies the current greater than the stall
current, then it will go to block 711. If the three conditions get unsatisfied, then
the mechanism will do configurable number of retries as set by Tc to unlock the
vehicle by starting the timer. Even after configurable number of retries (Tc), if
expected sensor voltages for detecting lock i.e. lock sensor = Y Volts & unlock
sensor set threshold value and current < motor stall current, are not obtained,
then this condition is identified as stuck condition of motor and user will not be
able to unlock the vehicle and the process follows as shown in block 711. If the
condition mentioned in block 718 is satisfied, after the condition of timer expired
and current greater than stall current was satisfied, than the vehicle gets
successfully unlocked.
Thus, as described in Fig. 7 and above description, if stuck condition is detected,
then this information is passed to safety logic of the system and it will prohibit
ignition start of the vehicle.
Another embodiment of the present invention, which is extended version of the
ESCL unit, may relate to an engine ignition system. The system comprises the
voltage measuring unit, the time recording unit and the speed determination unit.
The system further comprising a transmitting unit configured to receive the
position information through above implementation and further configured to
pass the position information to safety logic of the system for
allowing/prohibiting ignition start of the vehicle.
Fig. 8 depicts the mechanism for identifying the stuck condition while locking
the vehicle. The process starts from press of push button / non-latchable switch
or by rotating the rotary knob switch for a stipulated amount of time in the reverse
direction, while trying to lock the vehicle. The flow remains the same, just the
checkpoints of voltage gets reversed. Alongside, this flowchart, we are having
flowchart of safety mechanism, which always remains active. The engine
running status from engine RPM sensor and vehicle ignition status from wheel
speed sensor (powered by vehicle ignition line) are checked. If the ignition status
is ON and if engine running status or vehicle running status are de-asserted, then
it may infer that either engine is running or vehicle is running, then the power
bridge operating lock actuator is switched off, thus restraining the inadvertent
tuning ON of steering lock, as a part of safety mechanism. If the ignition status
is OFF and if engine running status or vehicle running status are asserted, then
the power bridge operating lock actuator is switched ON, thus allowing the lock
mechanism to operate.
Further, the present invention 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 invention will become apparent to
persons skilled in the art upon reference to the description of the invention. It is
therefore contemplated that such alternative embodiments form part of the
present invention.
The processor unit may comprise one or more processors. Each of the software
modules may include instructions and data that, when installed or loaded on a
processor and executed by the processor, contribute to a run- time image that
controls the operation of the processors. When executed, certain instructions may
cause the processor to perform functions in accordance with certain methods,
algorithms and processes described herein.
The illustrated steps are set out to explain the exemplary embodiments shown,
and it should be anticipated that ongoing technological development will change
the manner in which particular functions are performed. These examples are
presented herein for purposes of illustration, and not limitation. Further, the
boundaries of the functional building blocks have been arbitrarily defined herein
for the convenience of the description. Alternative boundaries can be defined so
long as the specified functions and relationships thereof are appropriately
performed. Alternatives (including equivalents, extensions, variations,
deviations, etc., of those described herein) will be apparent to persons skilled in
the relevant art(s) based on the teachings contained herein. Such alternatives fall
within the scope and spirit of the disclosed embodiments. Also, the words
“comprising,” “having,” “containing,” and “including,” and other similar forms
are intended to be equivalent in meaning and be open ended in that an item or
items following any one of these words is not meant to be an exhaustive listing
of such item or items, or meant to be limited to only the listed item or items. It
must also be noted that as used herein and in the appended claims, the singular
forms “a,” “an,” and “the” include plural references unless the context clearly
dictates otherwise.
Suitable processors include, by way of example, a general purpose processor, a
special purpose processor, a conventional processor, a digital signal processor
(DSP), a plurality of microprocessors, one or more microprocessors in
association with a DSP core, a controller, a microcontroller, Application Specific
Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) circuits,
any other type of integrated circuit (IC), and/or a state machine.
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 subject matter. 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 invention discloses a keyless vehicle access with integrated keyless access
safety enhanced electronic steering lock for two wheelers.
The present invention relates to a method of unlocking a vehicle, from lock to
unlock state, using KA and ESCL system and unlock to lock state using only
safety enhanced ESCL without taking into account KA system.
In KA system, the method comprises of transmitting a low frequency signal to a
key fob and receiving a radio frequency signal from the key fob. The low
frequency signal is received at the key fob and as a part of completion of an LFRF
authentication process the radio frequency signal is transmitted from the key
fob to be received at the KA ECU.
The LF- RF frames are transmitted and received in this method. The vehicle
transmits beacons on a LF channel to the key fob. These beacons may comprise
either short wake-up messages or larger challenge messages that contain the
vehicle identifier. When a key fob detects the beacon signal on the LF channel,
it wakes up the processor or microcontroller of the key fob. The transceiver of
the key fob may demodulate the beacon signal and the processor of the key fob
may process the demodulated signal.
The processor of the key fob may then generate a response (an RF signal) to the
challenge message if the vehicle identifier matches with pre-stored vehicle
identifier stored in the key fob. The response of the key fob is transmitted on the
RF channel. This response is received and verified by the vehicle. The vehicle
demodulates the response and verifies that the response is from the registered
key fob.
The method further comprises determining a received signal strength indication
(RSSI) of the radio frequency signal and if the determined RSSI is greater than
a predetermined stipulated threshold, marching ahead for the next step of ESCL
initializing the ESCL module otherwise two wheelers remains in the locked state.
In case, RSSI is greater than predetermined stipulated threshold, the ESCL
module is initialized and unlock command is generated. It determines accurate
position of the motorized mechanism of the lock system during unlock to lock
operation or lock to unlock operation of the steering lock. The proximity sensor
system generally employs sensing mechanism which includes but not restricted
to a hall sensor based magnetic sensing mechanism to sense respective position
of the lock/unlock of the vehicle handle. To ensure that the vehicle handle is fully
and reliably locked/ unlocked, the successful/accurate sensing of the locking and
unlocking position of motorized lock mechanism is necessary, as the motorized
lock mechanism drives the lock to respective “lock” and “unlock” position.
Failure to do so may lead to a safety issue. A half locked/unlocked handle may
lead to accidents during driving/vehicle operation.
In an alternate embodiment, to ensure safety during the vehicle start operation,
the engine may be ignited based on sensing the position of the motorized
mechanism, whether in the locked state, unlocked state or in the saturation state
(not shown in any of the figures).
The ESCL system, used for the unlocking the handle, comprises a voltage
measuring unit configured to measure a voltage per degree of travel of the
motorized lock mechanism. The system further comprises a time recording unit
configured to record time elapsed during the initial travel of the lock mechanism
after which the sensor output voltage is changing. The system further comprises
current determining unit in order to determine whether the motor has completely
reached to its destination position or not i.e. either lock position or unlock
position. When it completely reaches to its home position, the motor gets stalled
and the current measuring unit measures this stall current to stop the rotation of
motor.
If the voltage of lock sensor is 0 V, unlock sensor is at saturated value (Y volts)
and motor current is lesser than motor stall current, it indicates that current
position of motor is at lock position & user is allowed to unlock the vehicle. The
timer is started & remaining all measuring units i.e., time measuring unit &
current measuring unit starts the respective measurements. All the three variables
voltage, current and time measurement are checked by the logic during the
travel, if the timer is elapsed or at any point of time, if current measurement
unit identifies the current greater than stall current, then it will go back into the
previous process. If the condition gets unsatisfied, then the mechanism will do
configurable number of retries (Tc) to unlock the vehicle by starting the timer.
Even after configurable number of retries (Tc) if expected sensor voltages for
detecting lock i.e., lock sensor = Y Volts & unlock sensor > set threshold value
for unlock, are not obtained, then this condition is identified as stuck condition
of motor and user will not be able to unlock the vehicle. If stuck condition is
detected, then this information is passed to safety logic of the system and it will
prohibit ignition start of the vehicle. If the condition mentioned is satisfied, then
the vehicle gets successfully unlocked.
Another embodiment of the present invention may relate to an engine ignition
system, the system comprises the voltage measuring unit, the time recording unit
and the speed determination unit. The system further comprising a transmitting
unit configured to receive the position information through above
implementation and further configured to pass the position information to safety
logic of the system for allowing/prohibiting ignition start of the vehicle.
As shown in Fig. 8, on the similar terms, the similar steps are used for identifying
the stuck condition while locking the vehicle, without taking into account the KA
system. The flow remains the same, just the check points of voltage gets
reversed. Along with this flow chart, a parallel safety mechanism is also shown
in Fig. 8, which will always remain active in the locking process. Thus, it
provides additional safety check and thus acts as a safety enhanced mechanism.
It is also exemplified in below paragraphs.
Fig. 9 illustrates a flowchart of an exemplary method 900 for operating an
Electronic Steering Column Lock (ESCL) system of a two-wheeler vehicle.
At step 902, the method 900 includes receiving a lock command, at the ESCL
system 108, from a user. At step 904, the method 900 includes determining, by
a qualifying logic determination unit 308, a qualifying logic determination signal
of the vehicle, wherein the qualifying logic determination signal includes vehicle
ignition status and at least one of an engine running status and a vehicle running
status. At step 906, the method 900 includes actuating, by a control unit 302 of
the ESCL system 108 coupled to the qualifying logic determination unit 308, an
actuator 304 of a motor 306 of the ESCL system 108 to enable lock operation of
the vehicle based on the qualifying logic determination signal and the received
lock command.
Another embodiment of the present invention corresponds to elimination of
safety risk of electronic steering lock by incorporation of safety enhanced
feature. If the lock is erroneously applied while the vehicle is running, the driver
may suffer fatal injury. Hence an independent cost-effective pure hardware logic
is incorporated to detect running state of the vehicle. To confirm running or
stationary status of the vehicle, engine running as well as vehicle running
condition is to be determined.
A description of an embodiment with several components in conjunction with each
other does not imply that all such components are required. On the contrary, a
variety of optional components are described to illustrate the wide variety of
possible embodiments of the invention.
When a single device or article is described herein, it will be clear that more than
one device/article (whether they cooperate) may be used in place of a single
device/article. Similarly, where more than one device or article is described herein
(whether they cooperate), it will be clear that a single device/article may be used
in place of the more than one device or article or a different number of
devices/articles may be used instead of the shown number of devices or programs.
The functionality and/or the features of a device may be alternatively embodied
by one or more other devices which are not explicitly described as having such
functionality/features. Thus, other embodiments of the invention need not include
the device itself.
Finally, the language used in the specification has been principally selected for
readability and instructional purposes, and it may not have been selected to
delineate or circumscribe the inventive subject matter. It is therefore intended that
the scope of the invention be limited not by this detailed description, but rather by
any claims that issue on an application based here on. Accordingly, the
embodiments of the present invention are intended to be illustrative, but not
limiting, of the scope of the invention, which is set forth in the following claims.
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 operating an Electronic Steering Column Lock (ESCL) system
(108) of a two-wheeler vehicle, the method comprising:
receiving a lock command, at the ESCL system (108), from a user;
determining, by a qualifying logic determination unit (308), a qualifying logic
determination signal of the vehicle, wherein the qualifying logic determination
signal includes vehicle ignition status and at least one of an engine running status
and a vehicle running status; and
actuating, by a control unit (302) of the ESCL system (108) coupled to the
qualifying logic determination unit (308), an actuator of a motor of the ESCL
system (108) to enable lock operation of the vehicle based on the qualifying logic
determination signal and the received lock command.
2. The method as claimed in claim 1, further comprising:
receiving, by the qualifying logic determination unit (308), a signal from
one or more engine sensors configured to sense Revolution Per Minute (RPM)
information of an engine of the vehicle;
determining, by the qualifying logic determination unit (308), the engine
running status based on said signal.
3. The method as claimed in claim 1, further comprising:
receiving, by the qualifying logic determination unit (308), a signal from
one or more wheel speed sensors configured to sense Revolution Per Minute (RPM)
information of wheels of the vehicle;
determining, by the qualifying logic determination unit (308), the vehicle
running status based on said signal.
4. The method as claimed in claim 1 comprises:
actuating, by the control unit (302), the actuator (304) to enable lock
operation only when the qualifying logic determination signal indicates that the
vehicle ignition status is ON and either the vehicle running status or the engine
running status indicates vehicle or engine is stationary.
5. The method as claimed in claim 1, wherein the lock command is activated
through a push button switch or a knob switch communicably coupled to the ESCL
system (108) of the vehicle.
6. The method as claimed in claim 1, further comprising:
authorizing, by an electronic control unit (ECU, 100), a user via a
communicating device (202) using transmission and reception of low frequency and
radio frequency signals, respectively, wherein the ECU (100) comprises the ESCL
system (108).
7. The method as claimed in claim 1, wherein the qualifying logic
determination unit (308) comprising:
a first unit (310) comprising:
an input (402) coupled to at least one of the one or more engine
sensors and/or the one or more wheel speed sensors;
an output (404); and
a transistorized circuit (408) configured to act as re-triggerable mono
shot, the transistorized circuit comprises a transistor (406) and a resistorcapacitor
(RC) circuit;
wherein a base terminal of the transistor (406) is connected to the
input (402) through the resistor-capacitor (RC) circuit, a collector terminal
of the transistor is connected to the output (404) and a voltage source
through a load resistor, and an emitter terminal of the transistor connected
to ground, and
wherein the output (404) of the first unit (310) is in logic LOW when
the input of the first unit 310 receives one or more pulse signals from at least
the one of one or more engine sensors or the one or more wheel speed
sensors and the first unit is in logic HIGH when the input 402 of the first
unit 310 do not receive pulses from any of the one or more engine sensors
or the one or more wheel speed sensors;
a second unit (312) configured to output vehicle ignition status; and
a logic unit (314) coupled to first unit (310) and the second unit
(312), wherein the logic unit (314) generates the qualifying logic
determination signal based on output received from the first unit (310) and
the second unit (312).
8. The method as claimed in claim 1, further comprises:
receiving an unlock command, at the ESCL system (108) of the vehicle,
from a user;
actuating, by the control unit (302), the actuator (304) of the motor (306) of
the ESCL system (108) to enable unlock operation of the vehicle based on said
received unlock command.
9. A system comprising:
an Electronic Steering Column Lock (ESCL) system (108) comprising:
a control unit (302);
an actuator (304) coupled to the control unit (302); and
a motor (306) coupled to the actuator (304); and
a qualifying logic determination unit (308) coupled to the control
unit (302) of the ESCL system (108), wherein the qualifying logic
determination unit (108) is configured to determine a qualifying logic
determination signal, wherein the qualifying logic determination signal
includes vehicle ignition status and at least one of an engine running status
and a vehicle running status; and
wherein the control unit (302) is configured to:
receive a lock command;
receive the qualifying logic determination signal from the
qualifying logic determination unit (308);
actuate the actuator (304) based on said qualifying logic
determination signal and the received lock command to initiate the
motor of the ESCL system to enable lock operation of the vehicle.
10. The system as claimed in claim 9, wherein the qualifying logic
determination unit (308) is further configured to:
receive a signal from one or more engine sensors configured to sense
Revolution Per Minute (RPM) information of an engine of the vehicle;
determine the engine running status based on said signal.
11. The system as claimed in claim 9, wherein the qualifying logic
determination unit (308) is further configured to:
receive a signal from one or more wheel speed sensors configured to sense
Revolution Per Minute (RPM) information of wheels of the vehicle;
determine the vehicle running status based on said signal.
12. The system as claimed in claim 9, wherein the control unit (302) is
configured to:
actuate the actuator (304) only when the qualifying logic determination
signal indicates that the vehicle ignition status is ON and either the vehicle running
status or the engine running status indicates vehicle or engine is stationary.
13. The system as claimed in claim 9, further comprises a vehicle system
identification unit configured to provide an indication to the user, wherein the
indication designates whether the lock operation is successful or not.
14. The system as claimed in claim 9, further comprises a push button switch or
a knob switch, configured to receive the lock command.
15. The system as claimed in claim 9, wherein the qualifying logic
determination unit (308) comprising:
a first unit (310) comprising:
an input (402) coupled to at least one of the one or more engine
sensors and/or the one or more wheel speed sensors;
an output (404); and
a transistorized circuit (408) configured to act as re-triggerable mono
shot, the transistorized circuit comprises a transistor (406) and a resistorcapacitor
(RC) circuit;
wherein a base terminal of the transistor (406) is connected to the
input (402) through the resistor-capacitor (RC) circuit, a collector terminal
of the transistor is connected to the output (404) and a voltage source
through a load resistor, and an emitter terminal of the transistor connected
to ground, and
wherein the output (404) of the first unit (310) is in logic LOW when
the input of the first unit 310 receives one or more pulse signals from at least
the one of one or more engine sensors or the one or more wheel speed
sensors and the first unit is in logic HIGH when the input 402 of the first
unit 310 do not receive pulses from any of the one or more engine sensors
or the one or more wheel speed sensors;
a second unit (312) configured to output vehicle ignition status; and
a logic unit (314) coupled to first unit (310) and the second unit
(312), wherein the logic unit (314) generates the qualifying logic
determination signal based on output received from the first unit (310) and
the second unit (312).
16. The system as claimed in claim 9, further comprises an electronic control
unit (ECU, 100) configured to:
authorize a user via a communicating device using transmission and
reception of low frequency and radio frequency signals, respectively.
17. The system as claimed in claim 9, wherein the control unit (302) is further
configured to:
receive an unlock command from a user;
actuate the actuator and the motor of the ESCL system (108) to enable
unlock operation of the vehicle based on said received unlock command.