Description:FIELD OF THE INVENTION
[001] Present invention relates to a system and a method for alerting a rider of a vehicle. More particularly, the present invention relates to the system and the method for alerting the rider through one or more alerting devices disposed in a helmet worn by the rider.

BACKGROUND OF THE INVENTION
[002] Conventional vehicles such as two-wheeled vehicles, typically comprise an instrument cluster unit and a LED unit for indicating vehicle information to the rider. The vehicle information may be a vehicle speed, a fuel level in a fuel tank of the vehicle and the like. The instrument cluster unit and the LED unit are positioned above a headlamp assembly and oriented towards the rider, for displaying the vehicle information. As such, the rider is required to constantly shift his gaze towards the instrument cluster unit for viewing the vehicle information displayed and/or to be alerted of the warnings being indicated in the instrument cluster unit. Such a scenario, where the rider has shifted his gaze away from a travel path of the vehicle, may cause a distraction to the rider, which may be catastrophic.
[003] To overcome the aforementioned limitations, much like four-wheeled vehicles, two wheeled vehicles may be equipped with a safety system comprising multiple sensors such as cameras, radar, lidar, etc. An Electronic Control Unit (ECU) or a controller in the instrument cluster unit is capable of analysing the data received from the sensors to generate safety related warnings for the rider. However, these safety critical warnings are still displayed through the instrument cluster unit and thus, does not solve the issue pertaining to the distractions caused by indicating information in the instrument cluster unit.
[004] Thus, there is a need for a system and a method for alerting a rider of the vehicle which addresses at least one or more aforementioned problems.

SUMMARY OF THE INVENTION
[005] In one aspect, a system for alerting a rider of a vehicle is disclosed. The system comprises one or more sensors disposed in the vehicle. Each of the one or more sensors being adapted to procure one or more vehicle parameters of the vehicle. One or more alerting devices are disposed in a helmet of the rider of the vehicle. The one or more alerting devices being adapted to alert the rider. A first control unit is disposed in the vehicle and is communicably coupled to the one or more sensors. The first control unit is adapted to receive the one or more vehicle parameters of the vehicle from the one or more sensors, determine one or more operating parameters of the vehicle based on the one or more vehicle parameters, and generate an alert signal when the one or more operating parameters of the vehicle exceeds a threshold value. A second control unit is disposed in the helmet and is communicably coupled to the one or more alerting devices and the first control unit. The second control unit is configured to receive the alert signal from the first control unit when the one or more operating parameters of the vehicle exceeds the threshold value and operate the one or more alerting devices for alerting the rider upon receiving the alert signal from the first control unit.
[006] In an embodiment, the first control unit is adapted to selectively display the one or more operating parameters to the rider through a display device disposed in the helmet based on a riding condition of the vehicle, wherein the riding condition is determined by the control unit based on a condition model.
[007] In an embodiment, the one or more sensors comprise a speed sensor, a prime mover speed sensor, a gear position sensor, an Inertial Measurement Unit (IMU), a Radio Detection and Ranging (RADAR) sensor, a Turn Signal Lamp (TSL) sensor. The speed sensor is disposed in a wheel of the vehicle and is adapted to monitor a speed data of the vehicle. The prime mover speed sensor is disposed in a prime mover of the vehicle and is adapted to monitor a prime mover speed data. The gear position sensor is disposed in a gearbox of the vehicle and is adapted to provide data pertaining to a gear engaged for power transmission in the vehicle. The IMU is disposed in the vehicle and is adapted to provide an inclination data of the vehicle. The RADAR sensor is disposed in the vehicle and is adapted to provide an obstacle data in a path to be traversed by the vehicle. The TSL sensor is disposed in the vehicle and is adapted to provide an illumination data of a TSL in the vehicle.
[008] In an embodiment, the one or more vehicle parameters comprises a vehicle speed determined through a speed parameter provided by a speed sensor, a prime mover speed determined through a prime mover speed data provided by the prime mover speed sensor, a lean angle determined through an inclination data provided by an IMU and a TSL indication of the vehicle determined through an illumination data provided by the TSL sensor.
[009] In an embodiment, the first control unit is adapted to determine an intended lane of the vehicle and an obstacle in the intended lane, upon determining actuation of a TSL indication in the vehicle by the rider.
[010] In an embodiment, the second control unit is adapted to alert the rider through the one or more alerting devices when the obstacle is detected in the intended lane.
[011] In an embodiment, the one or more alerting devices are one of a lighting device adapted to provide a visual alert to the rider, an audible device adapted to provide an audible alert to the rider and a haptic device adapted to provide a haptic alert to the rider.
[012] In an embodiment, the lighting device is a Light-Emitting Diode (LED) strip disposed on at least one of an inner surface of a chin guard of the helmet and on an inner surface of a head band of the helmet.
[013] In an embodiment, the LED strip comprises one or more lighting units. The one or more lighting units being selectively operated by the second control unit to provide the visual alert to the rider.
[014] In an embodiment, the audible device is disposed on at least one of a left-side inner surface and a right-side inner surface of the helmet.
[015] In an embodiment, the haptic device is disposed on at least one of a left-side inner surface and a right-side inner surface of the helmet.
[016] In an embodiment, the one or more alerting devices are coupled to a battery module. The battery module is disposed in the helmet and is adapted to supply power to the one or more alerting devices for operation.
[017] In another aspect, a method for alerting the rider of the vehicle is disclosed. The method comprises receiving, by the first control unit disposed in the vehicle, one or more vehicle parameters of the vehicle from one or more sensors. The first control unit then determines one or more operating parameters of the vehicle based on the one or more vehicle parameters. The first control unit then generates an alert signal when the one or more operating parameters of the vehicle exceeds a threshold value. The second control unit thereafter receives the alert signal from the first control unit. The second control unit thereafter operates the one or more alerting devices for alerting the rider upon receiving the alert signal from the first control unit.

BRIEF DESCRIPTION OF THE DRAWINGS
[018] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a schematic view of a vehicle comprising a system for alerting a rider of the vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 2 is a block diagram of the system for alerting the rider of the vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 3 is a flow diagram of a method of operation of a first control unit of the system, in accordance with an exemplary embodiment of the present invention.
Figure 4 is a flow diagram of a method of operation of the second control unit of the system, in accordance with an exemplary embodiment of the present invention.
Figure 5 is a flow diagram of a method of operation of the system for alerting the rider while changing a lane of the vehicle to an intended lane, in accordance with an exemplary embodiment of the present invention.
Figure 6 is a flow diagram of a method of operation of the system for alerting the rider, in accordance with an exemplary embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[019] Present invention relates to a system and a method for alerting a rider of a vehicle. Particularly, the present invention relates to the system and the method for alerting the rider of the vehicle. In an embodiment, the vehicle is a two-wheeled vehicle, and the rider is alerted through a helmet worn by the rider.
[020] Figure 1 is a schematic view of a vehicle 104 including a system 100 for alerting a rider 102, in accordance with an exemplary embodiment of the present invention. In the present embodiment, the vehicle 104 is a two-wheeled vehicle which can be a motorcycle or a scooter. A prime mover (not shown) is disposed in the vehicle 104 and is adapted to generate power required for driving the vehicle 104. The prime mover may be coupled to at least one wheel (not shown) through a transmission mechanism (not shown). The prime mover is adapted to transfer power to the at least one wheel through the transmission mechanism for driving the vehicle 104. In an embodiment, the prime mover may be an internal combustion engine or an electric motor.
[021] Referring to Figure 2 in conjunction with Figure 1, a block diagram of the system 100 for alerting the rider 102 is depicted. The system 100 is adapted to alert the rider 102 with safety critical warning(s), without distracting the rider 102 from the travel path of the vehicle 104. The system 100 is also adapted to alert the rider 102 with necessary real time information.
[022] The system 100 comprises one or more sensors 106 (hereinafter interchangeably referred to as ‘sensors 106’) disposed in the vehicle 104 (as shown in Figure 1). Each of the sensors 106 is adapted to procure one or more vehicle parameters of the vehicle 104. The vehicle parameters may be information that govern or are associated with operation of the vehicle 104. In an embodiment, the vehicle parameters may be information pertaining to a speed of the vehicle 104, a braking condition of the vehicle 104, an orientation or inclination of the vehicle 104 with respect to a vertical axis Y-Y’ (as shown in Figure 1), a gear shift position in the transmission mechanism (or gearbox) in the vehicle 104 and actuation of a Turn Signal Lamp (TSL) of the vehicle 104. In the present embodiment, the sensors 106 comprises a speed sensor 106a, a prime mover speed sensor 106b, gear position sensor 106c, an Inertial Measurement Unit (IMU) 106d, a Radio Detection and Ranging (RADAR) sensor 106e, a TSL sensor 106f and an Anti-lock Braking (ABS) sensor 106g.
[023] In an embodiment, the speed sensor 106a may be mounted onto a wheel (not shown) of the vehicle 104. Accordingly, the speed sensor 106a is adapted to procure information pertaining to speed of rotation of the wheel, for determining the speed of the vehicle 104.
[024] In an embodiment, the prime mover speed sensor 106b is an engine speed sensor mounted to a crankshaft (not shown) of the internal combustion engine. Accordingly, the prime mover speed sensor 106b is adapted to procure information (or prime mover speed data) pertaining to speed of rotation of crankshaft of the engine, for determining the prime mover speed of the vehicle 104. In another embodiment, the prime mover speed sensor 106b is an electric motor speed sensor mounted to a motor shaft (not shown) of the electric motor. Accordingly, the prime mover speed sensor 106b is adapted to procure information pertaining to speed of rotation of the motor shaft, for determining the prime mover speed of the vehicle 104.
[025] In an embodiment, the gear position sensor 106c may be located in the transmission mechanism. The gear position sensor 106c is adapted to determine engagement of gear within the transmission mechanism during gear shifting. In an embodiment, the gear position sensor 106c is adapted to measure a rotation angle of a shift drum (not shown) in the transmission mechanism of the vehicle 104 for determining the gear position.
[026] In an embodiment, the IMU 106d is located in an instrument cluster (not shown) of the vehicle 104. The IMU 106d is adapted to procure information pertaining to inclination of the vehicle 104 with respect to the vertical axis Y-Y’.
[027] In an embodiment, the RADAR sensor 106e is located in front of the handlebar member and/or below a taillight (not shown) of the vehicle 104. The RADAR sensor 106e is adapted to procure information pertaining to objects that may in front and/or rear of the vehicle 104, during movement of the vehicle 104 along the travel path.
[028] In an embodiment, the TSL sensor 106f is located at a front TSL assembly and/or a rear TSL assembly of the vehicle 104. The TSL sensor 106f is adapted to procure information pertaining to illumination or illumination data of a TSL lamp in the vehicle 104.
[029] In an embodiment, the ABS sensor 106g is located within a hub (not shown) of a wheel (not shown) of the vehicle 104. The ABS sensor 106g is adapted to monitor a wheel speed of the vehicle 104, during movement of the vehicle 104. Accordingly, the ABS sensor 106g is adapted to monitor an abrupt deceleration of the vehicle 104 or the rate of engagement of brakes (not shown) by the rider 102.
[030] Further, the system 100 comprises a first control unit 112 disposed in the vehicle 104. In the present embodiment, the first control unit 112 may be disposed within the instrument cluster of the vehicle 104. The first control unit 112 is communicably coupled to each of the sensors 106. The first control unit 112 is communicably coupled to each of the sensors 106 through a wired connection or a wireless connection as per requirement. The first control unit 112 is adapted to determine one or more operating parameters of the vehicle 104 based on the information received from the sensors 106.
[031] In an embodiment, the first control unit 112 is adapted to receive the information pertaining to speed of rotation of the wheel of the vehicle 104 from the speed sensor 106a. Based on the information received from the speed sensor 106a, the first control unit 112 determines the speed of the vehicle 104.
[032] In an embodiment, the first control unit 112 is adapted to receive information pertaining to speed of rotation of crankshaft from the prime mover speed sensor 106b. Based on the information received, the first control unit 112 determines the engine speed as the prime mover speed of the vehicle 104. In another embodiment, the first control unit 112 is adapted to receive information pertaining to speed of rotation of the motor shaft. Based on the information received, the first control unit 112 determines the speed of rotation of the motor shaft as the prime mover speed of the vehicle 104.
[033] In an embodiment, the first control unit 112 is adapted to receive information pertaining to engagement of gear within the transmission mechanism during gear shifting from the gear position sensor 106c. Based on the information received from the gear position sensor 106c, the first control unit 112 is adapted to determine the gear position that is engaged in the gearbox.
[034] In an embodiment, the first control unit 112 is adapted to receive information pertaining to inclination of the vehicle 104 with respect to the vertical axis Y-Y’ from IMU 106d. Based on the information received from the IMU 106d, the first control unit 112 is adapted to determine the lean angle of the vehicle 104 with respect to the vertical axis Y-Y’.
[035] In an embodiment, the first control unit 112 is adapted to receive information pertaining to objects that may in front and/or rear of the vehicle 104 during movement of the vehicle 104 along the travel path, through principle of RADAR. Based on the information received from the RADAR sensor 106e, the first control unit 112 is adapted to determine the obstacles along the travel path of the vehicle 104. In an embodiment, the first control unit 112 is also adapted to determine distance of the obstacles from the vehicle 104.
[036] In an embodiment, the first control unit 112 is adapted to receive information pertaining to illumination of the TSL in the vehicle 104 from the TSL sensor 106f. Based on the information received, the first control unit 112 is adapted to determine the TSL that is illuminated in the vehicle 104. Accordingly, the first control unit 112 is adapted to determine whether a left TSL is illuminated or a right TSL is illuminated.
[037] In an embodiment, the first control unit 112 is adapted to receive information pertaining to wheel speed of the vehicle 104, during movement of the vehicle 104 from the ABS sensor 106g. Based on the information received, the first control unit 112 is adapted to determine abrupt deceleration of the vehicle 104 or the rate of engagement of brakes (not shown) by the rider 102.
[038] The first control unit 112 is adapted to determine a riding condition of the vehicle 104 based on the one or more operating parameters. In an embodiment, the first control unit 112 is adapted to determine the riding condition to be one of a steady riding condition and an aggressive riding condition based on the one or more operating parameters. In an embodiment, when the one or more operating parameters determined by the first control unit 112 is within the threshold value, the first control unit 112 determines the riding condition to be the steady riding condition. In another embodiment, when the one or more operating parameters determined by the first control unit 112 exceeds the threshold value, the first control unit 112 determines the riding condition to be the aggressive riding condition. In an embodiment, the first control unit 112 is adapted to determine the riding condition of the vehicle 104 based on a condition model, which may employ one or more machine learning techniques known in the art. As such, the condition model may procure the one or more operating parameters determined by the first control unit 112 and thereafter determine the riding condition of the vehicle 104.
[039] Further, the first control unit 112 is communicably coupled to a display device 114 disposed in a helmet 110 (as shown in Figure 1) worn by the rider 102. The first control unit 112 is adapted to operate the display device 114 to an activated condition for displaying the one or more operating parameters to the rider 102. In an embodiment, the display device 114 may be mounted to a head band (not shown) of the helmet 110, while being located behind a visor (not shown) of the helmet 110. As such, the display device 114 enables the rider 102 to read the operating parameters of the vehicle 104 without diverting his gaze from the travel path of the vehicle 104. In an embodiment, the display device 114 is a Heads-Up Display (HUD) unit. The first control unit 112 is adapted to display the one or more operating parameters of the vehicle 104 based on the riding condition of the vehicle 104.
[040] In an embodiment, the first control unit 112 is adapted to display the operating parameters to the rider 102 through the display device 114 when the vehicle 104 is being operated in the steady riding condition. During the aggressive riding condition, the first control unit 112 is adapted to operate the display device 114 in a sleep condition, while operating the instrument cluster to display the operating parameters to the rider 102. As such, during the aggressive riding condition, the first control unit 112 is adapted to prevent displaying of the vehicle information to the rider 102 through the display device 114, thereby ensuring focus of the rider 102 on the travel path. As an example, if the rider 102 is about to have a collision with the obstacle along the travel path, the first control unit 112 may determine the riding condition to be the aggressive driving condition and accordingly operate the display device 114 to the sleep condition, to prevent distractions to the rider 102 while viewing the travel path.
[041] In an embodiment, the first control unit 112 is also adapted to receive inputs from the rider 102 through an input device (not shown) provided in the instrument cluster. The input device is adapted to receive inputs from the rider 102 regarding the preference of the vehicle information to be displayed in the display device 114. As such, the first control unit 112 is adapted to prevent cluttering of information in the display device 114, consequently avoiding distraction to the rider 102. As an example, the rider 102 may input selection into the instrument cluster to prevent display of warnings in the display device 114 during over-speeding of the vehicle 104.
[042] The first control unit 112 is also adapted to generate an alert signal, when the one or more operating parameters of the vehicle 104 exceeds a threshold value. As an example, if the first control unit 112 determines that the lean angle of the vehicle 104 is 30 degrees, and the threshold value of lean angle is 25 degrees, the first control unit 112 determines that the lean angle has exceeded the threshold and accordingly generates the alert signal.
[043] Further, the system 100 comprises a second control unit 118 disposed in the helmet 110. The second control unit 118 is communicably coupled to the first control unit 112. Accordingly, the second control unit 118 is adapted to receive the alert signal generated by the first control unit 112. In an embodiment, the second control unit 118 is communicably coupled to the first control unit 112 through a wireless connection.
[044] The second control unit 118 is further communicably coupled to one or more alerting devices 108 (hereinafter referred to as ‘alerting devices 108’) which are disposed within the helmet 110. As such, the warnings or alerts triggered by the first control unit 112 based on the one or more operating parameters are provided to the rider 102 through the alerting devices 108 disposed in the helmet 110. In an embodiment, the alerting devices 108 are coupled to a battery module 116 disposed in the helmet 110. The battery module 116 is adapted to supply power to the alerting devices 108 for operation, for providing the alert to the rider 102.
[045] In an embodiment, the alerting devices 108 may be one of a lighting device 108a adapted to provide a visual alert to the rider 102, an audible device 108b adapted to provide an audible alert to the rider 102 and a haptic device 108c adapted to provide a haptic alert to the rider 102. In another embodiment, the lighting device 108a is a Light Emitting Diode (LED) strip disposed in at least one of an inner surface of a chin guard (not shown) of the helmet 110 and on an inner surface of the head band (not shown) of the helmet 110. The LED strip comprises one or more lighting units that are capable of being selectively operated by the second control unit 118 for providing the visual alert to the rider 102. In an embodiment, the second control unit 118 is capable of receiving input preferences from the rider 102 on the color of illumination or pattern of illumination of the lighting units corresponding to the warning to be indicated. As an example, the rider 102 may provide preference to the second control unit 118 to illuminate the lighting units to RED color when the speed of the vehicle 104 exceeds the threshold value.
[046] In an embodiment, the audible device 108b is mounted on at least one of a left-side inner surface and a right-side inner surface of the helmet 110. In an embodiment, the second control unit 118 is capable of receiving input preferences from the rider 102 on the intensity of audible alert to be received from the audible device 108b corresponding to the warning to be indicated. In an embodiment, the audible device 108b is a speaker device.
[047] In an embodiment, the haptic device 108c is mounted on at least one of the left-side inner surface and the right-side inner surface of the helmet 110. In an embodiment, the second control unit 118 is capable of receiving input preferences from the rider 102 on the intensity of haptic alert to be received from the haptic device 108c corresponding to the warning to be indicated.
[048] In an embodiment, the first control unit 112 can be in communication with at least one vehicle control unit (not shown) of the vehicle 104. Accordingly, the first control unit 112 may obtain the one or more vehicle parameters from the vehicle control unit. In an embodiment, the first control unit 112 may comprise one or more additional components such as, but not limited to an input/output module (not shown) and a processing module (not shown) with an analytic module (not shown). The first control unit 112 may be adapted to receive input signal and/or provide output signal to electrical components in the vehicle 104 through the input/output module.
[049] In an embodiment, the first control unit 112 is also adapted to generate the alert signal for providing Global Positioning System (GPS) based directional guidance to the rider 102. As an example, if the rider 102 has coupled a mobile device such as a smartphone or a GPS unit to the first control unit 112, the first control unit 112 is capable of generating the alert signal for providing directional guidance to the rider 102. In an embodiment, if the rider 102 misses a right-turn as indicated by the GPS unit, the first control unit 112 provides the alert signal. The alert signal is transmitted to the second control unit 112 which alerts the rider 102 through the alerting devices 108 in the helmet 110, regarding the missed right-turn.
[050] In an embodiment, each of the first control unit 112 and the second control unit 118 may be embodied as a multi-core processor, a single core processor or a combination of one or more multi-core processors and one or more single core processors. For example, each of the first control unit 112 and the second control unit 118 is embodied as one or more of various processing devices or modules, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as but not limited to, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, each of the first control unit 112 and the second control unit 118 may be configured to execute hard-coded functionality. In still another embodiment, each of the first control unit 112 and the second control unit 118 may be embodied as an executor of instructions, where the instructions are specifically configured to each of the first control unit 112 and the second control unit 118 to perform steps or operations described herein for alerting the rider 102 of the vehicle 104.
[051] In an embodiment, the first control unit 112 or the analytic module of the processing module of the first control unit 112 is adapted to determine an intended lane of the vehicle 104 based on the operating parameters of the vehicle 104. As an example, if a left indication of the TSL of the vehicle 104 is determined along with an inclination of the vehicle 104 towards a left-side, the first control unit 112 may consider that the rider 102 is intending to change the lane of the travel path of the vehicle 104.
[052] Figure 3 is a flow diagram of a method 300 depicting operation of the first control unit 112, in accordance with an exemplary embodiment of the present invention. In an embodiment, the method 300 pertains to the operation carried out typically in the vehicle 104.
[053] At step 302, the first control unit 112 checks for the warnings in the vehicle 104 that is preferred by the rider 102. As an example, if the rider 102 has provided input preferences to indicate only a collision alert, an over-speeding alert, the TSL illumination and a lean angle alert, the first control unit 112 is adapted to note these preferences from the rider 102.
[054] At step 304, during operation of the vehicle 104, the first control unit 112 is adapted to monitor the one of more operating parameters corresponding to the vehicle warnings checked or selected by the rider 102. Accordingly, the first control unit 112 proceeds to step 306, if the one or more operating parameters corresponding to the vehicle warnings exceeds the threshold value. As an example, the first control unit 112 proceeds to step 306, when the vehicle 104 is travelling beyond a threshold speed limit.
[055] At step 306, the first control unit 112 determines whether the rider 102 has also provided an alert preference corresponding to the warnings. As an example, the first control unit 112 determines, if the rider 102 has selected a predefined pattern to be illuminated when the vehicle is over speeding. If such a preference is provided by the rider 102, the first control unit 112 generates the alert signal that is generated based on the one or more operating parameters exceeding the threshold value and the alert preference of the rider 102. Accordingly, the first control unit 112 moves to step 308, wherein the first control unit 112 provides the alert signal to the second control unit 118 disposed in the helmet 110 of the rider 102.
[056] Referring to Figure 4 in conjunction with Figure 3, a flow diagram of a method 400 depicting operation of the second control unit 118 is provided. In an embodiment, the method 400 pertains to the operation carried out typically in the helmet 110 worn by the rider 102.
[057] At step 402, the second control unit 118 receives the alert signal from the first control unit 112.
[058] At step 404, the second control unit 118 analyses the alert signal received from the first control unit 112 to comprehend the warning to be indicated or alerted to the rider 102. As an example, the second control unit 118 is adapted to comprehend the alert preferred by the rider 102, based on the warning to the provided. Upon analyzing the alert signal, the second control unit 118 proceeds to step 406.
[059] At step 406, the second control unit 112 operates the corresponding alerting device 108 for providing the alert to the rider 102. As an example, if the rider 102 has considered the predefined pattern to indicate over-speeding of the vehicle 104, the second control unit 118 based on the alert signal provided by the first control unit 112, operates the alerting device 108 in the predefined pattern to alert the rider 102.
[060] At step 408, the second control unit 118 may also provide feedback to the first control unit 112 upon providing the alert to the rider 102.
[061] Figure 5 is a flow diagram of a method 500 depicting operation of the system 100 for alerting the rider 102 while changing a lane (not shown) of the vehicle 104 to an intended lane (not shown), in accordance with an exemplary embodiment of the present invention.
[062] At step 502, the first control unit 112 monitors whether the TSL has activated by the rider 102, who is intending to switch the lane of the vehicle 104, to the intended lane. In the present embodiment, the intended lane is a left lane. Upon confirming actuation of the left TSL through the TSL sensor 106f, the system 100 moves to step 504, wherein a blind spot of the vehicle 102 is monitored. In an embodiment, ‘blind spot’ pertains to a degree or area of vision that is invisible to the rider 102 while forwardly driving the vehicle 104. In the present embodiment, the ‘blind spot’ may be left-rear portion of the vehicle 104. In an embodiment, the first control unit 112 may determine intension of switching of lanes of the rider 102 based on the lean angle of the vehicle 104.
[063] At step 504, the first control unit 112 procures information from the RADAR sensor 106e for monitoring the obstacles (alternatively referred to as Blind Spot Detection (BSD)) that may be approaching from the rear side of the vehicle 104. In an embodiment, the first control unit 112 procures information on left-rear side of the vehicle 104, since the intended lane for the rider 102 is the left lane.
[064] Thereafter, the first control unit 112 moves to step 506, wherein the first control unit 112 determines activation of the left TSL of the vehicle 104. If the left TSL is activated, the first control unit 112 moves to step 508. Else, the method 500 proceeds to step 510 wherein, if the first control unit 112 determines activation of the right TSL, the first control unit 112 proceeds to monitor and assist the rider to change the lane of the vehicle 102 to the right lane. Accordingly, the first control unit 112 proceeds to procure information pertaining to obstacles in a right-rear portion of the vehicle 104 from the RADAR sensor 106e.
[065] At step 508, the first control unit 112 determines the distance the obstacle is in with respect to the vehicle 104. Based on the distance, the first control unit 112 determines a blink frequency of the TSL. In an embodiment, the blink frequency of the TSL corresponds to a blink rate that the TSL is to be illuminated, which may be used for alerting the oncoming obstacle such as the vehicle.
[066] Thereafter, the method 500 proceeds to step 512, wherein the first control unit 112 monitors the distance of the vehicle 104 from the obstacle and accordingly, determines safety of the lane change of the vehicle 104 to the intended lane. If the distance is below the threshold value (say 10 meters), the first control unit 112 proceeds to step 514 and generate the alert signal to alert the rider 102 to control the vehicle 104 for preventing the lane change. Accordingly, the alert signal may be adapted to illuminate the RED light to indicate danger of changing the lane of the vehicle 104. However, if the distance exceeds the threshold value, the first control unit 112 proceeds to step 516 and generate the alert signal to alert the rider 102 to control the vehicle 104 and change the lane of the vehicle 104 to the intended lane. Accordingly, the alert signal may be adapted to illuminate a GREEN light to indicate safety in changing the lane of the vehicle 104.
[067] Subsequently, at step 518, the alert signal generated either from step 514 or from step 516 is transmitted to the second control unit 118. At this juncture, the second control unit 118 accordingly operates the alerting device 108 to alert the rider 102. If the alert signal from 514 is received, the second control unit 118 operates the lighting device 108a to illuminate RED color to the rider 102 for indicating the danger in changing the lane of the vehicle 104. If the alert signal from 516 is received, the second control unit 118 operates the lighting device 108a to illuminate GREEN color to the rider 102 for indicating safety in changing the lane of the vehicle 104.
[068] In the present disclosure, for the sake of brevity and conciseness, the method 500 describes the rider 102 intending to change the lane to a left lane. Accordingly, the steps disclosed in method 500 may be incorporated suitably when the rider 102 is intending to change the lane to a right lane.
[069] Figure 6 is a flow diagram of a method 600 of operation of the system 100 for alerting the rider 102, in accordance with an exemplary embodiment of the present invention.
[070] At step 602, the first control unit 112 receives the one or more vehicle parameters from the sensors 106. Based on the vehicle parameters, the first control unit 112 determines the one or more operating parameters of the vehicle 104 at step 604, as already described in description pertaining to Figure 2.
[071] Thereafter, at step 606 the first control unit 112 generates the alert signal corresponding to the one or more operating parameters that exceeds the threshold value. The first control unit 112 also considers the rider 102 preferred inputs and accordingly alters the alert signal to include the rider preferred inputs as already described in description pertaining to Figure 3.
[072] Subsequently, at step 608, the second control unit 118 receives the alert signal from the first control unit 112. Upon receiving the alert signal, the second control unit 118 operates the alerting device 108 to alert the rider 102 suitably at step 610, as already described in description pertaining to Figure 4. Thus, the warnings are provided to the rider 102 through the helmet 110, thereby preventing diversions to the rider 102 while driving the vehicle 104.
[073] The claimed invention as disclosed above is not routine, conventional or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the system in the present invention is adapted to provide the first control unit which is capable of processing the operating parameters of the vehicle and the second control unit which is capable of operating the alerting devices in the helmet worn by the rider. As such, separate control units are provided in the system, thereby ensuring accuracy of the warnings detected, while providing a swift alert to the rider. Additionally, the alerting devices and the battery module in the helmet, minimize distraction to the rider that may occur when the alerts are provided through the instrument cluster of the vehicle. As such, diversion of gaze of the rider is prevented by providing the alerting devices in the helmet. Moreover, the display device in the helmet is configurable as per rider preferred inputs, and thus display only the rider prioritized operating parameters of the vehicle. Moreover, the system is capable of analyzing riding condition of the vehicle, environment factors, a status of the vehicle, intension of the rider and accordingly operates to assist and/or alert the rider. The system is also configured for the safety of the rider during the lane change maneuver.
[074] In light of the abovementioned advantages and the technical advancements provided by the disclosed system and method, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself as the claimed steps provide a technical solution to a technical problem.
[075] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, nonvolatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.”

Reference numerals and Characters
100 System
102 Rider
104 Vehicle
106 Sensors
106a Speed sensor
106b Prime mover speed sensor
106c Gear position sensor
106d IMU
106e RADAR
106f TSL sensor
106g ABS sensor
108 Alerting devices
108a Lighting device
108b Audible device
108c Haptic device
110 Helmet
112 First control unit
114 Display device
116 Battery module
118 Second control unit
Y-Y’ Vertical axis , Claims:WE CLAIM:
1. A system (100) for alerting a rider (102) of a vehicle (104), the system (100) comprising:
one or more sensors (106) disposed in the vehicle (104), each of the one or more sensors (106) being adapted to procure one or more vehicle parameters of the vehicle (104);
one or more alerting devices (108) disposed in a helmet (110) of the rider (102) of the vehicle (104), the one or more alerting devices (108) being adapted to alert the rider (102);
a first control unit (112) disposed in the vehicle (104), the first control unit being communicably coupled to the one or more sensors, wherein the first control unit (112) being adapted to:
receive the one or more vehicle parameters of the vehicle (104) from the one or more sensors (106),
determine, one or more operating parameters of the vehicle (104) based on the one or more vehicle parameters, and
generate, an alert signal when the one or more operating parameters of the vehicle (104) exceeds a threshold value; and
a second control unit (118) disposed in the helmet (110), the second control unit (118) being communicably coupled to the one or more alerting devices (108) and the first control unit (112), wherein the second control unit (118) being configured to:
receive, the alert signal from the first control unit (112) when the one or more operating parameters of the vehicle (104) exceeds a threshold value; and
operate, the one or more alerting devices (108) for alerting the rider (102) upon receiving the alert signal from the first control unit (112).

2. The system (100) as claimed in claim 1, wherein the first control unit (112) is adapted to selectively display the one or more operating parameters to the rider (102) through a display device (114) disposed in the helmet (110) based on a riding condition of the vehicle (104), the riding condition being determined by the first control unit (112) based on a condition model.

3. The system (100) as claimed in claim 1, wherein the one or more sensors (106) comprise:
a speed sensor (106a) disposed in a wheel of the vehicle (104), the speed sensor (106a) being adapted to monitor a speed data of the vehicle (104);
a prime mover speed sensor (106b) disposed in a prime mover of the vehicle (104), the prime mover speed sensor (106b) being adapted to monitor a prime mover speed data;
a gear position sensor (106c) disposed in a gearbox of the vehicle (104), the gear position sensor (106c) being adapted to provide data pertaining to a gear engaged for power transmission in the vehicle (104);
an Inertial Measurement Unit (IMU) (106d) disposed in the vehicle (104), the IMU (106d) being adapted to provide an inclination data of the vehicle (104);
a Radio Detection and Ranging (RADAR) (106e) disposed in the vehicle (104), the RADAR (106e) being adapted to provide an obstacle data in a path to be traversed by the vehicle (104); and
a Turn Signal Lamp (TSL) sensor (106f) disposed in the vehicle, the TSL sensor (106f) being adapted to provide an illumination data of a TSL in the vehicle (104).

4. The system (100) as claimed in claim 1, wherein the one or more vehicle parameters comprises:
a vehicle speed determined through a speed parameter provided by a speed sensor (106a);
a prime mover speed determined through a prime mover speed data provided by the prime mover speed sensor (106b);
a lean angle determined through an inclination data provided by an IMU (106d); and
a TSL indication of the vehicle (104) determined through an illumination data provided by a TSL sensor (106f).

5. The system (100) as claimed in claim 1, wherein the first control unit (112) is adapted to determine an intended lane of the vehicle (104) and an obstacle in the intended lane, upon determining actuation of a TSL indication in the vehicle (104) by the rider (102).

6. The system (100) as claimed in claim 5, wherein the second control unit (118) is adapted to alert the rider (102) through the one or more alerting devices (108) when the obstacle is detected in the intended lane.

7. The system (100) as claimed in claim 1, wherein the one or more alerting devices (108) are one of:
a lighting device (108a) adapted to provide a visual alert to the rider (102);
an audible device (108b) adapted to provide an audible alert to the rider (102); and
a haptic device (108c) adapted to provide a haptic alert to the rider (102).

8. The system (100) as claimed in claim 7, wherein the lighting device (108a) is a Light-Emitting Diode (LED) strip disposed on at least one of an inner surface of a chin guard of the helmet (110) and on an inner surface of a head band of the helmet (110).

9. The system (100) as claimed in claim 8, wherein the LED strip comprises one or more lighting units, the one or more lighting units being selectively operated by the second control unit (118) to provide the visual alert to the rider (102).

10. The system (100) as claimed in claim 7, wherein the audible device (108b) is disposed on at least one of a left-side inner surface and a right-side inner surface of the helmet (110).

11. The system (100) as claimed in claim 7, wherein the haptic device (108c) is disposed on at least one of a left-side inner surface and a right-side inner surface of the helmet (110).

12. The system (100) as claimed in claim 1, wherein the one or more alerting devices (108) are coupled to a battery module (116), the battery module (116) being disposed in the helmet (110) and adapted to supply power to the one or more alerting devices (108) for operation.

13. A method for alerting a rider (102) of a vehicle (104), the method comprising:
receiving, by a first control unit (112) disposed in the vehicle (104), one or more vehicle parameters of the vehicle (104) from one or more sensors (106), the one or more sensors (106) being disposed in the vehicle (104);
determining, by the first control unit (112), one or more operating parameters of the vehicle (104) based on the one or more vehicle parameters;
generating, by the first control unit (112), an alert signal when the one or more operating parameters of the vehicle (104) exceeds a threshold value;
receiving, by a second control unit (118) disposed in a helmet (110), the alert signal from the first control unit (112); and
operating, by second control unit (118), one or more alerting devices (108) to alert the rider (102) upon receiving the alert signal from the first control unit (112).

14. The method as claimed in claim 13 comprising displaying, by the first control unit (112), selectively the one or more operating parameters to the rider (102) through a display device (114) disposed in the helmet (110) based on a riding condition of the vehicle (104), the riding condition being determined by the first control unit (112) based on a condition model.

15. The method as claimed in claim 13 comprising determining, by the first control unit (112), an intended lane of the vehicle (104) and an obstacle in the intended lane, upon determining actuation of a TSL indication in the vehicle (104) by the rider (102).

16. The method as claimed in claim 15 comprising alerting, by the second control unit (118), the rider (102) through the one or more alerting devices (108) when the obstacle is detected in the intended lane.

Dated this 15th day of February 2023
TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471