Method for controlling vehicle and system thereof

Abstract

A method and system for controlling a vehicle or controlling a speed of a vehicle is disclosed herein. The method includes performing, upon detecting that the vehicle is in motion, processing a plurality of vehicle data sensed by a plurality of sensors, wherein the plurality of vehicle data includes at least seat occupancy data, grip holding data, steering angle data, and roll angle data. The method further includes monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data while the seat occupancy data and the grip grip data are in the TRUE state based on the processing of the plurality of vehicle data. Further, the method includes controlling a speed of the vehicle by limiting the speed of the vehicle upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state based on the monitoring.

Description

Technical Field

[0001] The present invention relates generally to the field of motor vehicle safety and, more particularly, to a system and method for controlling a vehicle or vehicle speed to ensure the safety of a rider / user operating the vehicle. Background Art

[0002] The following description includes information that may be helpful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the present invention, nor is it an admission that any specific or implicitly referenced publication is prior art.

[0003] Due to sudden unintended acceleration or improper operation of the vehicle, particularly a two-wheeled vehicle, a vehicle may sometimes become uncontrollable. In addition, when a vehicle is in motion or accelerating, due to sudden unintended acceleration or improper operation of the vehicle, the vehicle may become uncontrollable. When a vehicle is powered on or in motion, it is often observed that the driver / user uses a mobile phone while riding, accelerates without proper attention, sits in an improper position while driving the vehicle, or young children accelerate unexpectedly. In these cases, the driver may encounter serious unexpected situations such as accidents and damage to the vehicle. Therefore, there is a need to provide an improved method and system for controlling the speed of a vehicle or controlling the vehicle during such unwanted acceleration to overcome the above-mentioned shortcomings or deficiencies.

[0004] The above-mentioned defects / difficulties / shortcomings of the prior art and conventional technology are explained for illustrative purposes only, and the present disclosure and description mentioned below are by no means limited to such problems. It will be understood by those skilled in the art that the present disclosure and the description mentioned below can also solve other problems or overcome the above-mentioned shortcomings / shortcomings of conventional technology that are not explicitly captured above. Summary of the Invention

[0005] The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed throughout this disclosure. Additional features and advantages are achieved through the technology of the present disclosure. Other embodiments and aspects of the present disclosure are described in detail herein and are considered part of the disclosure claimed.

[0006] In a non-limiting embodiment of the present disclosure, a method for controlling the speed of a vehicle is disclosed. The method includes executing, when it is detected that the vehicle is in motion: processing a plurality of vehicle data sensed by a plurality of sensors, wherein the plurality of vehicle data includes at least seat occupancy data, grip data, steering angle data, and banking angle data. The method also includes, based on the processing of the plurality of vehicle data, monitoring the steering angle and banking angle of the vehicle based on the steering angle data and banking angle data when the seat occupancy data and the grip data are in a TRUE state, wherein the TRUE state indicates that the seat of the vehicle is occupied and the handle of the vehicle is gripped by the user of the vehicle. In addition, the method includes, based on the monitoring, controlling the speed of the vehicle by limiting the speed of the vehicle when it is detected that the steering angle is in a first steering state and the banking angle is in a first banking state.

[0007] In one non-limiting embodiment of the present disclosure, the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, and the second roll angle threshold is greater than the first roll angle threshold.

[0008] In one non-limiting embodiment of the present disclosure, controlling the speed of the vehicle further includes determining whether the steering angle is in a straight-ahead state. The method further includes determining whether the current speed of the vehicle is greater than a predetermined speed threshold. Furthermore, the method includes preventing the speed of the vehicle from being limited if it is determined that the current speed of the vehicle is greater than the predetermined speed threshold and the steering angle is in a straight-ahead state.

[0009] In one non-limiting embodiment of the present disclosure, when a vehicle is in motion and a steering angle greater than a steering angle threshold and a roll angle less than a first roll angle threshold are detected, the speed of the vehicle is limited and the engine of the vehicle is prevented from being turned off.

[0010] In one non-limiting embodiment of the present disclosure, the method further includes generating a notification signal when the speed restriction of the vehicle is completed, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

[0011] In one non-limiting embodiment of the present disclosure, an override switch is further provided to enable a user of the vehicle to override the control of the speed of the vehicle.

[0012] In a non-limiting embodiment of the present disclosure, a system for controlling the speed of a vehicle is disclosed. The system includes a plurality of sensors configured to sense a plurality of vehicle data, wherein the plurality of vehicle data includes at least seat occupancy data, grip data, steering angle data, and roll angle data. The system also includes a control unit coupled to the plurality of sensors. The control unit is configured to process the plurality of vehicle-related data sensed by the plurality of sensors when it is detected that the vehicle is in motion, and based on the processing of the plurality of vehicle data, monitor the steering angle and roll angle of the vehicle based on the steering angle data and roll angle data when the seat occupancy data and grip data are in a TRUE state, wherein the TRUE state indicates that the seat of the vehicle is occupied and the grip of the vehicle is gripped by the user of the vehicle, and based on the monitoring, limit the speed of the vehicle when it is detected that the steering angle is in a first steering state and the roll angle is in a first roll state.

[0013] In another non-limiting embodiment of the present disclosure, a method for controlling a vehicle is disclosed. The method includes executing, when it is detected that the ignition of the vehicle is in an on state and the engine of the vehicle is in an off state: processing a plurality of vehicle data sensed by a plurality of sensors, wherein the plurality of vehicle data includes at least seat occupancy data, grip data, steering angle data, and roll angle data. The method also includes, based on the processing of the plurality of vehicle data, monitoring the steering angle and roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the grip data are in a TRUE state, wherein the TRUE state indicates that the seat of the vehicle is occupied and the grip of the vehicle is held by the user of the vehicle. In addition, the method includes controlling the vehicle by preventing the engine of the vehicle from being turned on when it is detected that the steering angle and the roll angle are in opposite directions based on the monitoring.

[0014] In another non-limiting embodiment of the present disclosure, controlling the vehicle is performed upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state, and both the steering angle and the roll angle are in the same direction.

[0015] In another non-limiting embodiment of the present disclosure, controlling the vehicle further comprises preventing the vehicle's engine from being turned on when a steering angle is detected to be in a first steering state and a roll angle is detected to be in a first roll state. The first steering state indicates that the vehicle's steering angle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold. The second roll angle threshold is greater than the first roll angle threshold.

[0016] In another non-limiting embodiment of the present disclosure, preventing the vehicle engine from being turned on further comprises preventing the vehicle engine from being turned on when a roll angle greater than a second roll angle threshold is detected.

[0017] In one non-limiting embodiment of the present disclosure, the method further includes generating a notification signal when the steering angle and the roll angle are detected to be in opposite directions, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

[0018] In one non-limiting embodiment of the present disclosure, an override switch is further provided to enable a user of the vehicle to override controls of the vehicle.

[0019] In another non-limiting embodiment of the present disclosure, a system for controlling a vehicle is disclosed. The system includes a plurality of sensors configured to sense a plurality of vehicle-related data. The system also includes a control unit coupled to the plurality of sensors. The control unit is configured to process a plurality of vehicle data sensed by the plurality of sensors upon detecting that the vehicle's ignition is in the on state and the vehicle's engine is in the off state. The plurality of vehicle data includes at least seat occupancy data, grip data, steering angle data, and roll angle data. The control unit is further configured, based on the processing of the plurality of vehicle data, to monitor the steering angle and roll angle of the vehicle based on the steering angle data and roll angle data when the seat occupancy data and grip data are in a TRUE state. The TRUE state indicates that the vehicle seat is occupied and the vehicle's grip is being gripped by a user. Furthermore, the control unit is further configured to control the vehicle by preventing the vehicle's engine from being turned on upon detecting that the steering angle and roll angle are in opposite directions based on the monitoring.

[0020] The foregoing summary is illustrative only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The embodiments of the present disclosure, as well as the preferred mode of use, further objects and advantages thereof, will be best understood by reference to the following detailed description of illustrative embodiments when read in conjunction with the accompanying drawings. One or more embodiments will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0022] Figure 1 An exemplary environment 100 is depicted, which depicts a scenario in which control of a vehicle's speed or control of a vehicle is implemented, according to an embodiment of the present disclosure;

[0023] Figure 2A block diagram 200 depicts a system 201 for controlling the speed of a vehicle according to an embodiment of the present disclosure;

[0024] Figure 3 shows a method / step 300 for controlling the speed of a vehicle according to an embodiment of the present disclosure; and

[0025] Figure 4 A block diagram 400 depicts a system 201 for controlling a vehicle according to an embodiment of the present disclosure;

[0026] Figure 5 A method / step 500 for controlling a vehicle according to an embodiment of the present disclosure is shown;

[0027] The accompanying drawings depict various embodiments of the present disclosure for illustrative purposes only. Those skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the present disclosure described herein. DETAILED DESCRIPTION

[0028] The foregoing has broadly outlined the features and technical advantages of the present disclosure so that the following detailed description of the present disclosure may be better understood. It should be understood by those skilled in the art that the disclosed concepts and specific embodiments may be readily used as a basis for modifying or designing other structures for achieving the same purpose of the present disclosure.

[0029] The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures, it being expressly understood, however, that each of the figures is occasionally provided for the purpose of illustration and description only and is not intended as a definition of the limits of the disclosure.

[0030] In one implementation, a method and system for controlling the speed of a vehicle while the vehicle is in motion is disclosed. Many times, it has been observed that if the user / driver / rider (used interchangeably in this disclosure) is not sitting properly in the seat or is not holding the handlebars properly, or if the user is turning the handlebars 103 against the vehicle's gravity (incorrect roll angle), or if the rider performs unexpected acceleration, or if the steering is not straight, or if the rider uses a mobile phone and drives the vehicle one-handed, these situations may be detrimental to the rider's safety, and the rider may encounter unforeseen situations, such as damage to the vehicle, the surrounding environment (which may include but is not limited to buildings, other vehicles, humans, animals, etc.). Therefore, a system and method for controlling the speed of a vehicle are provided.

[0031] The disclosed technology is implemented in a scenario where the vehicle's ignition and engine are on. This means the vehicle is in motion. The disclosed technology performs various checks designed to prevent the aforementioned issues of unexpected or sudden acceleration of the vehicle. Various sensors continuously sense vehicle data related to seat occupancy, grip, steering angle, and roll angle to understand the vehicle's current position. For example, one requirement for controlling the vehicle's speed is that the driver is properly seated in the vehicle's seat and properly gripping the vehicle's handlebars. Once these conditions are met, further checks are performed to determine whether the vehicle's steering angle is in a first steering state and whether the vehicle's roll angle is in a first roll state. For example, if the steering angle is less than a steering angle threshold and the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, the vehicle's speed is limited to a predetermined speed threshold, even if the seating position and grip are correct. Therefore, by limiting the vehicle's speed, the vehicle can be controlled and unforeseen situations such as accidents or damage to vehicle components can be avoided.

[0032] In another implementation, a method and system for controlling a vehicle is provided. Often times, it has been observed that if the user / driver / rider (used interchangeably in this disclosure) is not sitting in the seat correctly or is not holding the handlebars correctly, or the user is turning the handlebars 103 against the vehicle's gravity (the roll angle is incorrect), or if the steering is not straight, or the rider starts the vehicle with one hand while using a mobile phone. These situations can prove to be harmful to the rider's safety because the vehicle may obtain unwanted acceleration or sudden accidental acceleration, and the rider may encounter unforeseen circumstances and cause damage to himself, the vehicle, the surrounding environment (which may include but is not limited to buildings, other vehicles, humans, animals, etc.). Therefore, the above disclosure provides a system and method for controlling a vehicle to prevent such unwanted or sudden accidental acceleration.

[0033] The disclosed technology is implemented in a scenario where the vehicle's ignition is on but the engine is off. In this scenario, a user / rider may be pushing the vehicle from behind, or another user / rider may be holding the vehicle's handles but not accelerating. Therefore, the vehicle may be in motion. In another scenario, the vehicle may be stationary. Before turning the engine on, the disclosed technology performs various checks designed to prevent the aforementioned issues of unwanted or sudden acceleration of the vehicle. Various sensors continuously monitor the vehicle's seat occupancy, grip, steering angle, and roll angle to understand the vehicle's current position. For example, one requirement for turning the engine on is that the driver is properly seated and holding the vehicle's handles. Once these conditions are met, the vehicle further checks whether the steering angle and roll angle are in the same or opposite directions. For example, if the steering angle and roll angle are in opposite directions, the vehicle will not allow the engine to start, even if the driver's seat position and grip are correct. Even if the steering angle and the roll angle are in the same direction, the technology disclosed in this disclosure further performs various checks, such as the degree of inclination of the steering angle and / or the roll angle, before allowing the vehicle engine to be turned on. Therefore, by preventing the engine from being turned on, the vehicle can be controlled and unexpected situations such as accidents or damage to vehicle components can be avoided.

[0034] It should also be noted that the present disclosure is described with respect to a two-wheeled vehicle, and therefore the term "vehicle" used hereinafter is for a two-wheeled vehicle. Furthermore, the term "rider" may be used interchangeably in place of "driver" or "user." However, it should be noted that the technology of the present disclosure can be implemented in different types of vehicles, such as three-wheeled vehicles.

[0035] Figure 1 An exemplary environment 100 is shown, which depicts a scenario in which control of vehicle speed is achieved, according to an embodiment of the present disclosure. Figure 2 Explain the detailed description of the exemplary environment 100, Figure 2 A block diagram of a system 200 for controlling vehicle speed according to an embodiment of the present disclosure is shown.

[0036] In one implementation, the system 200 includes a control unit 201 coupled to a plurality of sensors (207-217). The system 200 also includes a processor 203 and a memory 205 communicatively coupled to the control unit 201. In addition, the memory 205 can store values ​​related to a steering angle threshold, a first roll angle threshold, a second roll angle threshold, and a predetermined speed threshold. The memory 205 can exist on-chip or off-chip of the control unit 201. Subsequent paragraphs of this specification explain the meaning and use of each of the stored quantities. It is worth noting that although the plurality of sensors 207-217 described above are shown as part of the system 200, the plurality of sensors 207-217 can be located external to the system 200.

[0037] In some embodiments, the processor 203 can be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuits, and / or any device that manipulates signals based on operational instructions. Among other functions, the processor 203 is configured to retrieve and execute computer-readable instructions stored in the memory 205. In other embodiments, the processor 203 is capable of performing various operations of the control unit 201.

[0038] In some embodiments, the plurality of sensors may include, but are not limited to, a grip detection sensor 207, a seat occupancy sensor 209, a roll angle sensor 211, a speed detection sensor 213, a steering position detection sensor 215, and a throttle detection sensor 217. However, it should be noted that the plurality of sensors mentioned here are merely exemplary and may include additional sensors. Furthermore, in another implementation, the plurality of sensors may be coupled to a corresponding control unit 101 of the vehicle.

[0039] Now refer to Figure 1 , environment 100 depicts a possible scenario for achieving control of the speed of a vehicle while the vehicle is in motion. However, those skilled in the art should note that the scenarios described herein are merely exemplary and that the system 200 may be implemented in a variety of other scenarios. The depicted scenario illustrates a control unit 101 of a vehicle receiving inputs from the plurality of sensors described above. Specifically, the control unit 101 is configured to receive inputs from a grip detection sensor 207, a seat occupancy sensor 209, a roll angle sensor 211, a speed detection sensor 213, a steering position detection sensor 215, and a throttle detection sensor 217. Those skilled in the art should note that the grip detection sensor 207 may perform grip detection when the driver holds only the left steering handle or only the right steering handle or both when driving the vehicle. Furthermore, the control unit 101 is configured to control the throttle provided by the rider using the right steering handle, and a throttle detector sensor is attached thereto. As Figure 1 As shown, the control unit 101 is also coupled to an ignition switch 105. The control unit 101 is configured to detect that the vehicle is in motion (ie, moving / traveling at a certain speed). In some embodiments, an override switch (also known as a ride safety switch) is provided in the vehicle.

[0040] It is well understood by those skilled in the art that the override switch can be disabled by the rider. After receiving input that the vehicle is in motion, the control unit 101 is configured to process multiple vehicle data sensed by multiple sensors. The multiple vehicle data include seat occupancy data, grip data, steering angle data, roll angle data, vehicle speed data, etc. For example, the grip detection sensor 207 is configured to sense whether the rider is holding the handlebars correctly. The seat occupancy sensor 209 is configured to sense whether the rider is sitting on the seat. The roll angle sensor 211 is configured to sense whether the vehicle is turning against gravity or towards gravity. The speed detection sensor 213 is configured to sense the vehicle speed. The steering position detection sensor 215 is configured to sense whether the vehicle is turning straight. The throttle detection sensor 217 is configured to sense whether the throttle is in an open state or a closed state. However, this description should not be considered as limiting.

[0041] In some embodiments, the control unit 10 is configured to start the engine in the on state once the user presses the start switch (not shown) and the vehicle is about to start. In this case, the control unit 101 is configured to determine whether the engine revolutions per minute (RPM) is greater than or equal to the idle RPM. When it is determined that the engine RPM is greater than or equal to the idle RPM, the control unit 101 is also configured to detect whether the override switch is activated or deactivated. Once it is detected that the riding safety (override) switch is deactivated, the control unit 101 is configured to confirm or process multiple vehicle data. Subsequently, the control unit 101 is configured to monitor the steering angle and roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the grip data are in the TRUE state based on the processing of multiple vehicle data. The TRUE state with reference to the present disclosure indicates that the seat of the vehicle is correctly occupied by the rider or user, and the grip of the vehicle is correctly gripped by the rider / user. However, this description should not be considered to have a limiting meaning.

[0042] In some embodiments, the control unit 101 is configured to monitor seat occupancy data and grip data based on a predefined grip threshold range and a predefined seat occupancy threshold range. For example, if the rider is just sitting casually on the seat, occupying only 20% of the total seat area, or the rider is just holding the handle / grip 103 casually with two or three fingers, or only holding 30% of the total handle 103 area, the seat occupancy data and grip data are referred to as FALSE (false), indicating that the rider is not sitting properly on the seat and is not holding the handle / grip of the vehicle properly. This example relates to the following situation: when the vehicle is in motion, the rider (child or adult) attempts to play with gripping or sitting. In another embodiment, if the rider has occupied 80% of the seat and has both hands correctly holding the handle, the seat occupancy data and grip data are referred to as being in a TRUE state. However, this description should not be considered to be limiting. According to various embodiments of the present disclosure, different arrangements and combinations of seat occupancy data and grip data are contemplated.

[0043] Based on determining that both the seat occupancy data and the grip hold data are in a TRUE state, the control unit 101 is further configured to monitor the steering angle and roll angle of the vehicle based on the steering angle data and the roll angle data. In some embodiments, the control unit 101 is configured to monitor / determine whether the steering is straight, or whether the steering angle exceeds a steering angle threshold and whether the roll angle exceeds a roll angle threshold. The steering angle threshold is the maximum steering angle allowed to maintain the vehicle in a safe state while the vehicle is in motion.

[0044] Next, the control unit 101 is configured to control the speed of the vehicle by limiting the speed of the vehicle when it detects that the steering angle is in a first steering state and the roll angle is in a first roll state based on the monitoring. For example, the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold, while the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold. In addition, the second roll angle threshold is greater than the first roll angle threshold. The first roll angle threshold and the second roll angle threshold are the maximum roll angles allowed to maintain the vehicle in a safe state when the vehicle is in motion. Here, the limitation of the first roll angle threshold is defined based on the steering angle threshold, while the second roll angle threshold is defined to maintain the roll angle of the vehicle alone. Here, limiting the speed of the vehicle means reducing the speed of the vehicle to within a predefined speed threshold, but not reducing the speed to zero. However, this description should not be considered limiting.

[0045] To limit the vehicle's speed, the control unit 101 is further configured to determine whether the steering angle is in a straight-ahead position and the vehicle's current speed is greater than a predetermined speed threshold. If these conditions are met, the control unit 101 prevents limiting the vehicle's speed. However, in another scenario, if the steering angle is detected to be greater than the steering angle threshold and the roll angle is less than a first roll angle threshold, the control unit 101 immediately limits the vehicle's speed but prevents the vehicle's engine from being turned off. In other words, the control unit will allow the vehicle to travel at a certain low speed, even if the steering angle exceeds the steering angle, without causing harm to the rider.

[0046] In addition, the control unit 101 is configured to generate a notification signal when the speed restriction of the vehicle is completed. The notification signal is generated in the form of an audio signal, a visual signal or a combination thereof. In some embodiments, the notification signal is displayed on the display panel of the vehicle. For example, a notification signal in audio form is provided, such as "sit in the seat correctly" or "hold the handle carefully" or "steering is not straight", etc. Therefore, the notification signal will help the user / rider know that the speed restriction has been implemented according to at least one of the multiple vehicle data. In some embodiments, the control unit 101 is configured to provide an override switch so that the user of the vehicle can override the control of the speed of the vehicle. In this way, by limiting the speed of the vehicle in a controlled manner, the present disclosure provides the technical advantages of avoiding unexpected situations (such as accidents or injuries to the rider / user / driver) and reduces the risk of damage to vehicle components or the life of the vehicle.

[0047] In some embodiments, the control unit 101 is configured to, upon determining that the seat occupancy data is in a FALSE state and the engine of the vehicle is in an on state, turn off the engine of the vehicle and generate a notification signal on the display unit of the vehicle. In another aspect of the present disclosure, the control unit 101 is configured to, upon determining that the seat occupancy data is in a TRUE state but the handlebar occupancy data is in a FALSE state, turn off the engine of the vehicle and generate a notification signal. In yet another aspect of the present disclosure, the control unit 101 is configured to, upon determining that both the seat occupancy data and the handlebar occupancy data are in a TRUE state but the roll angle is greater than a first roll angle threshold and a second roll angle threshold, turn off the engine of the vehicle and generate a notification signal. In yet another aspect of the present disclosure, the control unit 101 is configured to, upon determining that both the seat occupancy data and the handlebar occupancy data are in a TRUE state but the steering angle exceeds a steering angle threshold, turn off the engine of the vehicle and generate a notification signal.

[0048] Figure 3A method 300 for controlling the speed of a vehicle according to an embodiment of the present disclosure is depicted. The method 300 is described in the general context of computer-executable instructions. Generally speaking, computer-executable instructions include routines, programs, objects, components, data structures, procedures, modules, and functions that perform specific functions or implement specific abstract data types.

[0049] The order in which method 300 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

[0050] Furthermore, the method 300 is implemented in a scenario where a vehicle is uncontrollable due to sudden, unexpected acceleration while in motion or moving at a certain speed. Those skilled in the art may note that the method 300 is executed by the control unit 101 or processor.

[0051] At block 302 , the method 300 includes processing a plurality of vehicle data sensed by a plurality of sensors, including seat occupancy data, grip data, steering angle data, and roll angle data.

[0052] Furthermore, at block 304, the method includes, based on the processing of the plurality of vehicle data, monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the handle grip data are in a TRUE state. The TRUE state indicates that the seat of the vehicle is occupied and the handle of the vehicle is gripped by a user of the vehicle.

[0053] The method includes, at block 306, controlling the speed of the vehicle by limiting the speed of the vehicle when, based on the monitoring, the steering angle is detected to be in a first steering state and the roll angle is detected to be in a first roll state. In some embodiments, the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold. The first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold. In some embodiments, the second roll angle threshold is greater than the first roll angle threshold. Method steps 302-306 of method 300 are performed by the control unit 101 or the processor 204.

[0054] Figure 4 Shows a combination according to an embodiment of the present disclosure Figure 1 A block diagram of a system for controlling a vehicle is explained by the description.

[0055] In one implementation, the system 400 includes a control unit 401 coupled to a plurality of sensors (407-413). In some embodiments, the control unit 401 may be an electronic control unit (ECU) of a vehicle. The system 400 also includes a processor 403 and a memory 405 communicatively coupled to the control unit 401. In addition, the memory 405 may store predetermined steering angle thresholds, predetermined roll angle thresholds, and the like. The memory 405 may exist on-chip or off-chip of the control unit 401. Subsequent paragraphs of this specification explain the meaning and use of each of the stored quantities. It is noteworthy that although the plurality of sensors 417-413 described above are shown as part of the system 400, the plurality of sensors may be located external to the system 400.

[0056] In some embodiments, processor 403 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuits, and / or any device that manipulates signals based on operational instructions. Among other functions, processor 403 is configured to retrieve and execute computer-readable instructions stored in memory 405. In other embodiments, processor 403 is capable of performing various operations of control unit 401.

[0057] In some embodiments, the plurality of sensors may include, but are not limited to, a grip detection sensor 407, a seat occupancy sensor 409, a roll angle sensor 411, and a steering position detection sensor 413. However, it should be noted that the plurality of sensors mentioned here are merely exemplary and additional sensors may also be included. Furthermore, in another implementation, the plurality of sensors may be coupled to corresponding control units 401 of the vehicle.

[0058] Now refer to Figure 1 , environment 100 depicts a possible scenario that may also be implemented for controlling a vehicle. However, it should be noted by those skilled in the art that the scenarios described herein are merely exemplary and that the system 400 may be implemented in a variety of other scenarios. The depicted scenario illustrates a control unit 101, 401 of a vehicle configured to receive inputs from the plurality of sensors described above. Specifically, the control unit 101, 401 is configured to receive inputs from a vehicle speed sensor, a grip detection sensor 407, a seat occupancy sensor 409, a roll angle sensor 411, and a steering position detection sensor 413. It should be noted by those skilled in the art that the grip detection sensor 407 may perform grip detection when the driver is gripping only the left steering handle or only the right steering handle or both. In some embodiments, the control unit 101, 401 is configured to control the throttle provided by the rider using the right steering handle and a throttle detector sensor is attached thereto. As Figure 1As shown, the control unit 101, 401 is also coupled to the ignition switch 105. The control unit 101, 401 can be configured to detect the ignition of the vehicle when the rider presses the ignition switch 105 in the on or off state. In addition, the control unit 101, 401 is configured to detect whether the engine of the vehicle is on or off. The control unit 101, 401 is configured to perform processing upon receiving an input that the ignition of the vehicle is on and the engine of the vehicle is still in the off state. In some embodiments, the system is equipped with a riding safety switch or an override switch, which is activated by default and confirms multiple vehicle data (as described above) before allowing the engine of the vehicle to be turned on. In some embodiments, the control unit 101, 401 is coupled to the override switch or the riding safety switch.

[0059] Upon receiving input from the control units 101 and 401 indicating that the vehicle's ignition is on and the vehicle's engine is still off, and that the ride safety switch and throttle limiter are on, the control units 101 and 401 are configured to process a plurality of vehicle data sensed by a plurality of sensors. The plurality of vehicle data includes at least seat occupancy data, handlebar grip data, steering angle data, roll angle data, vehicle speed data, and the like. The seat occupancy data indicates whether the rider is properly seated in the seat. The handlebar grip data indicates whether the rider is properly gripping the handlebars. The steering angle data indicates whether the vehicle is steering straight. The roll angle data indicates whether the vehicle is turning against gravity.

[0060] In some embodiments, the control unit 101 and 401 monitor the position of the steering angle and the roll angle of the vehicle. ... However, these situations also occur with adults who casually sit in the seat or casually grasp the handlebars / grips of the vehicle used to start the vehicle. In another embodiment, if the rider has occupied 80% of the seat and has both hands properly grasping the grips, the seat occupancy data and grip data are considered to be in a TRUE state. However, this description should not be considered limiting. According to various embodiments of the present disclosure, different permutations and combinations of seat occupancy data and grip data are contemplated.

[0061] Once the control units 101 and 401 determine that the seat occupancy data and the grip data are in the TRUE state, the control units 101 and 401 are further configured to monitor the positions of both the steering angle and the roll angle of the vehicle based on the steering angle data and the roll angle data. For example, the control units 101 and 401 are configured to monitor / determine whether the steering of the vehicle is in a straight state, or whether the steering angle exceeds a predetermined steering angle threshold and whether the roll angle exceeds a predetermined roll angle threshold. The control units 101 and 401 are configured to control the vehicle by preventing the vehicle's engine from being turned on when it is detected that the steering angle and the roll angle are in opposite directions based on the monitoring. In an exemplary scenario, the opposite direction is determined when the steering turns right and the roll angle turns left, or vice versa. In such scenarios, the control units 101 and 401 are configured to prevent the vehicle's engine from being turned on.

[0062] However, there may be scenarios where the steering angle and roll angle are in the same direction, but their position is still unsafe, preventing the engine from being turned on. For example, the control unit 101, 401 is configured to control the vehicle upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state, and both the steering angle and the roll angle are in the same direction. In a non-limiting embodiment, the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold. The steering angle threshold is the maximum steering angle allowed for the vehicle to remain in a safe state. Similarly, the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold. The second roll angle threshold is greater than the first roll angle threshold. The first roll angle threshold and the second roll angle threshold are the maximum roll angles allowed for the vehicle to remain in a safe state. Here, the first roll angle threshold is defined based on the steering angle threshold, while the second roll angle threshold is defined to maintain the vehicle's roll angle alone. The control unit 101, 401 is configured to generate a notification signal if the engine is prevented from turning on. In other words, the control unit 101 , 401 is configured to generate a notification signal upon detecting that the steering angle is in the first steering state and the roll angle is in the first roll state and both the steering angle and the roll angle are in the same direction.

[0063] Based on the thresholds defined above, in one scenario, the control unit 101, 401 is configured to prevent the vehicle's engine from being turned on when it detects that the steering angle is in a first steering state and the roll angle is in a first roll state. In another scenario, the control unit 101, 401 is configured to prevent the vehicle's engine from being turned on when it detects that the roll angle is greater than a second roll angle threshold. Therefore, in the first scenario, the control unit 101, 401 considers both thresholds: the steering angle threshold and the first roll angle threshold. However, in the second scenario, the control unit 101, 401 only considers the second roll angle threshold.

[0064] Once the control unit 101, 401 has prevented the vehicle's engine from being turned on, the control unit 101, 401 is configured to generate a notification signal when it detects that the steering angle and roll angle are in opposite directions. The notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof to indicate or warn the user / rider / driver. In some embodiments, the control unit 101, 401 is configured to generate the notification signal on a display panel of the vehicle. In some embodiments, the override switch is configured to enable the user of the vehicle to override the controls of the vehicle. In an exemplary scenario, the rider can disable the ride safety switch based on his / her preference. However, this description should not be considered limiting.

[0065] In some embodiments, the control unit 101, 401 is configured to prevent the vehicle engine from turning on and generate a notification signal when it is determined that the seat occupancy data is in a FALSE state. In another aspect of the present disclosure, the control unit 101, 401 is configured to prevent the vehicle engine from turning on and generate a notification signal when it is determined that the seat occupancy data is in a TRUE state but the handlebar occupancy data is in a FALSE state. In yet another aspect of the present disclosure, the control unit 101, 401 is configured to prevent the vehicle engine from turning on and generate a notification signal when it is determined that both the seat occupancy data and the handlebar occupancy data are in a TRUE state but the steering angle exceeds a steering angle threshold.

[0066] Notably, the present disclosure can control a vehicle by preventing the vehicle's engine from turning on, thereby preventing unintended consequences such as accidents or injuries to the rider / user / driver. Furthermore, the present disclosure can reduce the risk of vehicle component damage or reduced vehicle life by controlling the vehicle.

[0067] Figure 5 A method 500 for controlling a vehicle according to an embodiment of the present disclosure is shown. The method 500 may be described in the general context of computer-executable instructions. Generally speaking, computer-executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions that perform specific functions or implement specific abstract data types.

[0068] The order in which method 500 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

[0069] Furthermore, the method 500 is implemented in a scenario where the vehicle cannot be controlled due to improper operation. It may be noted by those skilled in the art that the method 500 is executed by the control unit (101, 401) or the processor (403).

[0070] At block 502 , the method 500 includes processing a plurality of vehicle data sensed by a plurality of sensors, including seat occupancy data, grip data, steering angle data, and roll angle data.

[0071] Furthermore, the method includes, based on the processing of the plurality of vehicle data, monitoring the positioning of both the steering angle and the roll angle of the vehicle when the seat occupancy data and the handle grip data are in a TRUE state at block 504. The TRUE state indicates that the seat of the vehicle is occupied and the handle of the vehicle is gripped by a user of the vehicle.

[0072] At block 506, the method includes controlling the vehicle by preventing the vehicle's engine from being turned on when the steering angle and the roll angle are detected to be in opposite directions based on the monitoring. In some embodiments, the method further includes controlling the vehicle when the steering angle is detected to be in a first steering state and the roll angle is detected to be in a first roll state, and the steering angle and the roll angle are both in the same direction. Method steps 502-506 of method 500 are performed by the control unit 101, 401 or the processor 403.

[0073] The description of an embodiment with several components in communication with each other does not imply that all of these components are required. Instead, various optional components are described to illustrate various possible embodiments of the invention.

[0074] When a single device or article is described herein, it is apparent that more than one device / article (whether or not they are coordinated) can be used in place of the single device / article. Similarly, if more than one device or article is described herein (whether or not they are coordinated), it is apparent that a single device / article can be used in place of the more than one device / article, or a different number of devices / articles can be used in place of the number of devices or items shown. The functions and / or features of a device can alternatively be implemented by one or more other devices that are not explicitly described as having such functions / features. Therefore, other embodiments of the present invention do not need to include the device itself.

[0075] Finally, the language used in this specification is selected primarily for readability and didactic purposes and may not be selected to define or limit the subject matter of the present invention. Accordingly, the scope of the present invention is not limited by this detailed description, but rather by any claims filed based upon this application. Accordingly, the embodiments of the present invention are intended to illustrate, but not to limit, the scope of the invention as set forth in the following claims.

[0076] While various aspects and embodiments are disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for illustration only and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[0077] Reference numerals

[0078]

[0079]

Claims

1. A method for controlling the speed of a vehicle, the method comprising: When it is detected that the vehicle is in motion, executing: processing a plurality of vehicle data sensed by a plurality of sensors, wherein the plurality of vehicle data comprises at least seat occupancy data, grip data, steering angle data, and roll angle data; Based on the processing of the plurality of vehicle data, monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the handle holding data are in a TRUE state, wherein the TRUE state indicates that a seat of the vehicle is occupied and a handle of the vehicle is held by a user of the vehicle, and Based on the monitoring, upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state, the speed of the vehicle is controlled by limiting the speed of the vehicle.

2. The method according to claim 1, characterized in that The first steering state indicates that a steering angle of the vehicle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, and wherein the second roll angle threshold is greater than the first roll angle threshold.

3. The method according to claim 1, characterized in that Controlling the speed of the vehicle also includes: determining whether the steering angle is in a straight state; determining whether a current speed of the vehicle is greater than a predetermined speed threshold; and When it is determined that the current speed of the vehicle is greater than the predetermined speed threshold and the steering angle is in the straight state, limiting the speed of the vehicle is prevented.

4. The method according to claim 1, wherein Also includes: When the vehicle is in motion, when it is detected that the steering angle is greater than the steering angle threshold and the roll angle is less than the first roll angle threshold, the speed of the vehicle is limited and the engine of the vehicle is prevented from being turned off.

5. The method according to claim 1, wherein Also included is generating a notification signal when the restriction on the speed of the vehicle is completed, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

6. The method according to claim 1, characterized in that Also included is providing an override switch to enable a user of the vehicle to override controls on the speed of the vehicle.

7. A system for controlling the speed of a vehicle, the system comprising: a plurality of sensors configured to sense a plurality of vehicle data, wherein the plurality of vehicle data includes at least seat occupancy data, grip data, steering angle data, and roll angle data; a control unit coupled to the plurality of sensors, wherein the control unit is configured to, upon detecting that the vehicle is in motion, processing a plurality of vehicle data sensed by the plurality of sensors, and based on the processing of the plurality of vehicle data, monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the handle holding data are in a TRUE state, wherein the TRUE state indicates that a seat of the vehicle is occupied and a handle of the vehicle is held by a user of the vehicle, and Based on the monitoring, upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state, the speed of the vehicle is controlled by limiting the speed of the vehicle.

8. The system according to claim 7, characterized in that The first steering state indicates that a steering angle of the vehicle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, and wherein the second roll angle threshold is greater than the first roll angle threshold.

9. The system according to claim 7, wherein: In order to control the speed of the vehicle, the control unit is further configured to: determining whether the steering angle is in a straight state; determining whether a current speed of the vehicle is greater than a predetermined speed threshold; as well as When it is determined that the current speed of the vehicle is greater than the predetermined speed threshold and the steering angle is in the straight state, limiting the speed of the vehicle is prevented.

10. The system according to claim 7, wherein: The control unit is further configured to: When the vehicle is in motion, when it is detected that the steering angle is greater than the steering angle threshold and the roll angle is less than the first roll angle threshold, the speed of the vehicle is limited and the ignition of the vehicle is prevented from being turned off.

11. The system according to claim 7, wherein: The control unit is further configured to generate a notification signal when the restriction on the speed of the vehicle is completed, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

12. The system according to claim 7, wherein: Also included is an override switch configured to enable a user of the vehicle to override controls on the speed of the vehicle.

13. A method of controlling a vehicle, the method comprising: When it is detected that the ignition device of the vehicle is in the on state and the engine of the vehicle is in the off state, processing a plurality of vehicle data sensed by a plurality of sensors, wherein the plurality of vehicle data comprises at least seat occupancy data, grip data, steering angle data, and roll angle data; Based on the processing of the plurality of vehicle data, monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the handle holding data are in a TRUE state, wherein the TRUE state indicates that a seat of the vehicle is occupied and a handle of the vehicle is held by a user of the vehicle, and The vehicle is controlled by preventing an engine of the vehicle from being turned on when it is detected that the steering angle and the roll angle are in opposite directions based on the monitoring.

14. The method according to claim 13, characterized in that Also includes: Control of the vehicle is performed when it is detected that the steering angle is in a first steering state and the roll angle is in a first roll state, and both the steering angle and the roll angle are in the same direction.

15. The method according to claim 14, characterized in that Controlling the vehicle further includes preventing the engine of the vehicle from being turned on when detecting that the steering angle is in the first steering state and the roll angle is in the first roll state. wherein the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, and The second roll angle threshold is greater than the first roll angle threshold.

16. The system according to claim 15, wherein: Preventing the vehicle engine from being turned on further includes preventing the vehicle engine from being turned on when detecting that the roll angle is greater than the second roll angle threshold.

17. The method according to claim 13, characterized in that Also includes: If the engine is prevented from entering the on state, a notification signal is generated, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

18. The method according to claim 13, characterized in that Also included is providing an override switch to enable a user of the vehicle to override controls of the vehicle.

19. A system for controlling a vehicle, the system comprising: a plurality of sensors configured to sense a plurality of vehicle-related data, wherein the plurality of vehicle-related data includes at least seat occupancy data, grip data, steering angle data, and roll angle data; a control unit coupled to the plurality of sensors, wherein the control unit is configured to, upon detecting that an ignition of the vehicle is on and an engine of the vehicle is off, processing a plurality of vehicle data sensed by the plurality of sensors; Based on the processing of the plurality of vehicle data, monitoring a steering angle and a roll angle of the vehicle based on the steering angle data and the roll angle data when the seat occupancy data and the handle holding data are in a TRUE state, wherein the TRUE state indicates that a seat of the vehicle is occupied and a handle of the vehicle is held by a user of the vehicle; as well as The vehicle is controlled by preventing an engine of the vehicle from being turned on when it is detected that the steering angle and the roll angle are in opposite directions based on the monitoring.

20. The system according to claim 19, wherein: The control unit is configured to: The vehicle is further controlled upon detecting that the steering angle is in a first steering state and the roll angle is in a first roll state, and both the steering angle and the roll angle are in the same direction.

21. The system according to claim 20, wherein: In order to control the vehicle, the control unit is further configured to prevent the engine of the vehicle from being turned on when detecting that the steering angle is in the first steering state and the roll angle is in the first roll state. wherein the first steering state indicates that the steering angle of the vehicle is less than a steering angle threshold, and the first roll state indicates that the roll angle is greater than a first roll angle threshold and less than a second roll angle threshold, and The second roll angle threshold is greater than the first roll angle threshold.

22. The system according to claim 21, wherein: In order to prevent the engine of the vehicle from being turned on, the control unit is further configured to prevent the engine of the vehicle from being turned on when it is detected that the roll angle is greater than the second roll angle threshold.

23. The system according to claim 19, wherein: The control unit is further configured to: If the engine is prevented from entering the on state, a notification signal is generated, wherein the notification signal is generated in the form of an audio signal, a visual signal, or a combination thereof.

24. The system according to claim 19, wherein: Also included is an override switch configured to enable a user of the vehicle to override controls of the vehicle.

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