System and Method for Notifying a Rider of a Vehicle about an Estimated Time to Leave an Origin Point to Reach a Destination Point

FIELD OF THE INVENTION

[001 ] The present invention generally relates to a navigation assist system in a vehicle. More particularly, the present invention relates to a system and a method for notifying a rider of the vehicle about an estimated time to leave an origin point to reach a destination point.

BACKGROUND OF THE INVENTION

[002] Existing navigation assist system generally includes Estimated Time of Arrival (ETA) reminders. These systems majorly focuses on capturing data in relation to a traffic density and history of traffic. However, there are several other factors that may influence the ETA during vehicle travel.

[003] In one kind of existing method, determining a total travel time for a route of travel to an event begins at an event time. In this method, a notification for recommended time to leave is provided based upon the event time and the total travel time. In case the event is important, a simulated call is placed to a user. This method further comprises mode of transport and padding on travel time based on the traffic along the route.

[004] In another kind of existing method, a user schedule is informed using a real time traffic information. In this method, a ‘first time’ and a ‘second time’ are described, where the first time is a time obtained by subtracting the sum of the estimated time required and the user setting allowable time from the appointment time. The second time is a time obtained by subtracting the sum of the real-time required time and the user-set allowable time from the appointed time. The method comprises providing a notification of estimated time of departure when the second time coincides with the current time. This method primarily focuses on traffic state through the second time.

[005] The aforesaid existing methods take either the total time into consideration or the traffic state to calculate estimated time of departure. They do not identify and/ or consider any other parameters to calculate the estimated time of departure and thus the estimated time of departure calculated by these methods is likely to be inaccurate.

[006] Thus, there is a need in the art for a system and method for notifying a rider of a vehicle about an estimated time to leave an origin point to reach a destination point which address at least the aforementioned problems and limitations.

SUMMARY OF THE INVENTION

[007] In one aspect, the present invention is directed to a system for notifying a rider of a vehicle about an estimated time to leave an origin point to reach a destination point. The system comprises a user interaction device and a control unit in communication with the user interaction device. The control unit is configured to receive data indicative of the origin point, the destination point, and an expected time of arrival at the destination point. The control unit is further configured to receive a traffic data from a first server configured to provide the traffic data. The control unit is further configured to receive a vehicle status data from a second server configured to provide the vehicle status data. The control unit is further configured to compute a time of travel based on the traffic data and the vehicle status data. The control unit is further configured to estimate the time to leave the origin point to reach the destination point at the expected time of arrival based on the computed time of travel. The control unit is further configured to provide a notification to the rider at a pre-fixed time on the user interaction device for leaving the origin point at the estimated time.

[008] In an embodiment, the vehicle status data comprises at least one of fuel or battery level in the vehicle, tyre pressure, fuel filling time and battery charging time.

[009] In a further embodiment, the user interaction device of the system is configured to identify a best possible route between the origin point and the destination point for reaching the destination point at the expected time of arrival.

[010] In a further embodiment, the user interaction device of the system comprises any one of a mobile device or a PDA tablet.

[01 1 ] In a further embodiment, the control unit of the system is configured to receive data indicative of a rider behaviour score for deciding the estimate time to leave the origin point to reach the destination point at the expected time of arrival.

[012] In a further embodiment, the control unit of the system is configured to set a recurrence of notifying the rider for a predetermined time, for repeatedly notifying the rider.

[013] In a further embodiment, the control unit of the system is configured to notify the rider about information relating to reminder for refuelling or recharging and air filling, based on the vehicle status data obtained from a previous day or before a preset time before start of the travel.

[014] In a further embodiment, the user interaction device of the system is configured to provide multiple locations of destination points based to the control unit, such that notifications corresponding to the multiple locations of the destination points are provided at the pre-fixed time on the user interaction device for leaving the origin point at the estimated time. [015] In another aspect, the present invention is directed to a method for notifying a rider of a vehicle about an estimated time to leave an origin point to reach a destination point. The method comprises receiving data, by a control unit, indicative of the origin point, the destination point, and expected time of arrival at the destination point. The method further comprises receiving, by the control unit, a traffic data from a first server configured to provide the traffic data. The method further comprises receiving, by the control unit, a vehicle status data from a second server configured to provide the vehicle status data. The method further comprises computing, by the control unit, a time of travel based on the traffic data and the vehicle status data. The method further comprises estimating, by the control unit, the time to leave the origin point to reach the destination point at the expected time of arrival based on the computed time of travel. The method further comprises providing, by the control unit, a notification to the rider at a pre-fixed time on the user interaction device for leaving the origin point at the estimated time.

BRIEF DESCRIPTION OF THE DRAWINGS

[016] 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 illustrates a schematic block diagram of a system for notifying a rider of a vehicle about an estimated time to leave an origin point to reach a destination point, in accordance with an embodiment of the present invention.

Figure 2 illustrates a schematic block diagram of a control unit of the system shown in Figure 1 , in accordance with an embodiment of the present invention. Figure 3 illustrates a method for notifying a rider of a vehicle about an estimated time to leave an origin point to reach a destination point, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

[017] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. In the ensuing exemplary embodiments, the vehicle can be a two-wheeled vehicle. However, it is contemplated that the disclosure in the present invention may also be applied to any other automobiles such as a three-wheeled vehicle or a four-wheeled vehicle capable of accommodating the present subject matter without defeating the scope of the present invention.

[018] The present invention generally relates to a navigation assist system in a vehicle. More particularly, the present invention relates to a system and a method for notifying a rider of the vehicle about an estimated time to leave an origin point to reach a destination point.

[019] Figure 1 illustrates a schematic block diagram of a system 100 for notifying a rider of a vehicle 10 about an estimated time to leave an origin point to reach a destination point, in accordance with an embodiment of the present invention. The term “origin point” as used in the present disclosure is defined as a location from which the rider is starting to travel. In some embodiments of the present invention, the origin point may comprise, but not limited to, an initial or a first location. The origin point may also be one or more intermediate locations along a route of the travel. Thus, the origin point should not be meant to be limiting to the initial location or the first location. Further, the term “destination point” as used in the present disclosure is defined as a location to which the rider is wanting to reach. In some embodiments of the present invention, the destination point may comprise, but not limited to, a final location or a last location. The destination point may also be one or more intermediate locations along a route of the travel. Thus, the destination point should not be meant to be limiting to the final location or a last location. [020] The term “rider” or “user” as used in the present disclosure is defined as a person who rides the vehicle 10. In some exemplary embodiment, the vehicle 10 is a commuting device or machine that may be owned by the rider. The terms “rider” and “user” are interchangeably used on the present disclosure. However, both the terms are one and the same.

[021 ] As illustrated in Figure 1 , the system 100 comprises a user interaction device 102. In an embodiment, the user interaction device 102 can be a mobile device or a Personal Digital Assistant (PDA) tablet or a smart speaker or a smart band. In an embodiment, the user interaction device 102 is the mobile device or the tablet, then the user interaction device 102 can be mounted to a handlebar (not shown) of the vehicle 10 through a stay member (not shown). In another embodiment, if the user interaction device 102 is the smart speaker, the smart speaker may be mounted onto the vehicle 10 at the handlebar or proximal to an instrument cluster (not shown) of the vehicle 10. In yet another embodiment, if the user interaction device 102 is a smart band, the smart band can be worn at a wrist of the rider. The smart band may comprise inbuilt feature like Alexa™. In some embodiment, the user interaction device 102 may be configured to be electrically or wirelessly connected to the vehicle 10 and may be adapted to face the rider.

[022] After the rider enters the addresses of the origin point and the destination point in the user interaction device 102, the user interaction device 102 is configured to identify a best possible route between the origin point and the destination point for reaching the destination point at the expected time of arrival. In an embodiment, the user interaction device 102 may comprise a controller (not shown) which obtains one or more route options for reaching the destination point through an application installed in the user interaction device 102. In an embodiment, the controller of user interaction device 102 can be configured to be in communication with a control unit 104 of the vehicle 10 of the system 100. In another embodiment, the user interaction device 102 is configured to provide multiple locations of destination points, such that notifications corresponding to the multiple locations of the destination points are provided at the pre-fixed time on the user interaction device for leaving the origin point at the estimated time.

[023] As illustrated in Figures 1 and 2, the system 100 further comprises a first server 106. In an embodiment, the first server 106 can be in communication with a traffic provider like an IT system. The IT system provides an estimated time of arrival based on a current and historic traffic data along the route between the origin point and the destination point. Thus, the first server 106 is configured to provide a traffic data along the route between the origin point and the destination point. In some embodiments of the present invention, the traffic data may keep updating at a predetermined interval of time and may be stored in a memory unit (not shown) of the first server 106. In some embodiment, the first server 106 may be located at a remote place and may be configured to be in communication with the vehicle 10 through a network known in the art. The traffic data may comprise, but not limited to, traffic jam due to large number of vehicles, possible stoppage enroute due to emergency movement of special vehicles like an ambulance or a VIP vehicle movement, possible road closure due to regular maintenance or repair by public works department or a refreshment break, and the like. The traffic data will be communicated from the first server 106 to a transceiver unit 104-B of a control unit 104 by one or more communication means like wireless network, known in the art. In some embodiments, the traffic data may also be communicated to the controller of the user interaction device 102. The traffic data received may be further communicated to an Estimated Time of Arrival (ETA) computation unit 104-D of the control unit 104. In some embodiments, the ETA computation unit 104-D may be referred as an Intelligent ETA provider. The intelligent ETA provider is an IT system which gets necessary information required to estimate the time to leave the origin point so as to reach the destination point as per scheduled time.

[024] The system 100 further comprises a second server 108. The second server 108 is configured to provide vehicle status data or vehicle state. The vehicle status data can be provided by a vehicle state provider. In other words, the vehicle state provider is a component that may be installed in the vehicle 10 or may be located at a remote place which provides a current vehicle state. In some embodiments of the present invention, the vehicle 10 may be an Internal Combustion (IC) engine driven or an electric vehicle driven by a battery power or a hybrid vehicle having both the IC engine and the battery source for driving the vehicle 10. Thus, in an exemplary embodiment of the present invention, the vehicle status data comprise, but not limited to, fuel level in a fuel tank, a battery level, tyre pressure, fuel filling time, battery charging time, Malfunction Indicator Lamp (MIL) code. In some embodiment, the vehicle status data may also comprise service history of the vehicle. The vehicle status data may be regularly updated to the second server 108 through one or more vehicle’s devices like a telematics unit 104-F of the control unit 104 disposed in the vehicle 10. In an embodiment, the telematics unit 104- F may be configured to be communicably connected with a connect application (for example: TVS connect™ application) and then to the second server 108 providing required information about the vehicle status data.

[025] Referring to Figure 2, the control unit 104 is in communication with the user interaction device 102. The control unit 104 may comprise one or more components, including, but not limited to, a processor 104-A, a member unit 104-B, the transceiver 104-C, the ETA computation unit 104-D, a notification unit 104-E, and the telematics unit 104-F. The transceiver 104-C is configured to be in communication with the first server 106 and the second server 108 for receiving the traffic data and the vehicle status data.

[026] In an embodiment, the control unit 104 can be configured within an Engine Control Unit (ECU) (not shown) of the vehicle 10. In another embodiment, the control unit 104 can be configured as a separate module which can be in communication with the ECU of the vehicle 10. In some embodiments, the control unit 104 may comprise one or more additional components such as, but not limited to, an input/output module and a preprocessing module. In another embodiment, the vehicle 10 may comprise more than one of same or similar control unit(s) 104.

[027] As illustrated in Figure 2, the control unit 104 may comprise the processor 104-A which may be required to process the received instructions / signals from one or more input devices. In an embodiment, the one or more input devices may comprise, but not limited to, the memory unit 104-B, the ETA computation unit 104-D, the telematics unit 104-F. The inputs may comprise the traffic data and the vehicle status data. The control unit 104 is configured to process the inputs received from the one or more input devices and accordingly communicate signals to the notification unit 104-E for notifying the rider of the vehicle 10.

[028] In yet another embodiment, the control unit 104 can be in communication with an analytic module (not shown) which may be configured to perform additional analysis of the communication information received from the input devices. The memory unit 104-B may be capable of storing machine executable instructions. Furthermore, the control unit 104 may be capable of executing the machine executable instructions to perform the functions described herein.

[029] The control unit 104 is in communication with the components such as the preprocessing module and the analytic module. In another embodiment, the control unit 104 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, the control unit 104 is embodied as one or more of various processing devices, 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, 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, the control unit 104 may be configured to execute hard-coded functionality. In still another embodiment, the control unit 104 may be embodied as an executor of instructions, where the instructions are specifically configured to the control unit 104 to perform the steps or operations described herein for notifying the rider of the vehicle about an estimated time to leave the origin point to reach the destination point.

[030] In an embodiment, the control unit 104 is configured to receive data indicative of the origin point, the destination point, and an expected time of arrival at the destination point. The control unit 104 is further configured to receive the traffic data from the first server 106 configured to provide the traffic data. The control unit 104 is further configured to receive the vehicle status data from the second server 108 configured to provide the vehicle status data. The control unit 104 is further configured to compute a time of travel based on the traffic data and the vehicle status data. The control unit 104 is further configured to estimate the time to leave the origin point to reach the destination point at the expected time of arrival based on the computed time of travel. The control unit 104 is further configured to provide a notification to the rider at a pre-fixed time on the user interaction device for leaving the origin point at the estimated time. [031 ] In an embodiment, the control unit 104 is configured to receive data indicative of a rider behaviour score for deciding the estimate time to leave the origin point to reach the destination point at the expected time of arrival.

[032] In an embodiment, the control unit 104 is configured to set a recurrence of notifying the rider for a predetermined time, for repeatedly notifying the rider.

[033] In an embodiment, the control unit 104 is configured to notify the rider about information relating to reminder for refuelling or recharging and air filling, based on the vehicle status data obtained from a previous day or before a preset time before start of the travel.

[034] In an embodiment, the system may comprise a central vehicle management system which can be monitored continuously under a single roof. At the central vehicle management system, a preferred route can be stored and the traffic along the route is monitored regularly.

[035] Figure 3 illustrates a flowchart of a method 300 for notifying a rider of a vehicle 10 about an estimated time to leave an origin point to reach a destination point, in accordance with an embodiment of the present invention. The method 300 comprises at a step 302, receiving data, by the control unit 104, indicative of the origin point, the destination point, and expected time of arrival at the destination point. The method 300 comprises identifying a best possible route between the origin point and the destination point for reaching the destination point at the expected time of arrival by the user interaction device 102.

[036] The method 300 further comprises at a step 304, receiving, by the control unit 104, the traffic data from the first server 106 configured to provide the traffic data.

[037] The method 300 further comprises at a step 306, receiving, by the control unit 104, the vehicle status data from the second server 108 configured to provide the vehicle status data, the vehicle status data comprises fuel or battery level in the vehicle 10, tyre pressure, fuel filling time and battery charging time. In some embodiment, the method 300 comprises receiving data, by the control unit 104, indicative of a rider behaviour score for deciding the estimate time to leave the origin point to reach the destination point at the expected time of arrival.

[038] The rider behaviour score is influenced by parameters, such as, but not limited to, average driving speed, vehicle braking pattern, vehicle acceleration pattern and the like. Further, based on the braking pattern, wear and tear of the brake may be decided which may impact the vehicle state. For example, during some travelling day of the rider, brake liners may need replacement and hence the estimated time of arrival may need to be adjusted appropriately as the time for travel will be more. Similarly average driving speed for different hours within a day may differ. Thus, by correlating based on the average speed in a particular hour and the estimated time of arrival at a destination point, the reminder or notification can be sent to the rider.

[039] The method 300 further comprises at a step 308, computing, by the control unit 104, a time of travel based on the traffic data and the vehicle status data.

[040] The method 300 further comprises, at a step 310, estimating, by the control unit 104, the time to leave the origin point to reach the destination point at the expected time of arrival based on the computed time of travel.

[041 ] The method 300 further comprises, at a step 312, providing, by the control unit 104, a notification to the rider at a pre-fixed time on the user interaction device 102 for leaving the origin point at the estimated time. In an embodiment, the method 300 comprises a step of setting by the control unit 104, a recurrence of notifying the rider for a predetermined time. Further, the method 300 comprises notifying, by the control unit 104, to the rider about information relating to reminder for refuelling or recharging and air filling, based on the vehicle status data obtained from a previous day or before a preset time before start of the travel.

[042] In an embodiment of the present invention, the method involves configuring multiple locations of destination points in the user interaction device 102 based on the profile of the user and providing notifications corresponding to the multiple locations of the destination points at the pre-fixed time on the user interaction device for leaving the origin point at the estimated time. In some embodiments, the profile of the user may comprise, but not limited to, user details, rider behaviour score, challans or traffic violation tickets associated with the user for a particular vehicle and the like.

[043] In an exemplary embodiment, if there a user action which needs to be carried out in order to complete the journey and reach destination point as per scheduled time, it will also be announced as a notification. For example, if the current fuel level is not sufficient to complete the journey, then refuelling the vehicle 10 along the route will take a certain amount of time. The control unit 104 is configured to include the time that would be taken for refuelling in the announcement of notification. In some embodiment, the announcement may be provided by a voice notification or a text notification on the user interaction device 102. In some other embodiment, the announcement may be provided by providing a haptic feedback in the user interaction device 102 like the smart band.

[044] In case of an electric vehicle, there is a certain amount of time required for charging the vehicle using either a normal or a fast charger for a certain amount of time. If the vehicle is charged for this time, then the journey could be completed as per the scheduled time.

[045] There could be other vehicle state such as the tyre pressure level which affect the maximum speed that could be reached by the vehicle. The ETA computation unit 104-D considers this input for calculating the time to leave. If there is an air-pressure checking station available on the route, it will be announced in the notification and time taken for completing the activity is included for ETA calculation. In this manner, the state of vehicle is monitored, and a suitable ETA is announced to the user along with possible action that needs to be carried out by the user.

[046] The present invention is further elaborated with the following examples. However, the examples should not be construed to be limiting the scope of the present invention.

[047] Example 1 : An origin point is location “A” and a destination point is location “Z” within a city limits and an Estimated Time of Arrival (ETA) at the destination point “Z” is 09:00 AM on a weekday or a working day (for example: Monday). The system 100 in the present invention provides a notification for the rider of the vehicle about an estimate time to leave the origin point “A” to reach the destination point “Z”. The control unit 104 of the system 100 receives the data relating to the rider behaviour and the vehicle status data. The rider behaviour may comprise, but not limited to, average driver’s speed, braking and driving pattern of the rider, acceleration pattern. The vehicle status data may comprise, but not limited to, for an electric vehicle, the battery level, tyre pressures and time to recharge the battery in case there is no sufficient battery level and for an IC engine vehicle, the fuel level in the fuel tank, tyre pressure and time to re-fuel the tank in case the present fuel in the fuel tank is not sufficient to reach the destination point.

[048] In case of the electric vehicle, the control unit 104 receives the addresses of the origin point “A” and the destination point “Z”, and the expected time of arrival (09:00 AM) at the destination point “Z”. The addresses of the origin point “A” and the destination point “Z” can be entered by the rider on the user interaction device 102. The user interaction device 102 may be integrated or installed with the map application provides the expected time of arrival at the destination point “Z” based on the traffic data. The control unit 104 of the system 100 obtains the vehicle status data in order to ascertain whether the rider can reach the destination point “Z” at the expected time of arrival (09:00 AM). For example, if the battery level is about 60%, which is sufficient to reach the destination point “Z” and the tyre pressures are normal, the control unit 104 based on the vehicle status data, distance to be covered and the rider’s behaviour score, determines an estimate time to leave the origin point “A”, say for example 08:30 AM. In a case the battery level of the vehicle is low for example 20% and the tyre pressure is normal, the control unit 104 will determine whether the battery level of 20% would be sufficient to travel the distance in reaching the destination point “Z” and based on the rider’s behaviour score. If the control unit 104 determines that the battery level of 20% would not sufficient and require recharging during the travel, the control unit 104 obtains the data relating to the availability of the charging point(s) along the travel route. The control unit 104 determines an estimate time to leave the origin point “A” by adding the time required to charge the battery of the vehicle to an extent that would be sufficient enough to travel to the destination point “Z”, to the travel time. The fast charging point would require a lesser time when compared with the normal charging point. If the control unit 104 determines that the travel route includes a fast charging point up to which the rider can be travelled by the vehicle, then the control unit 104 would deduct the time required for fast charging the battery of the vehicle from the estimated time to leave the origin point “A”. For example, if the time required to fast charge the battery for up to 60 % which would be sufficient to travel till the destination point “Z” is determined to be about 15 minutes, then the control unit 104 would accordingly add the time of 15 minutes with the travel time. Thus, the estimated time to leave the origin point “A” in order to reach the destination point “Z” at the expected time of arrival would be 08:15 AM and not 08:30 AM. A notification to the rider is provided by the control unit 104 accordingly through the user interaction device about the time to leave the origin point “A” as 08:15 AM. In some embodiment, the control unit 104 would also obtain the data that comprises a historical traffic data during time of travel of the rider to reach the destination point “Z”. Accordingly, the control unit 104 computes the estimated time to leave in order to reach the destination point “Z” at the expected time of arrival.

[049] In case of the vehicle is IC engine driven vehicle, the control unit 104 receives the addresses of the origin point “A” and the destination point “Z”, and the expected time of arrival (09:00 AM) at the destination point “Z”. The addresses of the origin point “A” and the destination point “Z” can be entered by the rider on the user interaction device 102. The user interaction device 102 may be integrated or installed with the map application provides the expected time of arrival at the destination point “Z” based on the traffic data. The control unit 104 of the system 100 obtains the vehicle status data in order to ascertain whether the rider can reach the destination point “Z” at the expected time of arrival (09:00 AM). For example, if the fuel level is about 50% and the tyre pressures are normal, the control unit 104 based on the vehicle status data, distance to be covered and the rider’s behaviour score, determines an estimate time to leave the origin point “A”, say for example 08:30 AM. In a case the fuel level of the vehicle is low for example 20% and the tyre pressure is normal, the control unit 104 will determine whether the fuel level of 20% would be sufficient to travel the distance in reaching the destination point “Z” and based on the rider’s behaviour score. If the control unit 104 determines that the fuel level of 20% would not sufficient and require refuelling during the travel, the control unit 104 obtains the data relating to the availability of nearest fuel station(s) along the travel route. The control unit 104 determines an estimate time to leave the origin point “A” by adding the time required to refuel the fuel tank of the vehicle for traveling to the destination point “Z”, to the travel time. If the control unit 104 determines that the travel route has a fuel station up to which the rider can be travelled by the vehicle, then the control unit 104 would add the time required for re-fuelling the fuel tank of the vehicle to the estimated time to leave the origin point “A”. For example, if the time required to refuel the fuel tank for travelling to the destination point “Z” is determined to be about 5 minutes, then the control unit 104 would accordingly add the time of 5 minutes to the travel time. Thus, the estimated time to leave the origin point “A” in order to reach the destination point “Z” at the expected time of arrival would be 08:25 AM and not 08:30 AM. A notification to the rider is provided by the control unit 104 accordingly through the user interaction device about the time to leave the origin point “A” as 08:25 AM. In some embodiment, the control unit 104 would also obtain the data that comprises a historical traffic data during time of travel of the rider to reach the destination point “Z”. In some other embodiment, control unit 104 would also obtain the data that comprises a historical servicing data of the vehicle. Accordingly, if there is any replacement of faulty or worn out of brake shoes or tyres required, then the control unit 104 would add the servicing time (for example 30 mins) of the vehicle which would comprise replacement time of brake shoes or tyres to compute the estimated time by addition of the servicing time of 30 minutes to the travel time and the refuelling time. Thus, the estimated time to leave in order to reach the destination point “Z” at the expected time of arrival (09:00 AM) would be 07:55 AM. Accordingly, a notification of estimate time to leave of 07:55 AM is provided by the control unit 104 to the rider on the user interaction device 102.

[050] In case of the either electric or the IC engine driven vehicle, when the rider decides to take a refreshment break for example having breakfast at a restaurant along the route, then the restaurant point would be an intermediate point “R” between the origin “A” and the destination point “Z”. In this exemplary embodiment, the control unit 104 receives the addresses of the origin point “A”, the restaurant point “R” (which is a first or initial destination point), the destination point “Z” and the expected time of arrival (09:00 AM) at the destination point “Z”. The user interaction device 102 may be integrated or installed with the map application provides the expected time of arrival at the intermediate destination point or the restaurant point “R” based on the traffic data. The rider would take about 30 minutes at the intermediate destination point or the restaurant point “R”. The control unit 104 would add 30 minutes to the travel time to reach the destination point “Z”. The control unit 104 of the system 100 further obtains the vehicle status data in order to ascertain whether the rider can reach the destination point at the expected time of arrival (09:00 AM). For example, if the user finds that the fuel level is about 50% which is sufficient to reach both the intermediate destination point or the restaurant point “R” and destination point “Z”, the tyre pressures are normal, the control unit 104 based on the time at the refreshment break, the vehicle status data, distance to be covered and the rider’s behaviour score, determines an estimate time to leave the origin point “A”, say for example 07:45 AM. Thus, a notification is provided on the user interaction device 102 about the estimated time to leave the origin point “A” to reach the intermediate destination point or the restaurant point “R, and thereafter to the destination point “Z”. Thus, the estimated time to leave the origin point “A” in order to reach the destination point “Z” at the expected time of arrival, would be 07:45 AM which comprises the time to be taken at the intermediate destination point or the restaurant point “R”. A notification to the rider is provided by the control unit 104 accordingly through the user interaction device about the time to leave the origin point “A” as 07:45 AM. The control unit 104 would also provide a notification on the user interaction device 102 at the intermediate destination point or the restaurant point “R” to leave the at the intermediate destination point or the restaurant point “R” at 08:30 AM is provided at to reach the destination point “Z” at the expected time of arrival (09:00 AM). [051 ] Advantageously, the system and method disclosed in the present invention can be used for rider coaching in order to maintain vehicle health by prognosis of vehicle subsystem usage. Unlike the prior art which focuses on the external factor of traffic data, the system and method of the present invention brings in the perspective of user by monitoring the vehicle state such as fuel level, battery level, tyre pressure and malfunction indications. Thus, the notification of ETA provided by the present invention is more accurate when compared with the existing method. In other words, the present invention provides a solution to solve the problem for getting accurate ETA by considering the information relating to the vehicle state.

[052] The system and method in the present invention having the ETA computation unit obtains the origin address, the destination address, the schedule time, recurrence setting from the user through the user interaction device. The recurrence setting comprises a prefixed time and repeat option. The prefixed time is the time before the time to start journey, at which the user prefers to get the notification. Further, the ETA computation unit obtains the vehicle state from the vehicle state provider. The ETA computation unit obtains estimated time of travel based on the current traffic and historic traffic data. The ETA computation or the intelligent ETA provider calculates the time to start journey and provides a notification to the user at the prefixed time. Thus, the system and method in the present invention ensures that the user can reach the destination point without troubles that may be caused by the vehicle during the travel.

[053] The system and method disclosed in the present invention are also capable of providing consequences to the user in case the user does not want to take any action to address the vehicle state. For example, if user ignores the vehicle state information, the user will be notified that the user will not reach the destination at the desired timing. Also, user input may be received to notify the user at a subsequent ride or on a particular day to address the vehicle related issues.

[054] The system and method as disclosed in the present invention can be applicable to a fleet of vehicles maintained by an organization. The present invention not only focusses on the ETA reminders majorly based on the traffic density and history of traffic. The present invention also considers the vehicle status data along with the traffic data including the history of traffic. Thus, the present invention solves the existing problems of inaccurate estimated time of departure and an unexpected time loss due to the vehicle state.

[055] The system and method in the present invention provides notifications to user for estimated time of departure from the origin point based on the vehicle state as well as the traffic state (traffic density and history of traffic) to reach a preferred destination within the expected arrival time.

[056] The system and method disclosed in the present invention enables the user to make an informed decision about the vehicle state. Thus, ensuring that the user can reach the destination point without troubles caused by the vehicle.

[057] The claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the aforementioned solutions to the existing problems in conventional technologies. Specifically, by considering the vehicle status data while travelling from origin point to destination point and by considering the rider behaviour, a more accurate time for reaching the destination point may be computed and accordingly the rider may be notified.

[058] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.