TECHNICAL FIELD

[0001] The invention generally relates to vehicles and more particularly to an access control system in the vehicles.

BACKGROUND

[0002] Vehicles are provided with a steering lock unit and a seat lock and/or fuel tank cap lock that are accessible using a mechanical key manually by users of the vehicles. Such steering lock unit needs to be unlocked for the steering column to be moved and power from a power source, for example, a battery is supplied to all electrical loads through the electrical contacts in the steering lock unit. For unlocking the steering lock unit, the mechanical key inserted through the key slot is unique with respect to the steering lock unit. Once the mechanical key is inserted and rotated to few degrees, a steering lock bar connected with steering column will retract which makes the steering column to be rotated freely and power from the battery to be supplied to all electrical loads.

[0003] Similarly, for opening the fuel tank cap and to access the storage compartment, another lock unit is provided as an independent lock unit located on the body of the two-wheeled vehicles. Alternatively, the seat lock and/or fuel tank cap lock may be integrated with the steering lock unit. A separate mechanical key has to be inserted through the key slot of the seat lock and/or fuel tank cap lock and rotation in one direction unlocks the fuel tank cap and rotation in an opposite direction unlocks the storage compartment.

[0004] Easy duplicability of such mechanical keys resulted in replacement of the mechanical key with an electronic key FOB or a portable handheld device. The mechanical arrangement of the steering lock unit and/or the seat lock and/or the fuel tank cap lock is replaced by an electromechanical arrangement with a transmitter or receiver unit. However, the access of the vehicles with the electronic key FOB is limited by the capabilities of the electronic key FOB and the electromechanical arrangement of the steering lock unit.

BRIEF DESCRIPTION OF DRAWINGS

[0005] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0006] Figs. 1A-1B exemplarily illustrate perspective views of a vehicle with an embodiment of an access control system;

[0007] Fig. 2 exemplarily illustrates an ignition unit positioned in a leg shield of the vehicle;

[0008] Figs. 3A-3B exemplarily illustrate a frame of the vehicle showing the position of an on-board security device;

[0009] Figs. 4A- 4B illustrate schematic diagrams of different architectures for controlling access of the vehicle;

[0010] Fig. 5 exemplarily illustrates a flowchart showing steps for controlling access of the vehicle; and

[0011] Figs. 6A-6C exemplarily illustrate a flowchart executed by the on-board security device of the access control system for controlling the access of the vehicle.

DETAILED DESCRIPTION OF THE INVENTION

[0012] Shortcomings in accessing the vehicles with the combination of the electromechanical arrangement of the steering lock unit and the electronic key FOB are numerous. If the charge of the battery in the electronic key FOB is less, the steering lock unit cannot be unlocked resulting in inaccessibility of the vehicles. For simplicity & brevity, the term steering lock is used which in an alternate scenario can also be an ignition lock or both. In cases where a mobile device is used for locking or unlocking the steering lock unit, the steering lock unit may be linked to the International Mobile Equipment Identifier (IMEI) number of the mobile. If the user changes the mobile device, the steering lock unit may not be unlocked, and hence the vehicle may become inaccessible leading to inconvenience to the user. The problem is further critical for a vehicle which is open and has access to the lock system or ignition system without the need to open any additional door e.g. a four- wheeler is a closed entity and the lock or ignition system cannot be accessed unless the door is opened which is not the case in many two or three wheeled vehicles. [0013] The electronic key FOB generates a key that is authenticated by the steering lock unit for the steering lock unit to be unlocked. However, in the existing vehicles, an additional switch on the body of the vehicles is required to initiate the authentication process. Even though the additional switch is theft-deterrent, the increased number of parts for accomplishing a system to access the vehicles, increases the manufacturing cost and cycle time of assembly of such vehicles. The vehicles which are open type are further prone to tampering damages which can lead to undesirable repair cost to the owner of the vehicle.

[0014] A transmitter and receiver (transceiver) unit on the vehicles facilitates communication between the mobile device and the steering lock unit. However, the transceiver unit is in the power-ON state continuously, consuming more power from the battery, resulting in draining of battery which is highly undesirable especially for low power to weight ratio vehicles. In such vehicles, the location of the electronic control unit for driving the steering lock unit is either located at a front end or a rear end of the vehicles, resulting in increasing the length of the wiring harness. Further, such a vehicle requires the user to lock the vehicle after use. In case the user fails to lock the vehicle, the steering lock unit is in unlocked state and thereby, increases the risk of vehicle theft.

[0015] There exists a long felt need for a vehicle equipped with an electromechanical steering lock unit integrated with a seat lock and/or fuel tank cap lock and a telematics unit, that overcomes the above-mentioned shortcomings and other problems of known art.

[0016] In an embodiment as per the present invention, a vehicle is provided with an access control system that addresses the shortcomings mentioned above. The vehicle comprises an ignition unit, a lock unit, and the access control system. The ignition unit is positioned in proximity of a steering column of the vehicle for mobilizing the vehicle. The ignition unit generates multiple status signals. The lock unit is operably coupled to the ignition unit for accessing multiple features of the vehicle. The access control system is communicatively coupled to the ignition unit and the lock unit. The access control system comprises an on-board security device and a communication unit. The on-board security device is centrally positioned in a longitudinal direction of the vehicle for controlling the operation of the ignition unit. The communication unit for communicating with the on-board security device and an unlock application deployed on a user device for controlling the operation of the ignition unit, wherein the on-board security device controls the operation of the communication unit based on one of the status signals.

[0017] In another embodiment, a method for controlling access of a vehicle is disclosed employing an access control system, a lock unit, and an ignition unit. The method comprises providing the ignition unit, the lock unit, the access control system comprising the communication unit and the on-board security device. Further, the method comprises the steps of : receiving a press status signal for a first time duration from the ignition unit by the on-board security device and activating the communication unit from a power sparing mode, by the on-board security device, to receive an authentication request from the unlock application on reception of the press status signal from the ignition unit. Further, the authentication request is received from the unlock application by the communication unit, on activation by the on-board security device, the on-board security device generates an authentication confirmation to be transmitted to the unlock application and the ignition unit, based on verification of the authentication request, and the on-board security device controls the access of the vehicle, based on receipt of one of a lock status signal, an active status signal, and an inactive status signal from the ignition unit, where the authentication confirmation enables the ignition unit to generate the lock status signal, the active status signal, and the inactive status signal. The components of the vehicle and the interactions between them to control the access of the vehicle and the method of controlling the access of the vehicle are described in the detailed descriptions of Figs. 1A- IB to Figs. 6A-6C. [0018] Figs. 1A-1B exemplarily illustrate perspective views of a vehicle 100 with an embodiment of an access control system. The vehicle 100 may be saddle type vehicle, a step through vehicle, etc. In an embodiment, the vehicle 100 may be a two- wheeled vehicle, a three wheeled vehicle, or a multiple wheeled vehicle. The vehicle 100 may be an electric vehicle, a hybrid electric vehicle, a conventional IC engine vehicle, etc. In the embodiment exemplarily illustrated in Figs 1A-1B, the vehicle 100 is a two-wheeled vehicle with the access control system installed in it. The vehicle 100 may be a part of a fleet managed by a service provider. The service provider may manage the fleet using a fleet management system. The vehicle 100 in the fleet may be accessed by numerous different users. The users may hold an authentication account with the fleet management system of the service provider. In an embodiment, the vehicle 100 may be owned by a singular user and used by him/her.

[0019] A body of the vehicle 100 may comprise a plurality of vehicle body panels, such as, a front panel 101, a side panel 102, a visor 103, a front headlamp 107, turn signal lamps 106, etc. As exemplarily illustrated, a lock unit 104 is positioned on the side panel 102 of the vehicle 100. The lock unit 104 provides access to multiple features of the vehicle 100. The features are, for example, storage space underneath a seat 105 of the vehicle 100, a fuel tank lid, an on-board charger of the vehicle 100, etc. Different directions of rotation of the lock unit 104 allows the user to unlock seat lock, the fuel tank lid, the on-board charger, etc. In an embodiment, if the lock unit 104 is rotated in clockwise direction, the fuel tank lid opens. In an embodiment, if the lock unit 104 is rotated in anti-clockwise direction, the seat lock opens. In an embodiment, if the seat lock is opened, the user can gain access to the on-board charger on the vehicle 100 positioned in the storage space underneath the seat 105 of the vehicle 100. The fuel tank lid 108 is exemplarily illustrated in Fig. IB. The fuel tank lid 108 is positioned on a rear panel 109 of the vehicle 100 above a rear headlamp 110. In an embodiment, the lock unit 104 may not have a lock cylinder to engage with a key for rotating the lock unit in either of the directions. In an embodiment, the lock unit 104 is interlocked with an ignition unit 111 in the vehicle 100. The operation of the ignition unit 111 enables or disables the rotation of the lock unit 104. The lock unit 104 comprises an actuator for locking and unlocking the lock unit 04. The actuator restricts opening of the seat lock and the fuel tank lid

108. The fuel tank lid 108 and the seat lock are configured to be opened only after a series of operations of the ignition unit 111.

[0020] As exemplarily illustrated in Fig. IB, the ignition unit 111 is provided at a leg shield 112 of the vehicle 100. The leg shield 112 and the front panel 101 enclose a steering column of the vehicle 100. Thus, the ignition unit 111 is positioned in proximity of the steering column of the vehicle 100. The lock unit 104 is operably coupled to the ignition unit 111. The ignition unit 111 mobilizes the vehicle 100. The ignition unit 111 generates multiple status signals. The vehicle 100 further comprises an access control system that is communicatively coupled to the ignition unit 111 and the lock unit 104. The access control system controls access of the vehicle 100. The access control system comprises an on-board security device and a communication unit. The on-board security device and the communication unit are enclosed with at least one of the front panel 101, the side panel 102, and the rear panel 109 of the vehicle 100. The on-board security device and the communication unit are electrical components that are supplied with power from a power source of the vehicle 100, such as, a battery for their functioning. The on-board security device, the communication unit, the ignition unit 111, and the lock unit 104 are connected with a plurality of cables that run along the length of the vehicle 100 in a longitudinal direction extending from the front panel 101 towards the rear panel

109. The on-board security device controls the operation of the ignition unit 111. The communication unit communicates with the on-board security device and an unlock application deployed on a user device.

[0021] The communication unit also facilitates tracking of the location of the vehicle 100 by the fleet management system of the service provider. The communication unit is an embedded system that is on-board the vehicle 100 that communicates with the unlock application on the user device, facilitates tracking of the position of the vehicle 100, and communicates with other fleet management applications of the service provider. The communication unit has one or more antennae, a GPS unit, supports communication of the vehicle 100 with external world via different communication interfaces, a processing unit, and some memory. The communication interfaces, are, for example, one or more of an infrared (IR) interface, an interface implementing Bluetooth ^® of Bluetooth Sig, Inc., an interface implementing Wi-Fi ^® of Wi-Fi Alliance Corporation, an Ethernet interface, a digital subscriber line (DSL) interface, a token ring interface, a peripheral controller interconnect (PCI) interface, a local area network (LAN) interface, a wide area network (WAN) interface, interfaces using serial protocols, interfaces using parallel protocols, Ethernet communication interfaces, asynchronous transfer mode (ATM) interfaces, a high speed serial interface (HSSI), a fiber distributed data interface (FDDI), interfaces based on transmission control protocol (TCP)/intemet protocol (IP), interfaces based on wireless communications technology such as satellite technology, radio frequency (RF) technology, near field communication, a communication interface that implements ZigBee ^® of ZigBee Alliance Corporation, an interface that supports general packet radio service (GPRS) network, a mobile telecommunication network interface such as a global system for mobile (GSM) communications network interface, a code division multiple access (CDMA) network interface, a third generation (3G) mobile communication network interface, a fourth generation (4G) mobile communication network interface, a fifth generation (5G) mobile communication network interface, a long term evolution (LTE) mobile communication network interface, etc. The communication unit acts as an intermediary between the on-board security device and the unlock application on the user device.

[0022] The user device may be personal computers, internet enabled cellular phones, tablet computing devices, etc., with access to the internet. To gain access to the vehicle 100, the user of the vehicle 100 may utilize the unlock application on the user device, unlike the key fob or a mechanical key. The unlock application may be an Android based application, an iOS application, a Windows based application, etc. In an embodiment, the unlock application is an application provided by an OEM of the vehicle 100, that is available in the Application Store of the user device. In an embodiment, where the vehicle 100 is part of a fleet, the service providers may host an application that is downable and installable on the user device by the user of the vehicle 100 to access their user account and subscription plan with the service provider.

[0023] The on-board security device is an embedded system on the vehicle 100 that comprises a driver unit, processing unit, a memory, and a networking interface that allows it communicate with the communication unit and the ignition unit. The processing unit of the on-board security device authenticates the authentication request from the unlock application. Based on the authentication, the driver unit drives the ignition unit 111 and the lock unit 104 according to the configuration of the processing unit of the on-board security device. The processing unit may be one or more microprocessors, microcontrollers, digital signal processors, etc.

[0024] The on-board security device is centrally positioned in the longitudinal direction of the vehicle 100. The central location of the on-board security device in the vehicle 100 allows for reduced length of cable runs between the communication unit, the power source of the vehicle 100, the on-board security device, and a flasher unit of the vehicle 100. In an embodiment, the communication unit is in a power sparing mode, when not operational. The power sparing mode is a sleep mode of the communication units during which it consumes minimal power from the power source of the vehicle 100. The communication unit is activated from the power sparing mode by the on-board security device. The communication unit receives an authentication request from the unlock application on the user device, when activated. The on-board security device may block required circuits in the vehicle to prevent start of the vehicle depending on the vehicle configuration, IC engine vehicle or electric/hybrid electric vehicle.

[0025] The vehicle 100 further includes multiple indicators, such as, turn signal lamps (TSL) 106, beeper, utility lamp 107 and 110, etc. The indicators on the vehicle are controlled by a flasher unit. The flasher unit receives power supply from the power source of the vehicle 100 and controls the blinking of the TSL 106, the utility lamps 107 and 110, and blowing of the beeper in the vehicle 100. The access control system controls the intensity, time duration, and the frequency of blinking of the TSL 106, the utility lamps 107 and 110, and blowing of the beeper in the vehicle 100. The frequency, the intensity, and the time duration of blinking of the indicators is indicative of different states of the ignition unit 111 and the lock unit

104.

[0026] Fig. 2 exemplarily illustrates an ignition unit 111 positioned in the leg shield 112 of the vehicle. The ignition unit 111 comprises a knob and a shaft assembly 201 with a solenoid unit 202 attached to the shaft assembly. The solenoid unit 202 restricts rotation of the knob 201a of the ignition unit 111. The knob 201a of the ignition unit 111 can be positioned in three positions- LOCK, OFF and ON positions (not shown) as exemplarily illustrated. Further, the knob 201a may be axially pressed to position in one of the three positions. The knob 201a in LOCK position indicates that the steering column of the vehicle 100 is locked. The knob 201a in OFF position enables the lock unit 104 to be operated. The knob 201a in ON position indicates starting operation of the vehicle 100. The power supply to the solenoid unit 202 is from the power source, such as, battery pack of the vehicle 100. The solenoid unit 202 is driven by the on-board security device. Corresponding to the different positions of the knob 201a, the ignition unit 111 generates multiple status signals, such as, a press status signal, a lock status signal, an inactive status signal, and an active status signal. The press status signal indicates an axial press movement of the knob 201a of the ignition unit. The lock status signal indicates LOCK position of the knob 201a. The inactive status signal indicates OFF position of the knob 201a. The active status signal indicates ON position of the knob 201a. The indicators positioned on the body of the vehicle 100 operate based on the generated status signals. In an embodiment, corresponding to the press status signal, the indicators blink or blow at a predetermined frequency for a first duration of time. Corresponding to the lock status signal, the indicators positioned on the body of the vehicle blink or blow at a predetermined frequency for a second duration of time. Corresponding to the inactive status signal, the indicators blink or blow at a predetermined frequency for a third duration of time. Corresponding to the active status signal, the indicators blink or blow at a predetermined frequency for a fourth duration of time.

[0027] Figs. 3A-3B exemplarily illustrate a frame 301 of the vehicle 100 showing the position of the on-board security device 302 As exemplarily illustrated, the ignition unit 111 is positioned proximal to the steering column 113 of the vehicle 100. The on-board security device 302 is positioned centrally along the length of the vehicle 100 onto the frame of the vehicle 100 using a bracket 303. The on-board security device 302 is positioned proximal to the seat 105 of the vehicle 100. The on-board security device 302 prevents the vehicle 100 to start unless the user of the vehicle 100 is authenticated. On successful authentication of the user of the vehicle 100, the on-board security device 302 energizes the solenoid 202 of the ignition unit 111 for rotating to different positions, such as, OFF position and ON position. The on-board security device 302 also enables the indicators on the body of the vehicle 100. The on-board security 302 is connected via multiple cable constituting the wiring harness. The on-board security device 302 located at a central portion of the vehicle 100, for example, a seat rail, for shorter cable runs between the on-board security device 302 and the indicators and between the on-board security device 302 and the ignition unit 111 and the lock unit 104.

[0028] Figs. 4A- 4B illustrate schematic diagrams of different architectures for controlling access of the vehicle 100. The interactions between the components for controlling the access of the vehicle 100, comprising the unlock application 401a on the user device 401, the communication unit 403, the on-board security device 302, the ignition unit 111, the lock unit 104, the indicators 405, and the on-board charger 406 of the vehicle 100, is exemplarily illustrated in Figs. 4A-4B. As exemplarily illustrated, the on-board security device 302 and the communication unit 404 constitute the access control system 404 of the vehicle 100.

[0029] The user device 401 is, for example, a personal computer, a tablet computing device, a mobile computer, a mobile phone, a smart phone, a portable computing device, a laptop, a personal digital assistant, a wearable device such as the Google Glass ^® of Google Inc., the Apple Watch ^® of Apple Inc., the Android Smartwatch ^® of Google Inc., etc., a touch centric device, a workstation, a server, a client device, a portable electronic device, a network enabled computing device, an interactive network enabled communication device, a web browser, any other suitable computing equipment, combinations of multiple pieces of computing equipment, etc. In an embodiment, the user device 401 is a hybrid computing device that combines the functionality of multiple devices. An example of a hybrid computing device is a portable device that receives electronic mail (email), supports mobile telephone calls, has a media player functionality, and supports web browsing. In an embodiment, computing equipment is used to implement applications such as media playback applications, a web browser, an electronic mail (email) application, a calendar application, etc. The unlock application 401a is downloadable and usable on the user device 401.

[0030] An authentication request is generated by the user device 401 by a selection of the user on the graphical user interface of the unlock application 401a on the user device 401. A display unit of the user device 401, via the graphical user interface (GUI), displays information, display interfaces, user interface elements such as swipable arrows, icons, buttons, etc., for example, for configuring an authentication account to access the vehicle 100, for initiating an authentication request to be transmitted to the communication unit 403 of the vehicle 100, for receiving the authentication confirmation from the communication unit 403, etc.

[0031] The display unit comprises, for example, a video display, a liquid crystal display, a plasma display, an organic light emitting diode (OLED) based display, etc. The GUI is, for example, one of a web page of a website hosted by the fleet management system of the service provider, an online web interface, a web based downloadable application interface, a mobile based downloadable application interface, etc. The GUI allows the user to generate an authentication request, to receive the authentication confirmation, notifications about successful or unsuccessful authentication, monitor overall health of the vehicle 100, view vehicular information, etc.

[0032] As exemplarily illustrated in FIG.4A, the fleet management system may be implemented as a web-based platform hosted on a server 402 or a network of servers, such as, 402 accessible via a network, for example, the internet, a wireless network, a mobile telecommunication network, etc. The authentication request from the unlock application 401a is transmitted to the communication unit 403 via the server 402. The server 402 receives the authentication request and transmits to the communication unit 403. Similarly, the server 402 receives the authentication confirmation from the communication unit 403 and transmits to the unlock application 401a on the user device 401.

[0033] As exemplarily illustrated in FIG. 4B, the unlock application 401a may directly interact with the on-board security device 302 via the communication interfaces of the communication unit 403. The authentication request from the unlock application 401a is transmitted to the on-board security device 302 via the communication unit 403.

[0034] In the embodiments exemplarily illustrated in FIGS. 4A-4B, the on-board security device 302 receives the authentication request only on reception of a press status signal from the ignition unit 111. The vehicle, in unused stationary state, has the knob 201a of the ignition unit 111 in LOCK position. The ignition unit 111 transmits a lock status signal to the on-board security device 301. With the knob 201a of the ignition unit 111 in the lock position, when a user intends to access the vehicle, the user presses the knob 201a of the ignition unit. The design of the ignition unit 111 allows the movement of the knob 201a to OFF position and ON position from the LOCK position, only on pressing it. The ignition unit 111 generates a press status signal and transmits the press status signal to the on-board security device 302. The on-board security device 302, on receiving the press status signal, activates the communication unit 403 from the power sparing mode. The communication unit 403 wakes up from the sleep mode and waits for the authentication request from the unlock application 401a of the user device 401. [0035] The communication unit 403 indicates to the user in the unlock application 401a about the availability of the vehicle 100 to receive authentication request, status information of the vehicle, etc. The user, via the GUI of the unlock application 401a, transmits the authentication request, for example, an alphanumeric code, to the communication unit 403. In correspondence, the processing unit of the on-board security device 302 generates an authentication confirmation corresponding to the authentication request. The on-board security device 302 generates the authentication confirmation based on a comparison between the authentication request from the unlock application 401a and a registered code corresponding to the registered user as configured in the on-board security device 302 by the OEM or the service provider for the fleet.

[0036] On successful authentication of the user of the vehicle 100, the on-board security device 302 transmits the authentication confirmation to the unlock application 401a via the communication unit 403. The on-board security device 302 energizes the solenoid of the ignition unit 111 for rotating to different positions, such as, OFF position and ON position within a first-time duration. The on-board security device 302 also enables the indicators 405, such as, the TSF 106, the utility lamps 107 and 110, and the beeper on the body of the vehicle 100 for a first-time duration. The on-board security device 302 also enables the indicators 405 on the unlock application 401a, for example, the GET of the unlock application 401a, audio-visual notifications on the user device 401, etc. The indicators 405 indicate successful authentication of the registered user. The on-board security device 302 polls for an inactive status signal or an active status signal within the first time- duration. That is, within the first time-duration, the user has to turn the knob 201a from the FOCK position to OFF position or ON position. If in case, the inactive status signal or the active status signal is not generated by the ignition unit 111 within the first time duration, the on-board security device 302 restricts the rotation of the knob 201a of the ignition unit and waits for re-authentication of the registered user. The on-board security device 302 deenergizes the solenoid unit 202 of the ignition unit 111. The on-board security device 302 indicates the need for re authentication via the indicators 405 for a second time duration.

[0037] Within the first time duration, if the user turns the knob 201a of the ignition unit 111 from FOCK position to OFF position, the ignition unit 111 generates an inactive status signal. The on-board security device 302 receives the inactive status signal and enables the lock unit 104 to be operated. The user can operate the lock unit 104. On rotating the lock unit in the clockwise or the anti-clockwise, the user can access the fuel tank lid 108 or the storage space underneath the seat 105 in the vehicle 100. The on-board security device 302 indicates the OFF position of the ignition unit 111 using the indicators 405 for a third time duration. [0038] If, within the third time duration of time, the user turns the knob 201a of the ignition unit 111 from OFF position to ON position, the ignition unit 111 generates an active status signal. The on-board security device 302 receives the active status signal, disables the operation of the lock unit 104, and initiates supply of power to the electrical loads in the vehicle 111. The knob 201a in ON position indicates starting operation of the vehicle 100. The on-board security device 302 indicates the ON position of the ignition unit 111 using the indicators 405 for a fourth time duration

[0039] Beyond the third time duration, the on-board security device 302 polls for the active status signal. That is, the ignition unit 111 continues to be in OFF position after the third time duration. If the on-board security device 302 receives the inactive status signal, the on-board security device 302 restricts the rotation of the knob 201a of the ignition unit 111 from OFF position and waits for re authentication of the registered user. The on-board security device 302 indicates the need for re-authentication via the indicators 405 for a third time duration.

[0040] In an embodiment, for re-authentication, the on-board security device 302 determines if a press status signal from the ignition unit 111 is received. Further to reception of the press status signal, the on-board security device 302 communicates with the user device 401 to determine the health of the user device 401, such as, the battery level. In case the battery level of the user device 401 is poor, the on-board security device 302 enables power supply to the on-board charger 406 in the vehicle 100 to facilitate charging of the user device 401 for a limited amount of time. [0041] To access the storage space underneath the seat 105 or the fuel tank lid 108, the on-board security device 302 allows the user to rotate the knob 201a of the ignition unit 111 from ON position to the OFF position. Further, to lock the steering column 113 of the vehicle 100 and to park the vehicle 100, the on-board security device 302 allows the user to rotate the knob 201a of the ignition unit 111 from the OFF position to the LOCK position. In order to access the vehicle 100 again, a re authentication of the registered user will be required.

[0042] Fig. 5 exemplarily illustrates a flowchart 500 showing a method with steps for controlling access of the vehicle 100. At step 501, the vehicle 100 with the ignition unit 111 in proximity of the steering column 113 of the vehicle 100, the lock unit 104, and the access control system 404 are provided. The access control system 404 comprises the on-board security device 302 and the communication unit 403. The communication unit 403 communicates with the on-board security device 302 and an unlock application 401a deployed on a user device 401 for controlling the operation of the ignition unit 111. At step 502, the on-board security device 302 of the access control system receives a press status signal for a first time duration from the ignition unit 111. At step 503, the on-board security device 302 activates the communication unit 403 from a power sparing mode to receive an authentication request from the unlock application 401a on reception of the press status signal from the ignition unit 111. At step 504, the communication unit 403 receives the authentication request from the unlock application 401a, on activation by the on-board security device 302. Further, at step 505, the on-board security device 302 generates an authentication confirmation to be transmitted to the unlock application 401a and the ignition unit 111, based on verification of the authentication request. The on-board security device 302 again activates the communication unit 403 from the power sparing mode. The communication unit 403 transmits the authentication confirmation to the unlock application 401a. The authentication confirmation to the ignition unit 111 is transmitted by the on-board security device 302. The authentication confirmation enables the ignition unit 111 to generate the lock status signal, an inactive status signal, or an active status signal. At step 506, the on-board security device 302 controls the access of the vehicle 100 based on receipt of the lock status signal, the inactive status signal, or the active status signal from the ignition unit 111.

[0043] Controlling the access of the vehicle 100 comprises locking the steering column 113 of the vehicle 100 or making it immobile, enabling lock unit 104 on a body of the vehicle 100 for accessing features of the vehicle 100, or initiating supply of power to the electrical loads from a power source in the vehicle 100. The on board security device 302 locks the steering column 113 on receipt of the lock status signal from the ignition unit 111 for a second time duration. The on-board security device 302 enables the lock unit 104, for a third time duration, on receipt of the inactive status signal from the ignition unit 111. The on-board security device 302 initiates power supply to electrical loads in the vehicle 100 based on receipt of the active status signal from the ignition unit 111 for a fourth time duration. The on board security device 302 operates the indicators 405 on the body of the vehicle 100 and the user device 401 based on the lock status signal, the inactive status signal, and the active statues signal from the ignition unit 111 for a second time duration, a third time duration, and a fourth time duration respectively.

[0044] Figs. 6A-6C exemplarily illustrate a flowchart executed by the on-board security device 302 of the access control system 404 for controlling the access of the vehicle 100. At step 601, the ignition unit 111 is pressed by a user of the vehicle 100. The processing unit of the on-board security device 302 receives the press status signal from the ignition unit 111. At step 602, the on-board security device 302 enables emergency charging of the user device 401 for ‘X’ amount of time. The on-board security determines health of the user device 401 on receiving the press status signal and enables emergency power supply in the vehicle 100 to the on-board charger 406 for a limited amount of time. At step 603, the on-board security waits for a lock status signal from the ignition unit 111. Subsequently, at step 604, the on-board security device 302 receives the lock status signal from the ignition unit 111. If no lock status signal is received, the on-board security device 302 goes back to step 603 and waits for the lock status signal. The ignition unit 111 is in the lock position and the communication unit 403 of the access control system is in a sleep mode. At step 605, the on-board security device 302 wakes up the communication unit 403 for a predetermined amount of time, for example. X seconds. At step 606, the on-board security device 302 keeps track of time and determines if time passed after press of the ignition unit 111 is within X seconds. If the time duration is within X seconds, at step 607, the communication unit 403 waits to receive the authentication request from the user device 401. If the time duration is greater than X seconds, the communication unit 403 returns to sleep mode and the on-board security again waits, at step 603, for the lock status signal. The communication unit 403 transmits the authentication request to the on-board security device 302. [0045] At step 608, the on-board security device 302 determines if the authentication request is received within X seconds. If yes, at step 609, the on-board security device 302 initiates authentication between the unlock application 401a on the user device 401 and the on-board security device 302. At step 610, the on-board security device 302 confirms if authentication is established. If the authentication request is not received within X seconds, the on-board security again waits, at step 603, for the lock status signal. If authentication is not established, the on-board security device 302, at step 611, energizes the indicators 405 on the vehicle 100 for a predetermined duration of time, for example, T2 seconds and goes back to step 603.

[0046] If authentication is established, at step 612, the on-board security device 302 sends a control signal to enable rotation of the ignition unit 111. At step 613, the on-board security device 302 energizes the indicators 405 for T1 seconds to indicate the ignition unit 111 is free to rotate. The ignition unit 111 is free to rotate is indicated by blinking of the turn signal lamps, blowing of the beeper, indication on the speedometer, or a notification in the unlock application 401a. At the step 614, the on-board security device 302 enables a timer for a time duration ‘T’ seconds. At step 615, the on-board security device 302 determines if time elapsed after the energizing of the indicators 405 is within T seconds. If the yes, at step 616, the on board security device 302 enables movement of the ignition unit 111 to ON position or OFF position from LOCK position. If the time elapsed after energizing of the indicators 405 is greater than T seconds, at step 617, the on-board security restricts the movement of the ignition unit 111 and at step 618, energizes the indicators 405 for T2 seconds to indicate re-authentication is required and moves to step 603. [0047] At step 619, the on-board security device 302 determines if the ignition unit 111 is moved to OFF position. If yes, at step 621, the on-board security enables the lock unit 104. If the lock unit 104 is rotated in one direction, for example, clockwise direction, the seat lock is unlocked. If the lock unit 104 is rotated in an opposite direction, for example, anti-clockwise direction, the fuel tank cap 108 is unlocked. If the ignition unit 111 is not moved to OFF position, at step 620, the on-board security device 302 again determines if the time elapsed after energizing of the indicators 405 is less than T seconds. If No, at step 617, the on-board security device 302 restricts the movement of the ignition unit 111 and, at step 618, energizes the indicators 405 for T2 seconds to indicate re-authentication is required and moves to step 603.

[0048] The on-board security device 302 further, at step 622, enables the movement of the ignition unit 111. The ignition unit 111 may be rotated from OFF position to ON position. At step 626, the on-board security device 302 determines if the ignition unit 111 is in ON position. If the ignition unit 111 is rotated to ON position, at step 627, the on-board security device 302 disables the lock unit 104 and enables, at step 628, supply of power to electrical loads from the battery and disables the movement of the ignition unit 111. If the ignition unit 111 is moved to LOCK position from OFF position, the on-board security device 302 disables, at step 624, the ignition unit 111 movement and disables the lock unit 104. At step 625, the on board security device 302 energizes the indicators 405 for T2 seconds to indicate re-authentication is required and moves to step 603. If the ignition unit 111 is moved from ON position to OFF position, and OFF position to LOCK position, the vehicle 100 again be locked and in order to access the vehicle 100, again an authentication request is required.

[0049] While supplying power to the vehicle electrical loads, at step 629, the on board security device 302 determines if the ignition unit 111 is moved to OFF position. If yes, the on-board security device 302 further, at step 622, enables the movement of the ignition unit 111. If no, the on-board security device 302 continues supplying, at step 628, power to the vehicle electrical loads and disables the movement of the ignition unit 111.

[0050] Such an implementation of controlling access of a vehicle provides technical advancement in vehicle access management as follows: The existing practices of the key FOB and the shortcomings associated with use of the key fob as already disclosed are completely avoided. The unlock application on the user device gives the user the freedom and comfort to access vehicles from a fleet, wherever and whenever necessary. The burden of carrying a key or a key FOB is avoided and the user device serves the purpose of unlocking the vehicle. Also, the access control system monitors the battery of the user device and offers provisions for emergency charging of the user device, prior to authentication of the user of the vehicle. Since, the unlocking of the vehicle is associated with the unlock application and not the user device alone, the user is facilitated with the flexibility to install the unlock application wherever he/she wishes to install. The unlocking of the vehicle is not limited to the IMEI number of the user device. The communication unit in the power sparing mode reduces the current consumption of the communication unit from the power source of the vehicle. The communication unit is so configured to return to the power sparing mode, whenever non-operational, thereby reducing power consumption of the power source of the vehicle, whenever possible. In vehicles with low power to weight ratios, such as mopeds, electric two-wheeled vehicles, etc., the capacity of the battery is very critical and sparing of charge by the battery for the vehicle access control system needs to be limited. In such vehicles, saving power consumption of the battery by the vehicle access control system by employing the power sparing mode makes the vehicle very efficient. [0051] The successful and unsuccessful authentication are indicated using the indicators, making the process of accessing the vehicle user friendly. Also, chances of theft or abuse of the vehicle are reduced as the vehicle automatically gets locked and the user needs to be re-authenticated, if the vehicle is left unattended beyond predetermined duration in certain position of the ignition unit. The location of the on-board security device centrally in the vehicle reduces the cable runs in the vehicle, aiding in reducing the cost of manufacturing and assembly of the vehicle. The reduced cable lengths between the on-board security device and the communication unit also allows flexibility of placing the communication unit either in the front or the rear of the vehicle, wherever signal transmission and reception is better.