FIELD OF INVENTION

[01] The present invention relates to a field of monitoring and enforcing speed limits for vehicles. More particularly, the present invention relates to a system and a method of monitoring vehicle speed and enforcing anti-speed code in real-time for minimization of speeding-driven accidents.

BACKGROUND OF INVENTION

[02] It is known traffic law violators are a major cause for accidents. The accidents may lead to injuries to people, property, animals or may even cause death of people and the animals. It is estimated that about 1,47,913 people had been killed in road accidents in India in the year 2017. Various attempts have been made to improve traffic law enforcement. For example, several laws have been enacted to impose heavier penalties, including imprisonment in serious cases, and strict enforcement of the Motor Vehicle Act. However, the laws alone did not (or cannot) bring down the road accidents.

[03] In addition, emerging technologies such as camera-based traffic monitoring systems have been used by law enforcement agencies and/or municipalities to enforce the traffic laws in an attempt to modify unsafe driving behaviour. The traffic monitoring allows for enhanced control of traffic signals, speed sensing, detection of incidents (e.g., vehicular accidents) and congestion, collection of vehicle count data, flow monitoring, and numerous other objectives. Additional attempts have been to effectively monitor observance of traffic regulations by vehicles. One such example is disclosed in a PCT Publication No. 2012150362, entitled “System for monitoring the observance of land traffic regulations by vehicles intended for transporting passengers or freight” (“the ‘362 Publication”). The ‘362 Publication discloses a system for monitoring the observance of land traffic regulations by vehicles intended for transporting passengers or freight. The invention comprises a system and a method for monitoring in real time the observance of national regulations relating to: compulsory insurance for land vehicles; driving licences for land vehicles; speed limits for land vehicles on the various types of roads, or segments thereof, in the country; and maximum time limits for non-stop driving of land vehicles for transporting passengers or freight. The system detects, in real time, any violations of the aforementioned regulations and informs the proper traffic authorities, thus maximising the efficiency of said authorities for penalising violations. The ability to detect and notify violations in real time makes the system an optimal device for preventing and drastically reducing accidents.

[04] Another example is disclosed in a France Patent Publication No. 2401424, entitled “Automatic speed limit violation detector - is installed in vehicle and issues tickets as violations occur” (“the ‘424 Publication”). The ‘424 Publication discloses an automatic speed alarm used for warning the driver of a vehicle when the vehicle is exceeding a speed limit. A preset speed selector is provided together with an actual speed signal generator is provided together with an actual A visual warning of excess speed is provided on the vehicle exterior and a penalty ticket issuing mechanism provides an audible record of speed limit infringement.

[05] Yet another example is disclosed in a United Kingdom Patent Publication No. 2474660, entitled “Speed and location monitoring apparatus and method for vehicles” ( “the ‘660 Publication”). The ‘660 Publication discloses an apparatus and method for monitoring the location and speed of a vehicle for analysis of compliance with network, road or route constraints such as speed limits. The apparatus comprises a location and speed reporting device 3 for association with a vehicle, and a central data processing system 2. The location and speed reporting device records vehicle location and speed 5, 6, 7 for a specific journey or period of time, and reports this information along with the driver identity 4 to the central data processing system. The central data processing system correlates this information with network constraint parameters of the route to establish whether or not these have been complied with, or to what extent they have been broken. The driver is then advised if these constraints have not been complied with, and may later download this information 9. The location and speed reporting device may be portable between vehicles [Fig. 2], or fixed within an individual vehicle. The location and speed reporting device may use vehicle on-board systems to receive the vehicle speed and location, and to communicate with the central data processing unit, or may do so independently of any on-board system.

[06] Although the above disclosures help to effectively monitor observance of traffic regulations, there is a need to go beyond the conventional ways and means of checking violation of traffic rules such as deployment of traffic police personnel and installation of cameras and speed breakers (sleeping policemen) on the roads.

[07] Therefore, there is a need in the art to provide a system utilising digital technology to strictly enforce anti-speeding codes such that the vehicles follow the speed limits and minimize the accidents.

SUMMARY OF THE INVENTION

[08] It is an object of the present invention to provide a system that utilises digital technology to strictly enforce anti-speeding codes and that avoids the drawback of known techniques.

[09] It is another object of the present invention to provide a system that presents a Digital Speed Limit Map (DSLM) to set speed limits for all routes, location, time of the day, type of vehicles, etc.

[010] It is another object of the present invention to provide a system capable of setting/changing the speed limits in real-time and communicating the updated speed limits to vehicles based on weather, changing condition of the roads, different traffic periods, construction of new roads and closure of old ones, etc.

[OH] It is another object of the present invention to provide a system capable of raising or lowering the speed limit of the vehicle based on the location, route of the vehicle, weather in the location of the vehicle, time of the day, or type of vehicle. [012] It is yet another object of the present invention to provide a system for generating different penalties based on the distance and duration (and the higher the degree of speeding).

[013] It is yet another object of the present invention to provide a system for transmitting a notification to enforcement personnel (EP) or police personnel to confiscate the vehicle in case an owner of the vehicle fails to comply with the penalty imposed.

[014] In order to achieve one or more objects, the present invention provides a system and a method of monitoring speed of a vehicle and enforcing speed limits on the vehicle. The system receives a speeding instance (SI) and/or a bypassing instance (BI) of the vehicle. The SI is indicative of a breach of speed limit by the vehicle within a time limit. The BI is indicative of tampering of the vehicle captured using last received and first received milometer reading and location coordinates to detect difference in route change. The speed data of the vehicle is captured by monitoring an integrated Milometer/Speedometer Reader (IMSR), location of the vehicle using a location sensor and weather data from an Integrated Fog/Rain Sensor (IFRS). The system analyzes the SI in terms of distance and duration of speeding of the vehicle for determining a quantum of penalty. The system transmits an electronic ticket (e-ticket) comprising the penalty to an owner of the vehicle on a user device. The system checks a compliance of the e-ticket within a stipulated time, wherein the compliance is indicative of clearance of the penalty.

[015] The system allows to set same or different speed limits on all or some types of vehicles moving along a particular route. For example, the system enables the possibility of one type of vehicle, say a bus, to use a different speed limit from that of another vehicle, say car. This ensures the bus cannot falsely use the speed limit set for the car. Further, the system adjusts the speed limit of the vehicle either by raising or lowering the speed limit based on the location, route of the vehicle, weather in the location of the vehicle, time of the day, or type of vehicle. The system transmits the speed limit adjusted to the vehicle such that the vehicle can adjust the speed and stay within the speed limit. [016] In addition, the system provides a greater speed flexibility in changing the speed limit of any route to suit different traffic periods, and changing weather conditions. For example, if the speed limit is set at 50 kmph during a normal traffic period, the system automatically brings down the speed limit to 30 kmph during the rush hour. In another example, during rain or fog, the system automatically changes the normal weather speed limit into the fog or rain adjusted speed limit as the same speed limits cannot be used/allowed for all weather conditions. In addition, the system presents a unique feature i.e., a Faster Ride Mode (FRM). The system activates the FRM in the vehicle in case of emergency or hurry. The FRM enables the vehicle to travel faster e.g., up to 20% faster than the speed limit without the risk of a Speed Limit Breach (SLB).

[017] The system checks whether the vehicle has a subsequent speeding instance (SI) within the stipulated time given to comply with the penalty raised. In case of subsequent speeding instance(s), the system aggregates the SI and the subsequent SI. Here, the subsequent SI comprises another e-ticket with another stipulated time different from the stipulated time. The system generates an electronic order (e-order) for confiscation of the vehicle in case of non- compliance of the e-ticket within the stipulated time. The system transmits the e-order to a law enforcement server managed by a police personnel or enforcement personnel (EP). Upon receiving the e-order, the EP confiscates the vehicle.

[018] In one technical advantageous feature of the present invention, the system adjusts the speed limit of the vehicles based on the GPS coordinates, weather conditions such as rain or fog, different periods of the day and/or any other relevant factors. This reduces dependence on road signs or other roadside installations to indicate the speed limits for the vehicles.

[019] In one advantageous feature of the present invention, the system allows to implement the speed limits in any vehicle i.e., either land- based vehicle or water-based vehicle. This allows to monitor and manage traffic effectively with controlled speed limits depending on GPS coordinates, weather conditions such as rain or fog, different periods of the day and/or any other relevant factors. [020] In one advantageous feature of the present invention, the system imposes a penalty in case the vehicle is found to be bypassing the speed limits imposed. As such, the owners of the vehicles are discouraged from tampering with the speed limit installed in the vehicle/user device.

[021] The system enforces anti-speeding codes in real time and acts as a formidable deterrence against speeding. This results in the vehicles following the set speed limits and reduces the road accidents and enhances road safety. In addition, the system helps in cultivation of a public tendency towards safe driving/riding. The strict adherence of speed limits allows to minimize the overall economic cost of speeding-driven accidents by way of reduction in speeding- induced wastage of fuel and corresponding fall in carbon emissions, avoidance of destruction of assets, and potential fall in insurance premium rates vis-a-vis motor vehicles in the long run. Further, the system helps in saving lives of people and animals through prevention or reduction in road accidents.

[022] Features and advantages of the invention hereof will become more apparent in light of the following detailed description of selected embodiments, as illustrated in the accompanying FIGURES. As will be realised, the invention disclosed is capable of modifications in various respects, all without departing from the scope of the invention. Accordingly, the drawings and the description are to be regarded as illustrative in nature.

BRIEF DESCRIPTION OF FIGURES

[023] In the following drawings like reference numbers are used to refer to like elements. Although the following figures depict various examples of the invention, the invention is not limited to the examples depicted in the figures.

[024] FIG. 1 illustrates an exemplary network communications system for monitoring speed of a vehicle and enforcing speed limits on the vehicle for minimising accidents, in accordance with one embodiment of the present invention; [025] FIG. 2 illustrates a diagrammatic representation of the system, in accordance with one embodiment of the present invention;

[026] FIG. 3 illustrates a block diagram of a vehicle, in accordance with one embodiment of the present invention;

[027] FIG. 4 illustrates a block diagram of a user device or law enforcement server, in accordance with one embodiment of the present invention;

[028] FIG. 5 illustrates a method of registering the user and the vehicle with the system, in accordance with one exemplary embodiment of the present invention;

[029] FIG. 6 illustrates a method of Speeding Data Capturing Process, in accordance with one exemplary embodiment of the present invention;

[030] FIG. 7 illustrates a method of processing Integrated Milometer/Speedometer Reader- Backup Function (IMSR-BF), in accordance with one exemplary embodiment of the present invention;

[031] FIG. 8 illustrates a method of detecting a Bypassing Instance (BI), in accordance with one exemplary embodiment of the present invention;

[032] FIG. 9 illustrates a method of processing data by a second processor of the vehicle, in accordance with one exemplary embodiment of the present invention;

[033] FIG. 10 illustrates a method of processing the bypassing instance (BI) or speeding instance (SI) for issuing an e-ticket to the owner, in accordance with one exemplary embodiment of the present invention; [034] FIG. 11 illustrates a method of monitoring owner’s compliance of the e-ticket for bypassing instance or speeding instance (eTB/SI), in accordance with one exemplary embodiment of the present invention;

[035] FIG. 12 illustrates a method of processing data based on compliance of the owner with the e-ticket, in accordance with one exemplary embodiment of the present invention; and

[036] FIG. 13 illustrates a complying with an e-TB/SI or multiple bypassing/speeding instances (Ae-TMB/SI), with or without Escalating Non-Compliance Fine (ENCF) by the owner, in accordance with one exemplary embodiment of the present invention.

[037] It will be noted that throughout the appended drawings, like features are identified by like reference numerals.

DETAILED DESCRIPTION OF INVENTION

[038] The following detailed description is susceptible to various modifications and alternative forms, specific embodiments thereof will be described in detail and shown by way of example. It should be understood, however, that there is no intent to limit example embodiments of the present invention to the particular forms disclosed. Conversely, example embodiments are to cover all modifications, equivalents, and alternatives falling within the scope of the invention.

[039] It should be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of the present invention.

[040] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be further understood that the terms “comprises,” “comprising,” “includes,” “including,” and/or “having” specify the presence of stated features, integers, steps, operations, elements, and/or components when used herein, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

[041] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. It should be further understood that terms, e g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and are not to be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[042] It should also be noted that in some alternative implementations, functions/acts noted in a specific block may occur out of the order noted in a flowchart. For example, two blocks shown in succession may in fact be executed substantially concurrently or may sometimes be executed in a reverse order depending upon functionality or acts involved.

[043] It should be understood that the present invention describes a system and a method of monitoring speed of a vehicle and enforcing speed limits on the vehicle for minimising accidents. The system receives a speeding instance (SI) and/or bypassing instance (BI) of the vehicle. The SI is indicative of a breach of speed limit by the vehicle within a time limit. The BI is indicative of tampering of the vehicle captured using last received and first received milometer reading and location coordinates to detect difference in route change. The speed data of the vehicle is captured by monitoring an integrated Milometer/Speedometer Reader (IMSR), location of the vehicle using a location sensor and weather data from an Integrated Fog/Rain Sensor (IFRS). The system analyzes the SI in terms of distance and duration of speeding of the vehicle for determining a quantum of penalty. The system transmits an electronic ticket (e-ticket) comprising the penalty to an owner of the vehicle on a user device. The system checks a compliance of the e-ticket within a stipulated time, wherein the compliance is indicative of clearance of the penalty. [044] Various features and embodiments of the system for monitoring speed of a vehicle and enforcing speed limits on the vehicle for minimising accidents are explained in conjunction with the description of FIGURES (FIGs) 1-13.

[045] The presently disclosed invention provides a system for monitoring speed of a vehicle and enforcing speed limits on the vehicle for minimising accidents. FIG. 1 shows an environment 10 in which a system 12 implements for monitoring speed of a vehicle and enforcing speed limits on the vehicle for minimising accidents, in accordance with one embodiment of the present invention. The system 12 includes a server and/or database comprising an application to execute functions for monitoring speed of a vehicle and enforcing speed limits on the vehicle. In alternative embodiments, the system 12 operates as a standalone device or may be connected (e.g., networked) to other systems. Further, a person skilled in the art understands that the system 12 implements in any different computing systems, environments, and/or configurations such as a workstation, an electronic device, a mainframe computer, a laptop, and so on. In a networked deployment, the system 12 operates in the capacity of a server or a client machine in server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment. In one example, law enforcement agencies such as police personnel operate the system 12 for monitoring speed limits on roads/waterways and imposing fines on motorists/owners/users 20 of vehicles 14. In another example, a private agency manages the system 12 comprising motorists/owners/users 20 of the vehicles 14 who have subscnbed/registered to use the features offered by the system 12.

[046] FIG. 2 shows a diagrammatic representation of the system 12, in accordance with one embodiment of the present invention. The system 12 comprises a first processor 102 (e.g., a central processing unit (CPU), a graphics processing unit (GPU) or both), a first memory 106, which communicates with at least one other via a bus 104. Each of the first processor 102 and the first memory 106 comprises instructions 108 stored therein. The first memory 106 further stores data 110. The data 110 includes, but not limited to, user profile data 112, penalty data 114, location speed limit data 116, faster ride data 118 and weather data 120. [047] In accordance with the present invention, user profile data 112 indicates data corresponding to owners of vehicles (owner 14, as shown in FIG. 1, for example). Here, user profile data 112 includes name of the owner, age, sex, address, unique identification number, vehicle number, personal insurance, vehicle insurance, and other details associated with the owner and/or vehicle. The penalty data 114 indicates data penalty to be awarded to owners and/or drivers of the vehicle when they are found to be speeding or bypassing the speed limits. The penalty may be awarded in the form of fine, forfeiture/confiscation of vehicle, cancellation of driving license and/or motor vehicle registration, or a jail term (imprisonment), rehabilitation, or any other form as known in the art. The location speed limit data 116 indicates data corresponding to minimum speed and maximum speed specified for imposing speed limits within a locality or road/route or a particular time period of a day/week/month, etc. In one embodiment, the system 12 generates a Digital Speed Limit Map (DSLM) for different vehicles 14. The DSLM comprises a location map with speed limits specified for all routes, timings of the day, faster mode, etc. The system 12 communicates the DSLM to the vehicles 14 and/or user device 18. The system 12 updates the DSLM periodically or in real-time based on the changes made to the speed limits due to condition of roads, construction of new roads and closure of old ones, change in road layout, weather, etc.

[048] The faster ride data 118 indicates data corresponding to the speed at which the vehicles are allowed to move at a greater speed than specified speed limits in case of certain situations. Exemplary situations include emergencies caused due to human or natural circumstances, movement of specific vehicles such as ambulances, fire brigade, etc. For example, the faster ride data 118 stores data for a specific vehicle such that the vehicle can travel up to say 20% faster than the speed limit without the risk of a Speed Limit Breach (SLB). The faster ride data 118 may also include additional conditions such as it is made available for a maximum of ten (10) hours a month, or the vehicle cannot utilise the feature during rush hours or while the fog or rain adjusted speed limit is on, or the vehicle is allowed to use the fast mode upon being charged an amount depending on the usage. The weather data 120 indicates speed limit specified for a locality or road or a particular time period of a day/week/month based on the weather such as rain, fog or even traffic density. Here, the system 12 stores different speed limits of any route in first memory 106 to suit different traffic periods on a given day for different weather conditions. For instance, consider the system 12 determines a speed limit, say 50 kilometres per hour (kmph) during a normal traffic period, then system 12 changes the speed limit to, say 30 kmph during the rush hour or when there is fog or rain detected in the locality. The first memory 106 stores all speed limit data for different environments.

[049] The system 12 further comprises a first display 122 (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The system 12 further comprises an alphanumeric input device (e.g., a keyboard) and/or a touchscreen 124, a user interface (UI) navigation device 126 (e.g., a mouse), a disk drive unit 128, a signal processing device 132 (e.g., a speaker) and a network interface device 134.

[050] The disk drive unit 128 includes a machine-readable medium 130 on which is stored one or more sets of instructions and data structures (e g., software 108) embodying or utilized by any one or more of the methodologies or functions described herein. It should be understood that the term “machine-readable medium” might be taken to include a single medium or multiple medium (e.g., a centralized or distributed database, and/or associated caches and servers) that store the one or more sets of instructions. The term “machine-readable medium” may also be taken to include any medium that is capable of storing, encoding or carrying a set of instructions for execution by the machine and that cause the machine to perform any one or more of the methodologies of the present invention, or that is capable of storing, encoding or carrying data structures utilized by or associated with such a set of instructions. The term “machine-readable medium” may accordingly be taken to include, but not be limited to, solid-state memories, optical and magnetic media, and carrier wave signals.

[051] The instructions 108 reside, completely or at least partially, within the first memory 106 and/or within the first processor 102 during execution thereof by the system 12, the first memory 106 and the first processor 102 also constituting machine-readable media. The instructions 108 may further be transmitted or received over a network 16 via the network interface device 134 utilizing any one of a number of well-known transfer protocols. [052] Referring to FIG. 1, the system 12 communicatively connects to a plurality of vehicles i.e., a first vehicle 14a, a second vehicle 14b, collectively referred as vehicles 14 or simply a vehicle 14 (when referred to a single vehicle). Here, the vehicle 14 refers to a car, van, semitruck, truck, bus, motor cycle, or any land-based vehicle. In one exemplary embodiment, the vehicle 14 may also refer to water-based vehicles such as boats/ships used to transport people or goods from one place to another. The system 12 communicatively connects to the vehicles 14 via a network 16. The network 16 includes a wireless network, a wired network or a combination thereof. The network 16 can be implemented as one of the different types of networks, such as intranet, local area network (LAN), wide area network (WAN), the internet, and the like. The network 16 implements as a dedicated network or a shared network. The shared network represents an association of the different types of networks that use a variety of protocols, for example, Hypertext Transfer Protocol (HTTP), Transmission Control Protocol/Internet Protocol (TCP/IP), Wireless Application Protocol (WAP), RF frequency, Bluetooth, and the like, to communicate with one another. Further, network 16 includes a variety of network devices, including routers, bridges, servers, computing devices, storage devices, and the like.

[053] FIG. 3 shows a block diagram of the vehicle 14, in accordance with one embodiment of the present invention. The vehicle 14 includes a dashboard 200 having at least one second processor 202. The at least one second processor 202 includes one or more commonly known CPUs such as microprocessor or microcontroller. It should be understood that at least one second processor 202 might be responsible for implementing specific functions under the control of software including an operating system, and any appropriate applications software. In the present embodiment, the at least one second processor 202 acts as an Automatic Data Processing Module (ADPM) for processing the data received and sent from it.

[054] Further, the dashboard 200 comprises a second memory 204 such as a volatile memory (e.g., RAM), non-volatile memory (e.g., disk memory, FLASH memory, EPROMs, etc.), unalterable memory, and/or other types of memory. In one implementation, the second memory 204 might be configured or designed to store data, program instructions. The program instructions might control the operation of an operating system and/or one or more applications. The dashboard 200 comprises a second interface(s) 208. The second interfaces 208 may include wired interfaces and/or wireless interfaces. In at least one implementation, the second interfaces 208 may include functionality similar to at least a portion of functionality implemented by one or more computer system interfaces such as those described herein and/or generally known to one having ordinary skill in the art. The dashboard 200 further comprises a second display 210. The second display(s) 210 may be implemented using LCD display technology, OLED display technology, and/or other types of conventional display technology. The second display 210 may display alert/notification/speed limit data/penalty data transmitted by the system 12.

[055] The dashboard 200 further comprises a wireless communication module(s)/ second transceiver 214. The second transceiver 214 may be configured to communicate with external devices using one or more wireless interfaces/protocols such as, for example, 802.11 (Wi-Fi), 802.15 (including Bluetooth™), 802.15 (Wi-Max), 802.22, Cellular standards such as CDMA, CDMA2000, WCDMA, Radio Frequency (e.g., RFID), Infrared, Near Field Magnetics, etc. The dashboard 200 further comprises a second Audio/Video device(s) 216. The second Audio/Video device(s) 216 includes components for displaying audio/visual media. For example, the second Audio/Video device(s) 216 may include cameras, speakers, microphones, media presentation components, wireless transmitter/receiver devices for enabling wireless audio and/or visual communication between the vehicle 14 either directly or via a user device 18, the system 12 and a law enforcement server 22. The second Audio/Video device(s) 216 may announce or play the alert/notification/speed limit data/penalty data transmitted by the system 12.

[056] In accordance with one embodiment of the present invention, the dashboard 200 comprises an Integrated Milometer/Speedometer Reader (IMSR) 206, an Integrated Fog/Rain Sensor (IFRS) 212, and a Multiple Network Access Subscriber Identification Module (MNASIM) 218. The IMSR 206 monitors and records a milometer and speedometer of the vehicle 14 in real-time or based on predefined time intervals. For example, the IMSR 206 monitors and records vehicle’s speedometer readings second by second. The IFRS 212 configures to adjust the speed of the vehicle 14 during different environments such as fog or rain. The MNASIM 218 integrates in each of the vehicles 14 for uniquely identifying the vehicle 14. [057] Additionally, the dashboard 200 includes a location sensor 220 such as a Global Positioning System (GPS) sensor, for example to determine the location of the vehicle 14. As specified above, the system 12 generates and transmits the DSLM to the vehicles 14 and/or user device 18 periodically or in real-time based on the changes made to the speed limits due to condition of roads, construction of new roads and closure of old ones, change in road layout, weather, etc. Upon receiving, the second memory 204 stores the DSLM. During use, the location sensor 220 determines the location of the vehicle 14 and updates the second processor 202. The second processor 202 obtains the location information from the location sensor 220 and speed data from the IMSR 206. Further, the second processor 202 constantly updates the speed and location of the vehicle 14 to the system 12. When the vehicle 14 moves from one stretch/part of the road to another with a different speed limit, the second processor 202 gets updates from the DSLM on the new speed limit. Further, the IFRS 212 updates the second processor 202 at regular intervals on weather conditions so as to prompt the second processor 202 to adjust the speed limit in case of fog or rain.

[058] In accordance with the present invention, the location sensor 220 keeps tracking the location of the vehicle 14 second by second corresponding to the DSLM. When the vehicle 14 moves from one stretch of road to another with a different speed limit, the location sensor 220 instantly updates the second processor 202 on the new speed limit. The IFRS 206 too updates the DSLM at regular intervals on weather conditions so as to prompt the second processor 202 to adjust the speed limit in case of fog or ram.

[059] In one example, the vehicle 14 communicatively connects to the system 12 directly via the network 16. Here, an owner or user 20 of the vehicle 14 operates the dashboard to send or receive the data from the system 12. For instance, the owner 20 of the vehicle 14 operates the dashboard 200 to access the system 12 to view user profile data 112, penalty data 114, location speed limit data 116, faster ride data 118 and weather data 120, etc. stored in the first memory 106. Alternately, the owner 20 of the vehicle 14 communicatively connects the vehicle 14 to his/her user device 18 and sends or receives the data from the system 12. The user device 18 indicates an electronic device such as a mobile device, a personal digital assistant, a laptop computer, a tablet computer, a desktop computer etc. In the present embodiment, the owner 20 of the vehicle 14 operates uses the user device 18 to access the system 12 to view user profile data 112, penalty data 114, location speed limit data 116, faster ride data 118 and weather data 120, etc.

[060] FIG. 4 shows a block diagram of the user device 18, in accordance with one embodiment of the present invention. The user device 18 includes at least one third processor 302. The at least one third processor 302 includes one or more commonly known CPUs such as microprocessor or microcontroller. It should be understood that at least one third processor 302 is responsible for implementing specific functions under the control of software including an operating system, and any appropriate applications software. The user device 18 includes a third memory 204 such as a volatile memory (e.g., RAM), non-volatile memory (e.g., disk memory, FLASH memory, EPROMs, etc.), unalterable memory, and/or other types of memory. In one implementation, the third memory 204 might be configured or designed to store data, program instructions. The user device 18 includes third interface(s) 306. The third interface(s) 306 may include wired interfaces and/or wireless interfaces. In at least one implementation, the third interface(s) 306 may include functionality similar to at least a portion of functionality implemented by one or more computer system interfaces such as those described herein and/or generally known to one having ordinary skill in the art. The user device 18 includes a third display 308. The third display 308 is implemented using LCD display technology, OLED display technology, and/or other types of conventional display technology. The user device 18 includes a one or more user I/O Device(s) 310. The one or more user I/O Device(s) 310 includes keys, buttons, scroll wheels, cursors, touchscreen sensors, audio command interfaces, magnetic stripe reader, optical scanner, etc. The user device 18 includes a third Audio/Video device 312. The third Audio/Video device 312 includes components for displaying audio/visual media. For example, the third Audio/Video device 312 may include cameras, speakers, microphones, media presentation components, etc. The third Audio/Video device 312 may announce or play the alert/notification/speed limit data/penalty data transmitted by the system 12. Additionally, the device 18 includes a third transceiver 314. The third transceiver 314 may be configured to communicate with external devices using one or more wireless interfaces/protocols such as, for example, 802.11 (Wi-Fi), 802.15 (including Bluetooth™), 802.15 (Wi-Max), 802.22, Cellular standards such as CDMA, CDMA2000, WCDMA, Radio Frequency (e.g., RFID), Infrared, Near Field Magnetics, etc. [061] Referring back to FIG. 1, an enforcement personnel or a law enforcement officer 24 accesses the system 12 using a law enforcement device 22. Here, the enforcement personnel or law enforcement officer 24 indicates a police officer or traffic police personnel (traffic police) or a Penalty Receiving Bank (PRB) who operates the law enforcement device 22 to access the system 12 for enforcing the speed limits on the vehicle, collecting fines, confiscating the vehicle 14, etc. The law enforcement device 22 indicates an electronic device such as a mobile device, a personal digital assistant, a laptop computer, a tablet computer, a desktop computer etc. The law enforcement device 22 includes and operates similar to the user device 18, as explained above. As such, the enforcement personnel 24 is capable of accessing the system 12 to view user profile data 112, penalty data 114, location speed limit data 116, faster ride data 118 and weather data 120, etc.

[062] The present description is explained considering that user device 18 (or vehicle 14) updates information corresponding to user 20 and his vehicle 14 to the system 12. The system 12 monitors the speed of the vehicle 14 at all times and enforces speed limits breaches and/or bypassing by the user/owner 20. The system 12 allows the enforcement personnel 24 to access the data to enforce any breach in the speed limit and/or bypassing by the user 20.

[063] FIG. 5 illustrates method 400 of updating details of the user 20 and the vehicle 14 with the system 12, in accordance with one exemplary embodiment of the present invention. The order in which method 400 is described should not be construed as a limitation, and any number of the described method blocks can be combined in any order to implement method 400 or alternate methods. Additionally, individual blocks may be deleted from method 400 without departing from the scope of the invention described herein. Furthermore, method 400 can be implemented in any suitable hardware, software, firmware, or combination thereof. However, for ease of explanation, in the embodiments described below, method 400 may be implemented using the above-described system 12.

[064] The method 400 begins at step 402. At step 402, the user 20 communicatively connects to the system 12 using his/her user device 18. Here, the user 20 submits an application comprising his/her details and the vehicle details with the system 12. The user details include, but are not limited to, name, address, driver’s license information, height, weight, email address, contact phone number, personal insurance details, etc. The vehicle details include, but are not limited to, Vehicle Identification Number (VIN), chassis number, engine number, vehicle colour, manufacturer, type of vehicle, year of manufacturing, model number, emission details, insurance detail, etc. After receiving, the system 12 checks whether the user details and vehicle details received are accurate, as shown at step 404. In one example, the system 12 verifies the user details and vehicle details with a database managed by the federal/state/local/municipal government. Alternatively, the system 12 verifies the user details and vehicle details with the details received from the user 20 at the time of registering the vehicle 14. In another alternate embodiment, the user details and vehicle details are verified manually and updated in the system 12. If the user details and vehicle details are verified, then method 400 moves to step 408. If the user details and vehicle details are not verified, then method 400 moves to step 406. At step 406, the system 12 transmits a failure message to the user 20 on his/her user device 18 or the vehicle 14 that the registration is not complete.

[065] At step 408, the user details and the vehicle details are added in the first memory 106. In accordance with one embodiment of the present invention, the system 12 creates an Individual Motor Vehicle Folder (IMVF) in the first memory 106 for each user/owner 20 of the vehicle 14. After adding the IMVF in the first memory 106, the system 12 generates and transmits a confirmation message to the user 20 on his/her user device 18.

[066] After registering the user 20 and the vehicle 14, the system 12 monitors the speed limits of the vehicle 14. As specified above, the second processor 202 obtains the location information from the location sensor 220 and speed data from the IMSR 206. Further, the second processor 202 constantly updates the speed and location of the vehicle 14 to the system 12. When the vehicle 14 moves from one stretch/part of the road to another with a different speed limit, the second processor 202 gets updates from the DSLM on the new speed limit. Further, the IFRS 212 updates the second processor 202 at regular intervals on weather conditions so as to prompt it to adjust the speed limit in case of fog or rain. In case the vehicle 14 moves at a speed above the specified speed limit, then such an instance is considered as a Speed Limit Breach (SLB). In other words, a vehicle is considered to breach the speed limit when the second processor 202 determines that the speedometer reading exceeded its specified speed limit. When SLB is detected, the second processor 202 initiates a Speeding Data Capturing Process (SDCP) for recording and updating the data to the system 12. FIG. 6 illustrates a method 500 of SDCP of detecting, registering, recording and forwarding the speeding data of the vehicle 14 to the system 12, in accordance with one exemplary embodiment of the present invention. The order in which method 500 is described should not be construed as a limitation, and any number of the described method blocks can be combined in any order to implement method 500 or alternate methods. Additionally, individual blocks may be deleted from method 500 without departing from the scope of the invention described herein. Furthermore, method 500 can be implemented in any suitable hardware, software, firmware, or combination thereof. However, for ease of explanation, in the embodiments described below, method 500 may be implemented using the second processor 202.

[067] The method 500 starts at step 502. At step 502, the second processor 202 initiates the SDCP. A person skilled in the art understands that the second processor 202 initiates the SDCP when the vehicle 14 is on the move i.e., from starting point to the destination location or when the ignition is ON. The second processor 202 constantly checks whether the vehicle 14 has crossed/breached the speed limit. For example, consider the system 12 determines 100 kmph for vehicle 14 along a particular route. If the second processor 202 detects that the vehicle 14 speed has exceeded 100 kmph, then the second processor 202 registers as the SLB. At any given point of time the vehicle 14 breaches the speed limit, the second processor 202 checks whether the user 20 manages to do a Speed Limit Unbreach (SLU), as shown at step 504. Here, SLU indicates a situation whereby the user 20 brings the speed of the vehicle 14 down to the speed limit or below within a predefined time limit (time limit). In one example, the predefined time limit is set to five (5) seconds from the instance of detection of SLB. If the second processor 202 determines that the vehicle 14 has come down to the speed limit or below within the predefined time limit i.e., within 4.9 seconds, then the method 500 moves to step 506 and terminates the SDCP. [068] If the speed of the vehicle 14 does not come down to the speed limit within the predefined time limit, then method 500 moves to step 508. At step 508, the second processor 202 registers the scenario as a Speeding Instance (SI) and starts recording the emerging speeding data exactly at the fifth (5) second i.e., upon completion of the predefined time limit. The second processor 202 keeps on recording every bit of data flowing from the IMSR 206 along with the location of the vehicle 14 from the location sensor 220. A person skilled in the art understands that the second processor 202 records changing location coordinate pairs and corresponding speed limit until the vehicle 14 reaches SLU. Once the vehicle 14 reaches SLU, the second processor 202 instantly generates and forwards the speeding data, recorded until the SLU, to the system 12 in the form of a Speeding Instance Data Set (SIDS), as shown at step 510. The method 500 ends at step 510.

[069] In case the second processor 202 does not receive the milometer and/or speedometer readings from the IMSR 206 for a predetermined time period, say five (5) consecutive minutes, then the second processor 202 automatically initiates an automatic recourse referred to as an ‘IMSR-Backup Function (IMSR-BF). In one example, the second processor 202 may not receive the milometer and/or speedometer readings due to failure of the IMSR 206. FIG. 7 illustrates a method 600 of processing the IMSR-BF, in accordance with one exemplary embodiment of the present invention. The order in which method 600 is described should not be construed as a limitation, and any number of the described method blocks can be combined in any order to implement method 600 or alternate methods. For ease of explanation, in the embodiments described below, method 600 may be implemented using the second processor 202.

[070] The method 600 starts at step 602. At step 602, the second processor 202 detects nonreceipt of data input i.e., milometer and/or speedometer readings from the IMSR 206 for a predetermined time period, say five (5) consecutive minutes. At step 604, the second processor 202 draws upon a time-series of GPS coordinate pairs and corresponding speed limit(s) received from the DSLM in the last five minutes. The second processor 202 processes (step 604) all the drawn-upon (and emerging) data to determine/detect (step 606) if there has been a speeding instance (SI) on the basis of GPS coordinate pairs and timings at one (1) km route intervals and corresponding speed limit(s). If the second processor 202 does not detect any speeding instance at step 606, then method 600 moves to step 608. At step 608, the second processor 202 terminates the IMSR-BF. If the second processor 202 detects any speeding instance at step 606, then method 600 moves to step 610. At step 610, the second processor 202 registers the speeding instance (SI). Subsequently, the second processor 202 generates and forwards a Speeding Instance Data Set (SIDS) to the system 12, as shown at step 612. The method 600 ends at step 612.

[071] An exemplary scenario is presented to explain the IMSR-BF. Consider that while moving along a route with a speed limit of 30 kmph for vehicles 14 (cars), if a vehicle 14 is located by the location sensor 220 at location X2Y4 at 02:01 pm after it had been located at XI Y3 at 02.00, with the distance between XI Y3 and X2Y4 being 1km, then the vehicle 14 is confirmed through the IMSR-BF to have committed the speeding instance. If the vehicle 14 is confirmed in the same way to have committed another SI in covering the next 1km, the second processor 202 combines the two consecutive Sis, with the combining process continuing until the vehicle 14 is confirmed to have done the SLU by covering any following 1km within the speed limit, or more, by taking at least 2 minutes to cover the distance of IKm. Even if the second processor 202 determines that the vehicle 14 has taken two (2) minutes to cover a distance of 1 km along the 30 kmph route, then the second processor 202 still considers the vehicle 14 to have committed speeding in between by covering a length of, say 500m in 30 seconds and the next 500m in 90 seconds. A person skilled in the art understands that the second processor 202 considers the route gap for processing the IMSR-BF at the shortest time possible based on the location of the vehicle 14. The second processor 202 processes the entire data generated by the IMSR 206 and the location sensor 220 including the DSLM for determining the IMSR-BF. In certain scenarios, the second processor 202 allows the user 20 to delete readings from the IMSR 206 and the location sensor 220 such as during repair/maintenance of the vehicle 14.

[072] At any given point of time, the user 20 may make manual modifications such as turning OFF or deactivating or manipulating or tampering the second processor 202/dashboard 200/vehicle 14 or any other sensor such as components in IMSR 206, the IFRS 212, and the location sensor 220 to bypass the second processor 202 from capturing and forwarding the Sis to the system 12. In order to identify any such modifications or tampering in the vehicle 14, the second processor 202 monitors the location of the vehicle from the readings of the location sensor 220. FIG. 8 illustrates a method 700 of detecting any Bypassing Instance (BI), in accordance with one exemplary embodiment of the present invention. The order in which method 700 is described should not be construed as a limitation, and any number of the described method blocks can be combined in any order to implement method 700 or alternate methods. For ease of explanation, in the embodiments described below, method 700 may be implemented using the second processor 202.

[073] The method 700 begins at step 702. At step 702, the second processor 202 triggers or gets activated when the vehicle 14 starts moving. At all times, the second processor 202 detects (step 704) and monitors the milometer reading and GPS coordinate pair last received from the IMSR 206 and the location sensor 220/second memory 204. When the second processor 202 detects that the readings are not received, then the second processor 202 considers the readings of milometer reading and GPS coordinate pairs from the time they have been turned OFF against (step 704) those first received when it was turned ON. As such, the second processor 202 detects whether there is any significant route location difference from the time they have been turned OFF against those first received when it was turned ON, as shown at step 706. If there is no difference in the route location, then method 700 moves to step 708, where the second processor 202 terminates detection of BI. If there is a difference in the route location, then method 700 moves to step 710. At step 710, the second processor 202 confirms there is BI by the user 20 of the vehicle 14. At step 712, the second processor 202 generates a Bypassing Instance Data Set (BIDS) corresponding to the time it detected that the user 20 has bypassed. Further, the second processor 202 transmits/updates the BIDS to the system 12.

[074] In the present invention, the system 12 configures the speed limits based on the time of the day, weather conditions, etc., and communicates to the vehicle 14. The second processor 202 receives the data from the system 12, implements the speed limits in the vehicle 14 and updates the speeding instance and/or bypassing instance detected in the vehicle 14 in real-time to the system 12. FIG. 9 illustrates a method 800 of processing the data by the second processor 202, in accordance with one exemplary embodiment of the present invention. The method 800 begins at step 802. At step 302, the IFRS 212 records and submits the ram and/or fog data to the second processor 202. Further, the location sensor 220 determines the location of the vehicle 14. Furthermore, the IMSR 206 determines the speed at which the vehicle 14 is moving (moving vehicle (MV)). The second processor 202 obtains the weather data, location data and speed data from the IFRS 212, the location sensor 220 and the IMSR 206, respectively and transmits the data to the system 12. Here, the system 12 checks the first memory 106 and updates the speed limits to the vehicle 14 corresponding to the weather data, location data and speed data for the type of vehicle. Here, the system 12 also considers two Possible but Mutually Exclusive Cases (PbMECs) to determine the speed limits for the vehicle 14. The feature of two PbMECs is explained in greater details in conjunction with FIGs. 11 and 12 in subsequent parts of the description.

[075] If the second processor 202 detects fog or rain in a certain location of the moving vehicle 14, then the system 12 modifies the speed limit, as shown in step 804. For example, the system 12 modifies the speed limit by lowering the speed limit by a certain percentage below the original speed limit, say from 80kmph to 65kmph (about 20 % reduction in speed). If the second processor 202 does not detect fog or ram, then the system 12 retains the speed limits to its original speed limit for the location, as shown at step 806. As specified above, the system 12 obtains the update corresponding to the route and location of the vehicle 14 constantly at predefined time intervals or in real-time, as shown at step 808. This helps the system 12 to communicate to the vehicle 14 for updating the speed limiting from time to time (step 810).

[076] In one exemplary implementation, the system 12 allows the vehicles 14 (certain type of vehicles or all vehicles along the route) to utilise a Faster Ride Mode (FRM). Under FRM, the system 12 raises the speed limits by a certain percentage above the original speed limit, thereby allowing the vehicle 14 to move at a faster speed than normally allowed speed limits. For example, consider the original speed limit is 80 kmph for vehicles 14 moving along a particular route. When the FRM is activated, the vehicles 14 are allowed to move 20% higher speed, say 95 kmph along the route. At step 812, the system 12 determines whether the vehicle 14 requires activation of the FRM. If the FRM is not required, then method 800 moves to step 806, whereby the vehicles 14 are monitored for speed limits within the original speed limit. If the system 12 allows activation of the FRM, then method 800 moves to step 814. At step 814, the system 12 transmits the raised speed limits to the vehicle 14. Here, the second processor 202 monitors the speed (based on the raised speed limits) and location of the vehicle 14 and updates the data to system 12. At any given point of time, if the second processor 202 determines that the vehicle 14 has BI or SI, then the second processor 202 communicates the data to the system 12, as explained using method 500 and method 600 in FIG. 6 and FIG. 7, respectively.

[077] The system 12 activates the FRM in case of emergency or specific situations such that the vehicles 14 can travel up to, say 20% faster than the original speed limit without the risk of the Speed Limit Breach (SLB). In one scenario, the system 12 activates the FRM for a certain period of time, say a maximum of 10 hours a month for the vehicle 14, depending on the type of vehicle, route, time of the day, etc. In another scenario, the system 12 deactivates the FRM during a rush hour or while the fog or rain adjusted speed limit is ON. In another scenario, the system 12 activates the FRM for vehicles 14 upon payment of a certain fee. However, the system 12 may not impose any restrictions such as FRM or speed limits on certain vehicles such as ambulances, fire brigade vehicles, police vehicles, and other emergency service vehicles.

[078] Upon detecting the bypassing instance (BI) or speeding instance (SI), the second processor 202 in the vehicle 14 or the user device 18 updates the data to the system 12. The system 12 receives the data and processes the data to fix a penalty for the owner 20 or generates an electronic ticket (e-ticket) to confiscate the vehicle 14. Now referring to FIG. 10, a method 900 of processing the bypassing instance (BI) or speeding instance (SI) for issuing an e-ticket to the owner 20 is explained, in accordance with one embodiment of the present invention. The method 900 begins at step 902. At step 902, the system 12 receives the bypassing instance (BI) or speeding instance (SI) recorded by the vehicle 14 or the user device 18. At step 904, the system 12 analyses the type of bypassing instance (BI) or speeding instance (SI) by the owner 20 of the vehicle 14. As known, penalties are defined for different types of Bls or Sis. Depending on the type of violation, the system 12 stores the information corresponding to the penalty to be imposed/raised to the owner 20 of the vehicle 14. The BI or SI may vary in terms of distance and duration (and higher the degree of speeding). For instance, the system 12 imposes heavy penalties for longer distance and duration (and higher the degree of speeding). The system 12 retrieves the penalty information and generates an e-ticket for BI or SI, as shown at step 906. Here, the system 12 updates the penalty information in the IMVF created for the owner 20 of the vehicle 14 in the first memory 106. In one implementation, the system 12 provides a sufficient time period (stipulated time), say 10 days to comply with the e-ticket to the owner 20. At step 908, the system 12 transmits the e-ticket to the owner 20. The system 12 transmits the e-ticket detailing the amount of penalty, online payment links, implications in case of failure to pay the penalty within a stipulated/specific period, reason(s) for the imposition of the penalty, etc. The owner 20 may comply with the e-ticket by paying the amount specified in the e-ticket.

[079] After transmitting the e-ticket to the owner 20, the system 12 monitors whether the owner 20 has complied with the e-ticket or not. Referring to FIG. 11, a method 1000 of monitoring owner’s compliance of the e-ticket for bypassing instance (BI) or speeding instance (SI) (eTB/SI) is explained, in accordance with one embodiment of the present invention. The method 1000 starts at step 1002. At step 1002, the system 12 checks two Possible but Mutually Exclusive Cases (PbMECs) with regard to the owner’s compliance to the e-ticket. Here, two PbMECs include whether the owner has complied with the e-ticket within the stipulated time say 10 days from the date of issuance of e-ticket. The two PbMECs at step 1002 may also be referred to as a first PbMECs (step 1004) and second PbMECs (step 1012). If the system 12 determines that the owner 20 has complied with the e-ticket within the stipulated time, then method 1000 moves to step 1004. At step 1004, the system 12 checks two Possible but Mutually Exclusive Cases (PbMECs), referred to as a first sub-two PbMECs. Here, the system 1004 checks if the owner 20 has complied the e-ticket without any new bypassing instance (BI) or speeding instance (SI) within the stipulated time. If there are no new bypassing instance(s) (BI) or speeding instance(s) (SI) within the stipulated time, then method 1000 moves to step 1010. At step 1010, the pending e-ticket i.e., eTB/SI is considered as complete/ended. If the system 12 determines that there is a new bypassing instance (BI) or speeding instance (SI) within the stipulated time step 1004, then method 1000 moves to step 1006. At step 1006, the system 12 processes new BIDS/SIDS as explained above. Here, the system 12 aggregates the new (one or more) BIDS/SIDS along with the pending eTB/SI into multiple bypassing/speeding instances (Ae-TMB/SI). At step 1008, the system 12 transmits the Ae-TMB/SI to the owner 20. At all times, the system 12 checks whether the owner 20 has complied with the e-ticket within the stipulated time, as shown at step 1004. [080] If the system 12 determines that the owner 20 has not complied with the e-ticket at step 1002, then method 1000 moves to step 1012. At step 1012, the system 12 checks if there are any new (one or more) BIDS/SIDS within the stipulated time. If there are no new BIDS/SIDS within the stipulated time, then method 1000 moves to method 1100, marked as A. If there are new/ and subsequent BIDS/SIDS within the stipulated time, then method 1000 moves to method 1014. At step 1014, the system 12 aggregates the new and subsequent (one or more) BIDS/SIDS along with the pending eTB/SI into multiple bypassing/speeding instances (Ae-TMB/SI). Here, method 1000 proceeds to step A, i.e., method 1100, explained using FIG. 12.

[081] FIG. 12 shows a method 1100 executed by the system 12 when the owner 20 has not complied with the e-ticket within the stipulated time at the end of method 1000 in FIG. 11. The method 1100 is executed as separate tasks i.e., generating and transmitting e-order to confiscate the vehicle 14 to the enforcement personnel (EP) 24 (step 1102). The system 12 generates the e- order with the Ae-TMB/SI along with location details of the vehicle to enable the EP 12 to locate vehicle 14. Concurrently or consequently, the system 12 generates and transmits an e-directive to surrender the vehicle 14 to the owner with Escalating Non-Compliance Fine (ENCF) (step 1104) i.e., eTB/SI/Ae-TMB/SI + ENCF. The ENCF indicates a daily or weekly or monthly chargeable compound interest on penalty.

[082] Both step 1102 and step 1104 leads to third two PbMECs i.e., where the system 12 checks whether the owner 20 has complied with the eTB/SI/Ae-TMB/SI or eTB/SI/Ae-TMB/SI + ENCF before the confiscation of the vehicle 14 (step 1106). If the system 12 determines that the owner 20 has complied with the eTB/SI/Ae-TMB/SI or eTB/SI/Ae-TMB/SI + ENCF, then method 1100 moves to step 1108. At step 1108, the system 12 cancels the e-order of confiscation of the vehicle 14 to the EP 24 and the owner 20 and the system 12 closes B/SFPR (step 1110). B/SFPR indicates a file of one B/SIDS or more until the resulting penalty is complied with.

[083] If at any time before (during the stipulated time) the eTB/SI/Ae-TMB/SI is complied with at step 1108, a new/ subsequent (one or more BIDS/SIDS) is raised, then system 12 proceeds to step 1112. At step 1112, the system 12 processes the new/subsequent BIDS/SIDS and aggregates the e-tickets for Ae-TMB/SI + ENCF. At step 1114, the system 12 transmits Ae-TMB/SI + ENCF to the owner 20. Further, the method 1100 moves to step 1102.

[084] At step 1106, if the owner 20 has not complied with the eTB/SI/Ae-TMB/SI, the method 1100 moves to step 1116. At step 1116, the system 12 processes third sub-two PbMECs, in which the owner 20 has not complied for old/pending eTB/SI/Ae-TMB/SI (step 1118) or added new/subsequent Ae-TMB/SI (step 1120). If there are no new/subsequent BIDS/SIDS, then method 1100 moves to step 1118. At step 1118, the system 12 communicates to EP 24 to confiscate the vehicle 14. If there are new BIDS/SIDS at step 1116, then the system 12 processes the new/subsequent Ae-TMB/SI + ENCF (step 1120). Subsequently, the system 12 communicates to EP 24 to confiscate the vehicle 14.

[085] From the above, a person skilled in the art understands that the system 12 communicates to EP 24 to confiscate the vehicle 14 for failing to comply with e-TB/SIi+ENCF or Ae-TMB/SI + ENCF even after the service of the e-warning of its confiscation, along with the e-notification of ENCF. Once the pending e-TB/SI+ENCF or Ae-TMB/SI +ENCF is complied with, the system 12 generates, and forwards to the EP 24, an e-order to release vehicle 14 immediately, with a copy transmitted to the owner 20.

[086] FIG. 13 shows a method 1200 of complying with an e-TB/SI or Ae-TMB/SI, with or without ENCF by the owner 20, in accordance with one exemplary embodiment of the present invention. Here, the system 12 determines whether the owner 20 has complied with the e-ticket or e-ticket+ ENCF. The order in which method 1200 is described should not be construed as a limitation, and any number of the described method blocks can be combined in any order to implement method 1200 or alternate methods. For ease of explanation, in the embodiments described below, method 1200 may be implemented using the second system 12. At step 1202, the system 12 receives penalty payment with or without ENCF from the owner 20. At step 1204, the system 12 generates and transmits the penalty payment receipt (e-confirmation of penalty deposit) to the owner 20 and the EP 24. On payment of the penalty, two PbMECs arise i.e., fourth two- PbMECs (e-order for confiscation of vehicle is generated) and fifth two PbMECs (e- order for confiscation of vehicle is not generated). At step 1206, the system 12 checks whether the e-order for confiscation of vehicle is generated. If the e-order is generated, then the system 12 checks (step 1208) if the vehicle has been confiscated by EP 24. Here, the system 12 obtains information about vehicle confiscation from the law enforcement server 22. If the vehicle 14 is already confiscated by the EP 24, then the system 12 generates and transmits an e-order to EP 24 to release the vehicle 14 and notifies the owner 20 (step 1210). If the vehicle 14 is not confiscated by the EP 24, then the system 12 generates and transmits an e-notification to cancel the e-order to confiscate the vehicle 14, as shown at step 1212.

[087] If at step 1206 the e-order is not generated, then method 1200 moves to step 1214. At step 1214, the system 12 completes the e-notification of current B/SFPR and transmits to the owner 20 on his/her user device 18. Upon completion of steps 1210, 1212, and 1214, the system 12 updates the details in the IMVF in the first memory 106.

[088] The present invention provides several advantages. The presently disclosed system monitors vehicle speed and enforcing anti-speed code in real-time for minimization of speeding- driven accidents. The anti-speed code indicates speed limits and/or other restrictions imposed on the vehicle or the user upon based on conditions such as location, time, number of tickets pending, etc. As all or most of the vehicles are made to follow the speed limits, the accidents caused due to speeding on the roads/waterways can be reduced. The system helps to control the speed of the vehicles in a particular route, location, time of the day, weather conditions, etc. with ease of movement for vehicles. The system helps to adjust the speed limits such that vehicles may increase or decrease the speed limits to be followed. This allows the vehicles to get updates regularly from the authorities and ensure the smooth movement of the vehicles and manage traffic on highways, for example. Further, the speed limits are directly incorporated in the vehicle and/or user device eliminating the need for sign boards or visual indicators on road or in the vehicle. The system ensures the owners cannot tamper with the speed limits. Even if they tamper, the system gets an update and imposes a penalty for the owner. This results in strict compliance of the anti-speedmg codes by the owners of the vehicles. The system communicatively connects to the vehicles and provides updates over the air. This results in easy introduction of features like alcohol sensor, parking/traffic light/one-way route violation detector, route diversion notification and accident alert systems. [089] Although the above description is explained considering that the system communicates the speed limits to the vehicle directly, it is possible to communicate all the speed limits and penalty data to the user device operated by the owner. The owner may view the updates received from the system and implement the speed limits. Here, the location sensor, an accelerometer (not shown) and other sensors in the user device detect the location, speed, and route of the vehicle and communicate with the system.

[090] The present invention has been described in particular detail with respect to various possible embodiments, and those of skill in the art will appreciate that the invention may be practiced in other embodiments. First, the particular naming of the components, capitalization of terms, the attributes, data structures, or any other programming or structural aspect is not mandatory or significant, and the mechanisms that implement the invention or its features may have different names, formats, or protocols. Further, the system may be implemented via a combination of hardware and software, as described, or entirely in hardware elements. Also, the particular division of functionality between the various system components described herein is merely exemplary, and not mandatory; functions performed by a single system component may instead be performed by multiple components, and functions performed by multiple components may instead be performed by a single component.

[091] Some portions of the above description present the features of the present invention in terms of algorithms and symbolic representations of operations on information. These algorithmic descriptions and representations are the means used by those skilled in the data processing arts to most effectively convey the substance of their work to others skilled in the art. These operations, while described functionally or logically, should be understood as being implemented by computer programs.

[092] Further, certain aspects of the present invention include process steps and instructions described herein in the form of an algorithm. It should be noted that the process steps and instructions of the present invention could be embodied in software, firmware or hardware, and when embodied in software, could be downloaded to reside on and be operated from different platforms used by real time network operating systems.

[093] The algorithms and operations presented herein are not inherently related to any particular computer or other apparatus. Various general-purpose systems may also be used with programs in accordance with the teachings herein, or it may prove convenient to construct more specialized apparatus to perform the required method steps. The required structure for a variety of these systems will be apparent to those of skill in the, along with equivalent variations. In addition, the present invention is not described with reference to any particular programming language. It is appreciated that a variety of programming languages may be used to implement the teachings of the present invention as described herein, and any references to specific languages are provided for disclosure of enablement and best mode of the present invention.

[094] It should be understood that components shown in FIGURES (FIGs) are provided for illustrative purposes only and should not be construed in a limited sense. A person skilled in the art will appreciate alternate components that may be used to implement the embodiments of the present invention and such implementations will be within the scope of the present invention.

[095] While preferred embodiments have been described above and illustrated in the accompanying drawings, it will be evident to those skilled in the art that modifications may be made without departing from this invention. Such modifications are considered as possible variants included in the scope of the invention.