CN110462778B

CN110462778B - Method for starting and stopping vehicle

Info

Publication number: CN110462778B
Application number: CN201880018410.5A
Authority: CN
Inventors: K·格达迪; S·戴斯; V·拉马林加姆; D·马宗达; S·杰贝兹迪纳加
Original assignee: TVS Motor Co Ltd
Current assignee: TVS Motor Co Ltd
Priority date: 2017-03-16
Filing date: 2018-03-15
Publication date: 2021-10-01
Anticipated expiration: 2038-03-15
Also published as: TW201834900A; TWI821177B; MX2019010983A; WO2018167703A1; CN110462778A

Abstract

A method for activating and deactivating a vehicle (10) is disclosed, wherein a control unit (51) of a control system (50) switches the mode of the vehicle (10) from an idle mode to an active mode upon receiving a primary operation signal, which is transmitted when an operation switch (41a) and one or more driver operable parts are simultaneously operated, and the control unit (51) causes the vehicle (10) to propel forward upon further receiving a secondary operation signal.

Description

Method for starting and stopping vehicle

Technical Field

The subject matter described herein relates generally to a method of activating and deactivating a vehicle under different vehicle operating conditions, and particularly, but not exclusively, to a method for ensuring the safety of the vehicle under different vehicle operating conditions.

Background

Typically, conventional vehicles are propelled by a propulsion system that includes an internal combustion engine or an electric motor, or both. Conventionally, an ignition key or start button/switch is provided to activate the propulsion system to start the vehicle. Specifically, the driver/operator turns on the ignition system of the vehicle using the key, then operates the clutch lever with one hand, and operates the start button/switch with the other hand, thereby turning on the ignition of the engine before releasing the start button/switch with his hand.

Modern vehicles, such as electric/hybrid vehicles, typically include a single switch/button for starting the electric motor, allowing the driver/operator to directly power the vehicle through the throttle after pressing the single switch/button. However, such an arrangement in an electric/hybrid vehicle proves to be risky, since the probability of accidentally opening the throttle is very high when trying to stop the vehicle, or when the driver/operator is not fully prepared, which leads to a risk of uncontrolled acceleration of the vehicle away from the driver/operator.

Therefore, a need for safety means to control the propulsion system becomes necessary, in particular to ensure that the driver/operator is in control of the position of the vehicle in the driving situation of the vehicle and in the event that the driver/operator is about to start the vehicle, so that there is no compromise in terms of safety of the driver/operator and bystanders.

The presently known prior art provides a propulsion system activation device that activates a propulsion system based on inputs provided by a plurality of interlock sensors and sequence sensors. In particular, the propulsion system activation device includes a controller connected to a plurality of sequence sensors, each sequence sensor associated with a plurality of user-operable portions of the vehicle, for receiving transmitted sequence signals and then switching the propulsion system to an active state. In other words, the controller activates the propulsion system upon receiving a predetermined sequence signal in a particular predetermined sequence. Further, the predetermined sequence signal indicates that at least one sequence in the user operable section is operated more than once. However, relying on a sequence signal for activating the propulsion system has proven to be disadvantageous in certain driving situations, in particular when driving uphill or downhill. For example, when descending a slope, it is impossible for the driver/operator to perform a predetermined sequence of operations such as operating the first brake control, operating the second brake control, and releasing both brake controls, because he/she may grip both brake controls when descending a slope. Furthermore, it is common for the driver/operator to have a tendency to turn the ignition key off when going downhill and on again after crossing downhill while entering level road. Requiring the driver/operator to perform the sequence of operations upon turning on the ignition key for turning on the propulsion system is cumbersome and may result in the driver/operator losing control of the vehicle. Furthermore, when driving on uphill and downhill conditions, the driver/operator may tend to change the sequence, resulting in no sequence signal being detected. The use of multiple sequence sensors and interlocking sensors also increases the complexity of the system and increases the overall cost of manufacture.

Accordingly, there is a need to improve the safety of a vehicle by providing a vehicle activation and deactivation system while ensuring smooth propulsion of the vehicle in critical conditions (such as take-off, uphill and downhill driving conditions) and providing good driving comfort for the driver/operator.

Disclosure of Invention

The present invention has been made in view of the above.

It is an object of the present invention to provide a control system for activating and deactivating a vehicle in different driving conditions including uphill and downhill grades.

It is another object of the present invention to provide a control system that activates or deactivates a vehicle based on one of at least two vehicle operation signals.

It is a further object of the present invention to provide a control system including a control unit operatively connected to an operating switch and a plurality of driver operable portions for activating and deactivating the vehicle.

It is another object of the present invention to provide a control system adapted to activate or deactivate the vehicle through input parameters such as vehicle speed and throttle input.

It is a further object of the present invention to provide a control system adapted to indicate to the driver/operator, by means of audiovisual means, the active mode, or the idle mode, and the switching of the active mode to the idle mode, and vice versa.

Accordingly, in view of the above and other objects, the present invention provides a control system for a vehicle to activate or deactivate the vehicle based on different driving conditions. The control system is used in particular for detecting at least two vehicle operation signals indicating that the driver/operator is intending to start the vehicle or that the vehicle/operator intends to continue driving after temporarily turning off the ignition key of the vehicle, thereby ensuring that the driver/operator is in a good position for managing/controlling the vehicle. In particular, the control system enables an active mode of the vehicle, thereby propelling the vehicle. In other words, once the driver/operator intends to start or continue operating the vehicle, the control system begins to prepare the vehicle for propulsion. The control system is further adapted to detect an operational state in which the driver/operator indicates an intention to start the vehicle and then gives up halfway. Upon detection of the condition, the control system is configured to automatically lock the vehicle, thereby ensuring the safety of the driver/operator who may inadvertently touch the throttle when returning to the vehicle. Furthermore, the control system is further configured to allow the driver/operator to only actuate the operating switch and the one or more driver-operable portions of the vehicle to actively lock the vehicle.

According to one embodiment, the control system comprises a control unit operatively connected to the operating switches of the vehicle and to the plurality of operable portions of the vehicle for receiving at least two vehicle operation signals comprising a primary operation signal and a secondary operation signal. The primary operating signal indicates that the operating switch and one or more of the plurality of driver-operable portions have been simultaneously actuated, and the secondary operating signal corresponds to a throttle input signal. For example, in one embodiment, the control unit turns on [ active mode ] for propelling the vehicle only when the main operation signal is detected; the [ idle mode ] of the vehicle is maintained until the main operation signal is detected. In particular, when the main operating signal indicates that the operating switch and the one or more driver-operable portions have been simultaneously actuated by the driver/operator, this indicates that the driver/operator is in a position to propel the vehicle. According to one aspect of the invention, the plurality of driver-operable portions include one of a left brake or a right brake, or both a left brake and a right brake. Therefore, either one of the left brake or the right brake, or both the left brake and the right brake may be simultaneously actuated together with the operation switch. Thus, in order to activate the main operation signal, it is not necessary to perform a sequence of operations. In this way, even when descending a slope, it is ensured that the driver/operator can comfortably start the vehicle by actuating the operating switch and either the right brake or the left brake, or both the left brake and the right brake, simultaneously, without having to perform any sequence of actions. According to an aspect of the invention, the control unit is further configured to indicate the activation of the activation state for propelling the vehicle to the driver/operator in an audio-visual manner.

Further, after checking the operation switches and the actuation of one or more of the plurality of driver-operable portions of the vehicle, the control unit also determines whether [ active mode ] has to be maintained or switched to [ idle mode ]. In particular, the control unit checks for detection of a secondary operation signal from a driver/operator provided throttle input. According to one embodiment, the control unit deactivates the vehicle by switching [ active mode ] to [ idle mode ] if the elapsed time after receiving the secondary operation signal exceeds a predetermined time interval after detecting the primary operation signal and when the speed of the vehicle is less than a threshold speed and the throttle input value is less than a throttle input threshold value. Thus, by automatically deactivating the vehicle in a condition where the driver/operator fails to provide a throttle input, the control system ensures that the vehicle does not move due to the driver/operator accidentally touching the throttle when returning to the vehicle or preparing to restart the vehicle after an intermittent loss of mind.

According to another aspect of the invention, a control unit operatively connected to at least one sensor including a hall sensor is configured to monitor vehicle speed. In one embodiment, based on the received input for vehicle speed, the control unit allows direct activation [ active mode ] when it is not certain whether a main operation signal is received. For example, in a condition where the driver/operator is descending a slope with the ignition key in the off position and suddenly turns on the ignition key after passing the slope, the control unit detecting that the vehicle speed is greater than the threshold speed activates the active mode immediately after passing the slope to further propel the vehicle. Thus, the driver/operator does not need to simultaneously actuate one or more of the operation switch and the plurality of driver-operable portions, thereby ensuring that the driver/operator is fully able to control the vehicle even when driving downhill.

By means of the control system of the invention, it is facilitated to enhance the overall safety of the vehicle, while ensuring that the driver/operator is always able to fully control the vehicle in different driving situations, including uphill and downhill. The operation of the control system according to the invention also provides comfort/convenience for the driver/operator, since he/she does not need to perform any sequence of actions in order to activate the vehicle. Furthermore, since the control system does not use any sequence or interlock sensors to activate or deactivate the vehicle, the overall costs involved in vehicle manufacturing will be reduced.

The summary of the invention provided above illustrates the essential features of the invention and does not limit the scope of the invention. The nature and further features of the invention will become more apparent by reference to the following description of the drawings.

Drawings

The above and other features, aspects, and advantages of the present invention will become better understood with regard to the following description and accompanying drawings where:

FIG. 1 is a schematic diagram of a vehicle including a control system according to an embodiment of the present invention.

Fig. 2 is an exemplary diagram of a meter display device according to an embodiment of the present invention.

FIG. 3 is an overview flow diagram of a control system for activating a vehicle in accordance with an embodiment of the present invention.

FIG. 4 shows a detailed flow chart of steps of a method of operating a control system for activating a vehicle according to an embodiment of the invention.

FIG. 5 shows a detailed flow chart of steps of a method of operating a control system for deactivating a vehicle in accordance with an embodiment of the present invention.

Detailed Description

The subject matter described herein relates to a method for activating and deactivating a vehicle, and in particular, but not exclusively, to a control system for activating and deactivating the vehicle under different driving conditions. The control system according to the invention is used to provide a safety feature for vehicle activation and deactivation to prevent accidental activation or deactivation of the vehicle under different driving conditions.

An exemplary embodiment detailing the features of the control system according to the present invention will be described below. The embodiments described herein are applicable to vehicles powered by one power source including an internal combustion engine or a traction motor. The invention is not limited to this application, but is also applicable to a vehicle using an internal combustion engine and a traction motor, such as a hybrid vehicle or a fuel cell vehicle.

Referring to fig. 1, the present invention has been exemplified for a hybrid vehicle. However, the present invention may also be applied to an electric vehicle.

Referring to fig. 1, a hybrid vehicle 10 is described according to an embodiment of the invention. Fig. 1 is a side view of the vehicle 10. The vehicle 10 is shown having a step-type frame assembly 15. The step frame assembly 15 includes a head pipe 15A, a main pipe 15B and a pair of side pipes (not shown). Specifically, the main tube 15B extends downward from the rear of the head tube 15A, and then extends rearward in an inclined manner. Further, a pair of side pipes extend rearward from the main pipe 15B. In this way, the frame assembly 15 extends from the front to the rear of the vehicle.

The vehicle 10 also includes a plurality of body panels for covering the frame assembly 15 and mounted thereto. In the present embodiment, the plurality of body panels include a front panel 15FP, a leg shield (not shown), a seat under-cover panel 15SC, and a left side panel 15SP and a right side panel 15 SP. Further, a glove box may be mounted to the leg shield.

In the step passing through the space formed between the leg shield and the seat under-cover panel 15SC, a floor is provided. Further, a seat assembly 25 is disposed above the seat under cover 15SC and is mounted to the pair of side pipes. A utility box (not shown) is disposed below the seat assembly 25. At least a portion of the fuel tank (not shown) is located below the utility box. A tailgate 26, at least a portion of which covers the rear wheel 27, is located below the fuel tank.

One or more suspension/shock absorbers 30 are provided at the rear of the vehicle 10 for comfortable driving. Further, the vehicle 10 includes a plurality of electrical and electronic components including headlights, tail lights, a Transistor Controlled Ignition (TCI) unit (not shown), a starter motor (not shown), and the like. One or more indicating units 40, in this embodiment a meter display device 40 (shown in fig. 2) having a microcontroller, are provided on the handlebar 11, displaying various operating modes, power flow patterns and warning signals. The rearview mirrors 13 are installed on right and left sides of the handlebar 11. The vehicle 10 is also provided with hazard lights (not shown).

An internal combustion engine 14 (hereinafter referred to as "engine") is disposed behind the floor and supported between the pair of side pipes. In particular, the internal combustion engine 14 is supported by a swing arm (not shown). The swing arm is connected to the lower rear portion of the main pipe 15B by a toggle link (not shown). The other end of the swing arm supports a rear wheel 27. The rear wheel 27 and the swing arm are connected to a pair of side pipes through a pair of shock absorbers 30 provided on either side of the vehicle.

The vehicle 10 also includes a traction motor 53 mounted on the hub of the rear wheel 27. The traction motor 53 is powered by a battery (not shown) disposed at the rear of the vehicle. The vehicle 10 is configured to be driven by the engine 14 alone or by the traction motor 53 alone, or by both the engine 14 and the traction motor 53. At zero vehicle speed, the driver can select any one of the following four operational drive modes by means of the mode switch. The four operational drive modes of the vehicle 10 are: (a) a single engine mode, in which the engine 14 alone powers the vehicle; (b) a single motor mode in which the traction motor 53 alone powers the vehicle; (c) a hybrid mode in which the engine 14 and the traction motor 53 together power the vehicle 10; (d) a hybrid economy mode in which the vehicle is powered by only the engine 14, or only the traction motor 53, or both, depending on the vehicle operating conditions.

In other words, the rear wheels 27 of the vehicle are driven by the engine 14 alone, by the electric motor 53 alone, or by both the engine 14 and the electric motor 53 in combination. In particular, according to one embodiment of the present invention, power from the engine 14 to the rear wheels 27 is transmitted by a transmission assembly that includes a drive system (not shown). However, when the traction motor 53 is driven, the power from the motor 53 is directly transmitted to the rear wheels 27. In the present embodiment, the traction motor 53 is covered by at least one motor cover. According to one aspect of the invention, the engine shroud is adapted to at least partially enclose/house one or more portions of the drive system and thus form part of the drive system. On the other side of the axle, an engine shroud is used to house a brake drum (not shown).

A control system 50 including a control unit 51 (shown in fig. 1) is also provided to control the various vehicle operating modes. According to one embodiment, various vehicle operating modes are displayed by the meter display device 40 in its meter display panel 40a (shown in FIG. 2).

Fig. 2 shows a meter display device 40 according to an embodiment of the invention. It can be seen that the meter display device 40 is disposed at the front of the vehicle, near the handlebar 11, and is supported by at least a portion of the front cover member 16. Further, a plurality of switches including an operation switch 41a for activating and deactivating the vehicle are provided in the switch case 41. Left and right brakes 42 and 43 in the form of left and right brake levers 42 and 43 operable by the driver/operator are also supported by the handlebar 11. According to one aspect of the invention, the operating switch 41a and the left and right brakes 42, 43 are operatively connected to said control unit 51 of the control system 50 to enable control of the vehicle operation, including activation and deactivation of the vehicle 10. In the present embodiment, the operation switch 41a is a pressure-increasing switch. In addition to being operatively connected to the operating switch 41a and the left and right brakes 42 and 43, the control unit 51 is communicatively connected to at least one sensor including a hall sensor for receiving input regarding the vehicle speed. Further, a control unit 51 is communicatively connected to the throttle 44 of the vehicle 10.

Fig. 3 shows an overview flowchart 100 of the steps performed by the control system 50 for safely enabling the vehicle 10. As indicated by blocks 101-103, the control system 50 comprising said control unit 51 is activated as soon as the driver/operator inserts the ignition key and turns it to the [ ignition on ] position. Further, at block 104, the control unit 51 performs a predetermined set of vehicle diagnostics to detect faults in the vehicle 10 and, if any faults are detected, displays the faults in the meter display device 40. However, in the absence of any fault, the control system 50 is satisfied as shown in block 105, entering [ idle mode ]. To identify the driver/operator, the control unit 51 communicates the activation of said [ idle mode ] to the meter display device 40 to display the [ idle mode ] shown in box 106. The control unit 51 continues to hold idle mode until a main operation signal is received at block 107. In the present embodiment, the main operation signal indicates that the operation switch 41a shown in fig. 2 and one or more driver-operable portions of the vehicle 10 have been simultaneously actuated. Actuation of the operating switch 41a and one or more driver-operable portions of the vehicle 10 indicates the driver/operator's intent to propel the vehicle 10, and the control system 50 is satisfied at box 10. Upon receiving the main operation signal, the control unit 51 enables the [ active mode ] of the vehicle at block 109, and transmits the enablement of the [ active mode ] in an audiovisual manner at block 110. Once [ active mode ] is on, the control system 50 prepares for propulsion of the vehicle 10 at block 111. The control unit 51 then allows the vehicle 10 to propel forward upon receiving the secondary operation signal at block 112. In this embodiment, the secondary operation signal comprises a throttle input signal. Thus, once the driver/operator touches the throttle, the vehicle 10 is propelled.

As can be seen from the description provided by the flowchart 100, the control system 50 according to the present invention is configured to allow vehicle propulsion only when primary and secondary operation signals are received. In other words, the control system is configured to prevent propulsion of the vehicle 10 immediately after the ignition key is turned on. In other words, the control system is configured to prevent the vehicle 10 from being enabled immediately after the ignition key is turned on unless the primary operation signal is detected, thereby ensuring that the vehicle 10 is not propelled accidentally.

FIG. 4 shows a detailed flowchart 200 depicting the steps involved in using the control system 50 to enable the vehicle 10. As described above, at block 201, the control unit 51 performs all vehicle diagnostics. In the event that no vehicle fault is detected, at block 202, the control system 50 is satisfied. Further, at block 203, the control unit 51 checks the vehicle speed. In the present embodiment, the control unit 51, which is operatively connected to at least one sensor including a hall sensor, is configured to detect the vehicle speed. In block 204, in the case where the vehicle speed is less than the threshold speed, the control unit 51 activates [ idle mode ] and transmits the activation of [ idle mode ] to the meter display device 40 to display the [ idle mode ] in the meter display of the meter display device 40. In the present embodiment, the threshold speed is 3 kmph. Further, upon enabling the [ idle mode ], the control unit 51 checks whether a main operation signal is received. In particular, since the main operation signal indicates that one or more of the operation switch 41a and the operable portion of the vehicle 10 have been simultaneously actuated, the control unit 51 checks that the one or more of the operation switch 41a and the operable portion of the vehicle 10 have been actuated. In the present embodiment, when the operation switch 41a is the pressure-increasing switch 41a, the one or more driver operable portions 20 include one of the left brake 42 or the right brake 43, or both the left brake 42 and the right brake 43. Therefore, according to the present embodiment, at block 205, the control unit 51 checks whether the boost switch 41a and one of the left brake 42 or the right brake 43, or both the left brake 42 and the right brake 43 have been actuated simultaneously, i.e., they are pressed simultaneously. If the boost switch 41a and one of the left stopper 42 or the right stopper 43, or both the left stopper 42 and the right stopper 43 are simultaneously pressed, and thus the main operation signal is received, the control unit 51 switches [ idle mode ] to [ active mode ] at block 206. The control unit 51 also transmits the activation of the [ active mode ] to the meter display device 40 in order to give the driver/operator an audiovisual indication of the [ active mode ]. For example, when [ active mode ] is enabled, the meter display device 40 may present a graphical representation of [ active mode ] in the display panel thereof. A color change of the display panel may also be caused to indicate a change from [ idle mode ] to [ active mode ]. Furthermore, together with the visual indication, the buzzer alarm will also turn on, indicating a change from [ idle mode ] to [ active mode ]. Thus, the driver/operator is alerted as to the enablement of [ active mode ], which means to begin preparing to propel the vehicle 10.

Therefore, in the case where the driver/operator starts the vehicle 10 by inserting the ignition key and then turns on the ignition key to start the vehicle 10, the control unit 51 checks the main operation signal when detecting that the vehicle speed is less than the threshold speed. Upon receiving the main operation signal, the control unit 51 immediately enables [ active mode ], indicating to the driver/operator that the vehicle 10 is ready for propulsion. Specifically, when the operation switch 41a and either one of the left brake 42 or the right brake 43, or both the left brake 42 and the right brake 43 are actuated at the same time, the main operation signal is transmitted to the control unit 51. Therefore, the driver/operator does not need to perform any sequence of operations to cause the control unit 51 to be enabled [ active mode ]. Thus, the driver/operator may comfortably engage the vehicle 10 under all driving conditions. For example, when the driver/operator is controlling an uphill, the vehicle 10 may be activated by simultaneously actuating the left brake 42 and the operating switch 41 a. Further, since the operation switch 41a is close to either the left brake 42 or the right brake 43, the driver/operator can turn on either the operation switch 41a and the left brake 42 or the right brake 43, or both the left brake 42 and the right brake 43 comfortably without any twist on his fingers.

In the case where the vehicle speed exceeds the threshold speed as shown in block 203, the control unit 51 directly enables [ active mode ] without checking the main operation signal. For example, when the vehicle is traveling downhill with the ignition key turned off, and the ignition key is turned on immediately when traversing the downhill, the control unit 51 detects that the vehicle speed is greater than the threshold speed, and activates [ active mode ] immediately as long as the ignition key is turned on. In this way, the driver/operator may enable the [ active mode ] of the vehicle 10 without performing any sequence of operations when traversing a downhill slope. Thus, the control system 50 according to the present invention helps to ensure that the driver/operator has full control of the vehicle 10 under all driving conditions.

Fig. 5 shows a detailed flowchart 300 depicting steps of a method of operation of the control system 50 for deactivating the vehicle 10 according to an embodiment of the present invention. In particular, the flow chart 300 shows the method steps of operation of the control unit 51 when the [ active mode ] of the vehicle is deactivated. Thus, as shown in fig. 5, at block 301, the control unit 51 checks the sub-operation signal. In this embodiment, the secondary operation signal is a throttle input signal. In block 303, the control unit checks the primary operation signal when the throttle input signal corresponds to a throttle input value that is less than a threshold throttle input value and the vehicle speed is less than a threshold speed. In block 304, if the control unit 51 receives a main operation signal indicating that the operation switch 41a and one of the left brake 42 or the right brake 43, or both the left brake 42 and the right brake 43 have been actuated, the control unit 51 enables [ idle mode ]. In other words, when the driver/operator who is running the vehicle 10 decelerates the vehicle 10 and then simultaneously actuates the operation switches 41a, the control unit 51 locks the vehicle 10 by switching [ active mode ] to [ idle mode ]. For example, when the throttle input value is less than the threshold throttle input value of 15% and the vehicle speed is less than 3kmph, the control unit 51 immediately switches [ active mode ] to [ idle mode ] once the operation switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43 are simultaneously actuated.

Further, if the elapsed time for receiving the sub operation signal exceeds the predetermined duration, the control unit 51 will deactivate the vehicle by switching from [ active mode ] to [ idle mode ]. In particular, the control unit 51 is configured to automatically deactivate the vehicle 10, or to allow the driver/operator to actively/intentionally deactivate the vehicle. When the throttle input value is less than the threshold throttle input value and the vehicle speed is less than the threshold speed, the driver/operator fails to actively actuate the operation switch 41a and one of the left brake 42 or the right brake or both the left brake 42 and the right brake 43 within a predetermined 30s duration, the control unit 51 automatically switches the [ active mode ] to the [ idle mode ] and transmits the change from the [ active mode ] to the [ idle mode ] to the meter display device 40, thereby displaying the [ idle mode ] in the display panel and turning on the buzzer alarm. In the case where the accelerator input value is smaller than the threshold accelerator input value and the vehicle speed is smaller than the threshold vehicle speed, if the driver/operator simultaneously actuates the operation switch 41a and one of the left brake 42 or the right brake 43 or both the left brake 42 and the right brake 43, the control unit 51 detects the intended action of the driver/operator, and deactivates the vehicle 10.

Thus, by automatically disabling the vehicle 10 when the primary operation signal is not received, the control system 50 helps to ensure that no unintended propulsion is generated by inadvertently touching the throttle when attempting to restart the vehicle 10 or intermittently lost return to the vehicle 10.

Claims

1. A system for controlling one of activation and deactivation of a vehicle (10), the system comprising:

a. a control system (50) comprising a control unit (51);

b. an operating switch (41a) communicatively connected to the control unit (51) of the control system (50), the operating switch (41a) being adapted to be manually actuated;

c. one or more driver-operable portions of the vehicle (10) communicatively connected to the control unit (51) of the control system (50);

d. one or more indication units (40) communicatively connected to the control unit (51) of the control system (50);

wherein the control unit (51) enables the one or more indication units (40) upon simultaneous actuation of the operating switch (41a) and the one or more driver-operable portions of the vehicle (10).

2. A method for controlling one of activation and deactivation of a vehicle (10), the method comprising the steps of:

turning on a control system (50) comprising a control unit (51) to enter an idle mode;

communicating the enablement of the idle mode to an operator of the vehicle (10) through one or more indicator units (40);

-enabling an active mode of the control unit (51) upon receipt of a main operating signal, which is communicated to the control system (50) upon simultaneous actuation of an operating switch (41a) and one or more driver-operable portions of the vehicle (10);

communicating, by the one or more indication units (40), an enablement of the active mode to an operator of the vehicle (10);

-switching on power generation for propelling the vehicle (10) upon receipt of a secondary operation signal, the value of which is greater than a predetermined value predetermined for the secondary operation signal, the predetermined value of the secondary operation signal being pre-stored in the control system (50);

upon determining that the value of the secondary operation signal is less than the predetermined value of the secondary operation signal, switching the control unit (51) from the active mode to the idle mode upon detecting that the vehicle speed is less than the predetermined value of the vehicle speed and upon receiving the primary operation signal.

3. The method of claim 2, wherein the method comprises:

-detecting a fault in the vehicle (10) by the control unit (51) performing a predetermined set of vehicle diagnostics, and-displaying the detected fault in the one or more indication units (40).

4. A method according to claim 2 or 3, wherein the control system (50) enters an idle mode when there is no fault.

5. The method of claim 2, wherein the one or more operable portions of the vehicle (10) comprise one of: a left brake, a right brake, and both the left brake and the right brake.

6. The method of claim 2, wherein the operating switch (41a) is disposed proximate to the one or more driver-operable portions of the vehicle (10) for simultaneous operation of the operating switch (41a) and the one or more driver-operable portions of the vehicle (10).

7. The method of claim 2, wherein the secondary operation signals include one or more throttle input signals and time taken to receive the secondary operation signals, the secondary operation signals being communicated to the control system (50) upon manual triggering of the throttle input signals.

8. The method of claim 2, wherein the predetermined value of the secondary operation signal is one of a predetermined value of a throttle input signal and a predetermined value of time taken to receive the secondary operation signal.

9. The method according to claim 2 or 8, wherein enabling the active mode of the control unit (51) comprises detecting a vehicle speed:

the control unit (51) being operable to enable the idle mode when the detected vehicle speed is below a predetermined value of vehicle speed; and

the control unit (51) is operable to enable the active mode upon receiving the main operation signal;

the control unit (51) is operable to directly enable the active mode when the detected vehicle speed is greater than a predetermined value of the vehicle speed.