Parking assist for a vehicle

Abstract

Approaches for activating a parking assist mode of a vehicle are described. In one example, the parking assist mode may be one of a forward drive mode and a reverse drive mode. A control unit of the vehicle may receive a throttle input, pursuant to a throttle being applied (via a twistgrip of the vehicle) by the rider. The control unit may utilize the throttle input for determining whether the two-wheeled vehicle is to be operated in the forward drive mode or the reverse drive mode. For example, based on a direction of rotation of the twistgrip, the control unit may determine whether to operate the vehicle in the forward drive mode or the reverse drive mode.

Description

PARKING ASSIST FOR A VEHICLEBACKGROUND

[0001] Modern vehicles are equipped with a parking assistance feature with a plurality of sensors, such as an ultrasonic sensor for providing assistance to the vehicles while parking. The parking assistance feature alerts the driver when a suitable parking space is identified and calculates an optimum path for parking the vehicle within the parking space. The parking assistance features aids the driver with necessary movements and audio-visual indicators, to park the vehicle within the parking space. With support of the parking assistance feature, the driver is able to park the vehicle even in intricate parking spaces and pull out the vehicle from such spaces.BRIEF DESCRIPTION OF DRAWINGS

[0002] The detailed description is provided with reference to the accompanying figures, wherein:

[0003] FIG. 1 illustrates an exemplary environment depicting a vehicle moving in one of a forward drive mode or a reverse drive mode, in accordance with an example of the present subject matter;

[0004] FIG. 2 illustrates a block diagram of a vehicle control unit, in accordance with an example of the present subject matter; and

[0005] FIG. 3 illustrates a method for activating one of a forward drive mode and a reverse drive mode of a vehicle, in accordance with an example of the present subject matter.

[0006] Throughout the drawings, identical reference numbers designate similar, but not necessarily identical, elements. The figures are not necessarily to scale, and the size of some parts may be exaggerated to more clearly illustrate the example shown. Moreover, the drawings provide examples and / or implementations consistent with the description; however,the description is not limited to the examples and / or implementations provided in the drawings.DETAILED DESCRIPTION

[0007] Generally, the parking of a vehicle (for example, a two-wheeled or a three-wheeled vehicle) within a designated area involves a series of deliberate steps that may be carried out by a rider of the vehicle to ensure that the vehicle is securely and accurately parked. In the present context, the rider may approach a parking space, typically at a reduced speed to maintain control over the vehicle. Such an approach may be implemented by advancing the vehicle in a forward direction. In some cases, the vehicle may be maneuvered in the parking space by driving the vehicle in a reverse direction. In either case, the rider may be required to alternate between the forward and / or reverse directions to ensure that the vehicle is properly aligned and adequately distanced from adjoining vehicles within the parking space.

[0008] Traditionally, vehicles are provided with an actuating mechanism which may enable the vehicle to move in a forward direction or a backward direction. For instance, in four-wheeled vehicles, the actuating mechanism may be implemented by way of a reverse gear, which when engaged causes the transmission to turn the wheel of the vehicle in an opposite direction and to move the vehicle in the reverse direction. Similarly, in instances of two-wheeled vehicles or three-wheeled vehicles, the actuating mechanism may enable the vehicle to move in either the forward direction or the reverse direction, to park the vehicle. In case of an electric vehicle, the actuating mechanism may be affected by activating a switch or a push button, causing the vehicle to move in either the forward direction or in the reverse direction, to park the vehicle.

[0009] However, irrespective of the actuating mechanism involved, traditional approaches may still provide limitations to assist parking of the vehicle. For instance, traditional approaches involve alternating betweenthe forward and reverse directions. The rider may have to continuously toggle the actuating mechanism to maneuver the vehicle (between the forward and reverse directions).

[0010] Further, traditional approaches do not provide adequate speed control during parking operations. Without speed regulation, riders may often struggle to maintain the speed of the vehicle while parking, especially in confined spaces. Such a lack of speed control may necessitate the rider to modulate the throttle (of the vehicle) manually, which may lead to uncontrolled movements of the vehicle. For example, in adverse weather conditions or on uneven road surfaces, the physical effort required for maneuvering vehicles increases substantially, thereby increasing the likelihood of an accident during the parking operations. Such limitations are particularly noticeable when the vehicle is to be parked on an inclined plane, wherein the rider must simultaneously balance the vehicle against gravitational forces. On upward slopes, the rider may need to push the vehicle to keep the vehicle from rolling backward, while on downward slopes, the rider may find it difficult to control the vehicle's forward speed.

[0011] Such continuous toggling between the two directions may be cumbersome and may prevent the rider from smoothly positioning the vehicle into the parking space. This is because alternating the vehicle between the forward and reverse directions (particularly in cases of a twowheeled or a three-wheeled vehicle) may unnecessarily impose a physical burden on the rider. Such a physical burden may be especially tiresome in compact parking areas where space constraints require multiple maneuvers to position the vehicle correctly.

[0012] Consequently, the physical exertion required for such repetitive back and forth movements may lead to fatigue to the rider, reduced concentration, and diminished spatial awareness. In such scenarios, the rider may also lose control of the vehicle, thereby resulting in the vehicle tipping over or colliding with adjacent vehicles. Additionally, in case of an electric vehicle, frequent back and forth movements of the vehicle maycause excess battery consumption (due to the repeated acceleration and deceleration required for the frequent directional changes), leading to overall discomfort and an unpleasant driving experience for the rider.

[0013] Approaches for activating a parking assist mode of a vehicle are described. In the present context, the vehicle may be a two-wheeled vehicle such a scooter, motorbike, motorcycle, or a three-wheeled vehicle such as an auto-rickshaw. In particular, the vehicle may be an electric vehicle wherein activation of the parking assist mode may be implemented using, for example, a push button or a switch. In one example, such an activation may be initiated by a rider of the vehicle through a human machine interface (HMI) of the vehicle, or through an application installed on a user device of the rider, without deviating from the scope of the present subject matter.

[0014] In one example, the parking assist mode may be one of a forward drive mode and a reverse drive mode. In the present context, the forward drive mode pertains to the vehicle moving in a forward direction while parking within a parking space. The reverse drive mode pertains to the vehicle moving in a reverse direction while parking within the parking space. While moving in any one of the forward drive mode and the reverse mode, the vehicle may be controlled (by a control unit) to move at a pre-defined constant speed. Upon activation of the parking assist mode, the vehicle may be driven in one of the forward drive mode and the reverse drive mode, to park the vehicle within the parking space.

[0015] In an example, the control unit of the vehicle may receive a throttle input, pursuant to a throttle being applied (via a twistgrip of the vehicle) by the rider. The control unit may utilize the throttle input for determining whether the two-wheeled vehicle is to be operated in the forward drive mode or the reverse drive mode. For example, based on a direction of rotation of the twistgrip, the control unit may determine whether to operate the vehicle in the forward drive mode or the reverse drive mode.

[0016] Based on the direction of rotation of the twistgrip, the value of the throttle input may also vary (for example, may be positive if the throttle ofthe two-wheeled vehicle is being rotated in clockwise direction or may be negative if it is being rotated in an anticlockwise direction). Based on the determination of the parking assist mode (being one of the forward drive mode and the reverse drive mode), the control unit may compare the throttle input with a predefined threshold corresponding to each of the forward drive mode and the reverse drive more. Based on the comparison of the throttle input with the predefined threshold, the vehicle may be automatically set to operate in either the forward drive mode or the reverse drive mode.

[0017] For example, if it is determined that the throttle input exceeds a first predefined threshold, the vehicle may be set to operate in the forward drive mode. Thereafter, any subsequent throttle input applied to the vehicle (by rotating the twistgrip in the clockwise direction) would enable the vehicle to move in a forward direction. On the contrary, if the throttle input exceeds a second predefined threshold, the vehicle may be set to operate in the reverse drive mode. Thereafter, any subsequent throttle input applied to the vehicle (by rotating the twistgrip in the anticlockwise direction) would enable the vehicle to move in a reverse direction. In an example, any throttle input applied between the first predefined threshold and the second predefined threshold would cause the vehicle to remain in neutral drive mode (i.e., stationary).

[0018] In the present implementation, the toggling between the forward drive mode and the reverse drive mode may be performed when the ‘parking assist’ mode is activated. In an example, when operating in the parking assist mode, the vehicle may be configured to move with a predefined constant speed (either in the forward direction or the reverse direction).

[0019] The present approaches allow the vehicle to transition seamlessly between the forward drive mode and the reverse drive mode, without causing much burden onto the rider. This allows the rider to maneuver the vehicle into a parking space without requiring the rider tomanually toggle or switch the vehicle to move back and forth to park the vehicle.

[0020] The manner in which the vehicle control unit is implemented to transition the vehicle between a forward drive mode and a reverse drive mode are explained in detail with respect to the accompanying figures. While aspects of the vehicle control unit described may be implemented in any number of different electronic devices, environments, and / or implementation, the examples are described in the context of the following example device (s). It may be noted that drawings of the present subject matter shown here are for illustrative purposes and are not to be construed as limiting the scope of the subject matter claimed.

[0021] FIG. 1 illustrates an environment 100 depicting an electric vehicle 102 (hereinafter also referred as vehicle 102) moving along a horizontal surface, as per an example of the present subject matter. Examples of such vehicle 102 include, but may not be limited to, electric two-wheeler, electric three-wheeler, and more. In an implementation, the vehicle 102 may be configured to move in a forward direction or a reverse direction to park the vehicle 102 within a parking space. In another implementation, the vehicle 102 may be configured to move along an inclined plane, for example, uphill or downhill.

[0022] Further, although the description is provided with respect to the electric vehicle 102, the same may also be implemented with other nonelectric vehicles as well without deviating from the scope of the present subject matter. These approaches may be applied to two-wheeled vehicles or three-wheeled vehicles, or other types of vehicles as applicable.

[0023] In an example, the vehicle 102 may include a vehicle control unit 104 and a parking assist mode actuator 106. The parking assist mode actuator 106 may be implemented as a physical component, such as a dedicated button or switch on a control panel of the vehicle 102, or as a software-based feature accessible through an interface (not shown) associated with the vehicle 102. When implemented as a physicalcomponent, the parking assist mode actuator 106 may enable the rider to activate a parking assist mode (including a forward drive mode and a reverse drive mode). When implemented as a software feature, the parking assist mode actuator 106 may be activated through touch screen controls, voice commands, or other digital interfaces of the vehicle 102.

[0024] In an example, the vehicle control unit 104 may be implemented as a hardware or software-based application on the vehicle 102. However, other implementations of the vehicle control unit 104 may also be possible, without deviating from the scope of the present subject matter.

[0025] In one example, the parking assist mode actuator 106 may facilitate transitioning the two-wheeled vehicle 102 between a forward drive mode and a reverse drive mode. As described previously, the forward drive mode pertains to the vehicle 102 moving in a forward direction while parking within a parking space. The reverse drive mode pertains to the vehicle 102 moving in a reverse direction while parking within the parking space. When the parking assist mode actuator 106 is activated, an indication may be received by the control unit 104 to enable the vehicle 102 to move in one of the forward drive mode and the reverse drive mode.

[0026] In an example, the vehicle 102 may include plurality of components or sensors placed at specific locations to monitor and generate data to be used while driving the vehicle 102. The plurality of components includes, for example, a voltage sensor, an accelerometer for detecting orientation of the vehicle 102, proximity sensors for obstacle detection, and other components, without deviating from the scope of the present subject matter. The voltage sensor may be placed on the twistgrip of the vehicle 102 for measuring voltage signals generated by rotation of the twistgrip.

[0027] In operation, the rider may activate a parking assist mode via the parking assist mode actuator 106. Once activated, the rider may apply a throttle input by rotating the twistgrip of the vehicle 102 in either a clockwise direction or an anticlockwise direction. The vehicle control unit 104 may receive the throttle input and compare the throttle input with one or morepredefined thresholds, for example, a first predefined threshold and a second predefined threshold. Based on the comparison of the throttle input with the first predefined threshold and the second predefined threshold, the vehicle control unit 104 may generate control signals to cause the vehicle 102 to be operated in one of the forward drive mode and the reverse drive mode. For example, if it is determined (by the vehicle control unit 104) that the throttle input exceeds the first predefined threshold, the vehicle 102 may be set to operate in the forward drive mode. On the contrary, if the throttle input exceeds the second predefined threshold, the vehicle control unit 104 may generate control signals to set the vehicle 102 be operated in the reverse drive mode, as will be described in detail in conjunction with FIG. 2.

[0028] FIG. 2 describes various exemplary blocks of the vehicle control unit 104. In an example, the vehicle control unit 104 includes a processor 202, interface(s) 204, instructions 206, and a memory(s) 208. The processor 202 may be implemented as microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or other devices that manipulate signals based on operational instructions.

[0029] The interface(s) 204 may allow the connection or coupling of the vehicle control unit 104 with one or more other components of the vehicle 102. In an example, the interface(s) 204 may cause the vehicle 102 to communicate with other device, through a wired (e.g., Local Area Network, i.e. , LAN) connection or through a wireless connection (e.g., Bluetooth®, Wi-Fi). The interface(s) 204 may also enable intercommunication between different logical as well as hardware components of the vehicle control unit 104.

[0030] The memory(s) 208 may be a computer-readable medium, examples of which include volatile memory (e.g., RAM), and / or non-volatile memory (e.g., Erasable Programmable read-only memory, i.e., EPROM, flash memory, etc.). The memory(s) 208 may be an external memory, or internal memory, such as a flash drive, a compact disk drive, an externalhard disk drive, or the like. The memory(s) 208 may further include data which either may be utilized or generated during the operation of the vehicle control unit 104.

[0031] The vehicle control unit 104 may further include a vehicle control engine 210 and data 212. The vehicle control engine 210 may be implemented as a combination of hardware and programming, for example, application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, electronic devices, other electronic units designed to perform the functions described herein, or a combination thereof.

[0032] For example, the programming for the vehicle control engine 210 may be executable instructions, such as instructions 206. Such instructions 206 may be stored on a non-transitory machine-readable storage medium which may be coupled either directly with the vehicle control unit 104 or indirectly (for example, through networked means). In an example, vehicle control engine 210 may include a processing resource, for example, either a single processor or a combination of multiple processors, to execute such instructions. In the present examples, the non-transitory machine-readable storage medium may store instructions 206, that when executed by the processing resource, implement the vehicle control engine 210. For example, the instructions 206 may be implemented by the vehicle control engine 210 to generate one or more control signals to operate the vehicle in the forward drive mode and the reverse drive mode. In other examples, the vehicle control engine 210 may be implemented as electronic circuitry.

[0033] The data 212, on the other hand, includes the throttle input 214, a first predefined threshold 216, a second defined threshold 218, and other data 220. Further, the other data 220, amongst other things, may serve as a repository for storing data that is processed, or received, or generated asa result of the execution of instructions 206 comprised in the vehicle control engine 210 of the vehicle control unit 104.

[0034] In one example, the vehicle control unit 104 may receive a user input to initiate a parking assist mode of the vehicle. In an example, the user input may be provided using one of a push button, an audio-visual input through a human machine interface (HMI) of the electric vehicle, or combinations thereof. Upon initiation of the parking assist mode, the vehicle control engine 210 may receive a throttle input 214 pursuant to the throttle being applied to the vehicle 102 by the rider. In one example, the throttle input 214 may be indicative of rotation of a twistgrip of vehicle 102 in one of a clockwise direction and an anticlockwise direction.

[0035] The vehicle control engine 210 may compare the throttle input 214 with one or more predefined thresholds, for example the first predefined threshold 216 and the second predefined threshold 218. For example, when the twistgrip is rotated in the clockwise direction, the throttle input 214 may be compared with the first predefined threshold 216. For example, if it is determined that the throttle input 214 exceeds the first predefined threshold 216, the vehicle 102 may be set to operate in the forward drive mode. Thereafter, any subsequent throttle input applied to vehicle 102 (by rotating the twistgrip in the clockwise direction) would enable vehicle 102 to move in a forward direction.

[0036] Further, when the twistgrip is rotated in the anticlockwise direction, the throttle input 214 may be compared with the second predefined threshold 218. If the throttle input exceeds the second predefined threshold 218, the vehicle control engine 210 may generate control signals to set the vehicle 102 be operated in the reverse drive mode. Thereafter, any subsequent throttle input applied to vehicle 102 (by rotating the twistgrip in the anticlockwise direction) would enable the vehicle 102 to move in a reverse direction.

[0037] In operation, the vehicle control engine 210 may receive the throttle input based on measuring a voltage signal through the voltagesensor (placed at the twistgrip of the vehicle 102). As described previously, the throttle input may be indicative of rotation of the twistgrip of the vehicle 102 in one of the clockwise direction and the anticlockwise direction. Based on rotation of the twistgrip in any one of the clockwise and the anticlockwise direction, the voltage signal may be measured. The vehicle control engine 210 may compare the voltage signal with a reference voltage signal. In the present context, the reference voltage signal may correspond to a voltage measured by the voltage sensor when the vehicle 102 is at a neutral drive mode, i.e., stationary.

[0038] For example, the reference voltage signal may be in a range of 0.94 volts to 1.01 volts. When the voltage signal (measured based on rotation of the twistgrip in one of the clockwise and the anticlockwise direction) exceeds the reference voltage signal, the forward drive mode is activated. For example, the voltage signal measured based on rotation of the twistgrip in the clockwise direction may be in a range of 1 .01 volts to 4 volts. On determining that the voltage signal is greater than the reference voltage signal, the vehicle control engine 210 may activate the forward drive mode of the vehicle 102, and enable to vehicle to move in the forward direction, at a pre-defined constant speed.

[0039] Further, the voltage signal measured based on rotation of the twistgrip in the anticlockwise direction may be in a range of 0.94 volts to 0.8 volts. On determining that the voltage signal is less than the reference voltage signal, the vehicle control engine 104 may activate the reverse drive mode of the vehicle 102, and enable to vehicle to move in the reverse direction, at a pre-defined constant speed.

[0040] The vehicle control engine 210 may also generate a control signal to maintain the electric vehicle in the neutral drive mode when the voltage signal (measured by the voltage sensor) is equal to the reference voltage signal. It is pertinent to note that the values of voltages provided herein are for the sake of explaining the present examples. The same should not be construed as a limitation of the present subject matter.

[0041] Based on the voltage signal, the vehicle control engine 210 may generate control signals to adjust the speed of the vehicle 102 in one of the forward drive mode and the reverse drive mode. This adjustment of speed involves controlling motion of the wheels of vehicle 102. This motion may be controlled using a motor control unit of the vehicle 102, that regulates power delivery to the plurality of component(s) of vehicle 102 based on the throttle input. For instance, the forward drive mode is activated when the voltage signal exceeds the reference voltage signal, and the reverse drive mode is activated when the voltage signal falls below the reference voltage signal. For example, if the reference voltage signal is 1.0 volt and the measured voltage signal is 1.5 volts (due to rotation of the twistgrip in the clockwise direction), the magnitude of the throttle input would be 0.5 volts. The vehicle control engine 210 may then generate a control signal to move the vehicle forward at a speed proportional to this ‘0.5 volts’ difference.

[0042] Similarly, if the measured voltage signal is 0.7 volts (due to rotation of the twistgrip in the anticlockwise direction), the magnitude would be 0.3 volts, and the vehicle control engine 210 may generate a control signal to move the vehicle in reverse at a speed proportional to this ‘0.3 volts’ difference. In this manner, the vehicle control unit 104 provides seamless transition between forward and reverse drive modes during parking operations, enabling precise control of the vehicle 102.

[0043] FIG. 3 illustrates an example method 300 for activating one of a forward drive mode and a reverse drive mode of a vehicle, in accordance with examples of the present subject matter. The order in which the above- mentioned method is described is not intended to be construed as a limitation, and some of the method blocks described may be combined in a different order to implement the method, or alternative method.

[0044] Furthermore, the above-mentioned method may be implemented in a suitable hardware, computer-readable instructions, or combination thereof. The steps of such method may be performed by either a system under the instruction of machine executable instructions stored on a non-transitory computer readable medium or by dedicated hardware circuits, microcontrollers, or logic circuits.

[0045] For example, the method may be performed by the vehicle control unit 104 as described in FIG. 2. In an implementation, the method may be performed under an “as a service” delivery model, where the vehicle control unit 104, operated by a provider, receives programmable code. Herein, some examples are also intended to cover non-transitory computer readable medium, for example, digital data storage media, which are computer readable and encode computer-executable instructions, where said instructions perform some or all the steps of the above-mentioned methods.

[0046] At block 302, throttle input of the electric vehicle may be received. For example, the vehicle control unit 104 may receive the throttle input pursuant to the throttle being applied by rotation of a twistgrip of vehicle 102. The throttle input may be indicative of rotation of the twistgrip in one of a clockwise direction and an anticlockwise direction.

[0047] At block 304, throttle input may be compared to one or more predefined thresholds. For example, the vehicle control unit 104, and in turn the vehicle control engine 210 may compare the throttle input with one or more predefined thresholds, for example, a first predefined threshold and a second predefined threshold. For example, when the twistgrip is rotated in the clockwise direction, the throttle input 214 may be compared with the first predefined threshold 216. Further, when the twistgrip is rotated in the anticlockwise direction, the throttle input 214 may be compared with the second predefined threshold 218.

[0048] At block 306, if it is determined that the throttle input exceeds the first predefined threshold, ('Yes' path from block 306), the vehicle control unit 104 may accordingly cause the vehicle 102 to be operated in the forward drive mode (block 310). Thereafter, any subsequent throttle input applied to vehicle 102 (by rotating the twistgrip in the clockwise direction) would enable vehicle 102 to move in a forward direction.

[0049] At block 308, if it is determined that the throttle input exceeds the second predefined threshold ('YES' path from block 308), the vehicle control unit 104 may cause the vehicle 102 to be operated in the reverse drive mode by the vehicle control unit 104 (block 312). Thereafter, any subsequent throttle input applied to vehicle 102 (by rotating the twistgrip in the anticlockwise direction) would enable the vehicle 102 to move in a reverse direction.

[0050] The present subject matter provides numerous technical advantages for electric two-wheeled and three-wheeled vehicles. For instance, by enabling seamless transition between forward and reverse drive modes based on throttle input, the present approaches when implemented reduce rider fatigue and enhance rider safety during parking maneuvers. Additionally, the present approaches improve overall user experience by eliminating the need for frequent mode toggling, reducing battery consumption from excessive maneuvering, and allowing riders to focus on spatial awareness rather than vehicle controls during the parking process.

[0051] Although implementations of present subject matter have been described in language specific to structural features and / or methods, it is to be noted that the present subject matter is not necessarily limited to the specific features or methods described. Rather, the specific features and methods are disclosed and explained in the context of a few implementations for the present subject matter.

Claims

I / We Claim:1 . A vehicle control unit for an electric vehicle, wherein the vehicle control unit is to: upon initiation of a parking assist mode of the electric vehicle, receive a throttle input from a twistgrip of the electric vehicle, wherein the throttle input is indicative of rotation of the twistgrip in one of a clockwise direction and an anticlockwise direction; compare the throttle input with a first predefined threshold and a second predefined threshold, wherein the first predefined threshold corresponds to a forward drive mode of the electric vehicle and the second predefined threshold corresponds to a reverse drive mode of the electric vehicle; based on the comparison, generate control signals to activate one of: the forward drive mode, when the throttle input corresponds to the clockwise direction and exceeds the first predefined threshold, and the reverse drive mode, when the throttle input corresponds to the anticlockwise direction and exceeds the second predefined threshold.

2. The vehicle control unit as claimed in claim 1 , wherein the twistgrip is coupled to a voltage sensor of the electric vehicle, wherein the voltage sensor is to measure a voltage signal generated based on rotation of the twistgrip.

3. The vehicle control unit as claimed in claim 2, wherein the vehicle control unit is to: receive the voltage signal;compare the voltage signal with a reference voltage signal, wherein the reference voltage signal corresponds to a voltage measured by the voltage sensor when the electric vehicle is at a neutral drive mode; generate control signals to adjust a speed of the electric vehicle in one of the forward drive mode and the reverse drive mode, wherein the forward drive mode is activated when the voltage signal exceeds the reference voltage signal, and wherein the reverse drive mode is activated when the voltage signal falls below the reference voltage signal.

4. The vehicle control unit as claimed in claim 3, wherein the vehicle control unit is to maintain the electric vehicle in the neutral drive mode when the voltage signal is equal to the reference voltage signal.

5. The vehicle control unit as claimed in claim 3, wherein the vehicle control unit is to: determine a magnitude of the throttle input based on a difference between the voltage signal and the reference voltage signal; and generate control signals to adjust the speed of the electric vehicle based on the magnitude of the throttle input, to park the electric vehicle in one of the forward mode and the reverse mode.

6. The vehicle control unit as claimed in claim 1 , wherein the vehicle control unit is to initiate the parking assist mode upon receiving a user input using one of a push button, an audio-visual input through a human machine interface (HMI) of the electric vehicle, or combinations thereof.

7. A method of activating a parking assist mode of an electric vehicle, comprising: upon initiation of the parking assist mode of the electric vehicle, receiving a throttle input from a twistgrip of the electric vehicle, wherein the throttle input is indicative of rotation of the twistgrip in one of a clockwise direction and an anticlockwise direction; comparing the throttle input with a first predefined threshold and a second predefined threshold, wherein the first predefined threshold corresponds to a forward drive mode of the electric vehicle and the second predefined threshold corresponds to a reverse drive mode of the electric vehicle; based on the comparison, activating one of: the forward drive mode, when the throttle input corresponds to the clockwise direction and exceeds the first predefined threshold, and the reverse drive mode, when the throttle input corresponds to the anticlockwise direction and exceeds the second predefined threshold.

8. The method as claimed in claim 7, wherein the twistgrip is coupled to a voltage sensor of the electric vehicle, wherein the voltage sensor is to measure a voltage signal generated based on rotation of the twistgrip.

9. The method as claimed in claim 8, comprising: receiving the voltage signal; comparing the voltage signal with a reference voltage signal, wherein the reference voltage signal corresponds to a voltage measured by the voltage sensor when the electric vehicle is at a neutral drive mode;generating control signals to adjust a speed of the electric vehicle in one of the forward drive mode and the reverse drive mode, wherein the forward drive mode is activated when the voltage signal exceeds the reference voltage signal, and wherein the reverse drive mode is activated when the voltage signal falls below the reference voltage signal.

10. The method as claimed in claim 9, comprising generating control signals to maintain the electric vehicle in the neutral drive mode when the voltage signal is equal to the reference voltage signal.11 . The method as claimed in claim 9, comprising: determining a magnitude of the throttle input based on a difference between the voltage signal and the reference voltage signal; and adjusting the speed of the electric vehicle based on the magnitude of the throttle input, to park the electric vehicle in one of the forward mode and the reverse mode.

12. An electric vehicle comprising a vehicle control unit as claimed in any one of claims 1 to 6, wherein the vehicle control unit is to: upon initiation of a parking assist mode of the electric vehicle, receive a throttle input from a twistgrip of the electric vehicle, wherein the throttle input is indicative of rotation of the twistgrip in one of a clockwise direction and an anticlockwise direction; compare the throttle input with a first predefined threshold and a second predefined threshold, wherein the first predefined threshold corresponds to a forward drive mode of the electric vehicle and the second predefined threshold corresponds to a reverse drive mode of the electric vehicle;based on the comparison, generate control signals to activate one of: the forward drive mode, when the throttle input corresponds to the clockwise direction and exceeds the first predefined threshold, and the reverse drive mode, when the throttle input corresponds to the anticlockwise direction and exceeds the second predefined threshold.

13. The electric vehicle as claimed in claim 12, wherein the electric vehicle is one of a two-wheeled electric vehicle and a three-wheeled electric vehicle having a twistgrip.

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