System and method for manoeuvring a vehicle

Abstract

The present invention provides a system (102) and a method (300) for manoeuvring a vehicle (100). The method comprises determining, by circuitry (104), a state of the vehicle (100). The method comprises determining, by the circuitry (104), an operational mode of the vehicle (100) based on the determined state of the vehicle (100). The method comprises determining, by the circuitry (104), a first user input. Herein, the user first input is associated with a throttle of the vehicle (100). The method comprises determining, by the circuitry (104), a direction of the throttle based on the determined first user input. The method comprises controlling, by the circuitry (104), a speed and a direction of the vehicle (100) based on the determined throttle direction and the determined operational mode of the vehicle (100).

Description

TITLE OF INVENTION:SYSTEM AND METHOD FOR MANOEUVRING A VEHICLETECHNICAL FIELD

[0001] The present subject matter generally relates to automotive industry. More particularly, but not exclusively to, a system and a method for manoeuvring a vehicle.BACKGROUND

[0002] With advancements in automative industries, two-wheeled vehicles, such as motorcycles and scooters, have gained popularity due to agilities and compact designs offered by such vehicles. However, as such vehicles become prevalent, significant usability and safety concerns have emerged, particularly related to their manoeuvrability in tight spaces and traffic situations.

[0003] The parking of a two-wheeler is cumbersome and require multiple steps that may distract the rider, especially in busy environments. For example, to initiate park mode in the two wheeled vehicle, the driver presses a push button to activate the parking mode. After activation of the parking mode, the driver selects forward motion on the instrument cluster to move the vehicle in the forward direction and then the user rotates the throttle to move the vehicle the desired distance. If the driver needs to realign the vehicle and switch to the reverse direction, then the user again needs to make the selection on the instrument cluster and rotate the throttle again. To exit park mode, the driver presses the push button once more. Therefore, the complexity of shifting between forward direction and reverse direction can add to the challenges faced by users, often leading to frustration and a higher risk of accidents during critical moments.

[0004] Additionally, traditional two wheeled vehicles lack a mechanism to limit backward speed during the parking and in the congested traffic conditions, which is crucial for maintaining control in confined areas. In scenarios where rapid acceleration occurs due to human error, such absenceof a speed regulator can result in dangerous situations, jeopardizing a safety of both a rider and others nearby. As urban areas continue to grow and traffic congestion increases, addressing such challenges is vital for enhancing a user experience and for ensuring the safety of two vehicle operators.

[0005] Thus, there exists is a need for an efficient system for a vehicle for manoeuvring a vehicle which addresses at least the aforementioned problems.SUMMARY OF THE INVENTION

[0006] According to embodiments illustrated herein, the present invention relates to a system and a method for manoeuvring a vehicle that simplify vehicle control, improve manoeuvrability and incorporate safety features that mitigate risks associated with high speeds.

[0007] In an aspect, the present disclosure relates to the method for manoeuvring. The method comprises determining, by circuitry, a state of the vehicle. The method further comprises determining, by the circuitry, an operational mode of the vehicle based on the determined state of the vehicle. The method further comprises determining, by the circuitry, a first user input, wherein the user first input is associated with a throttle of the vehicle. The method further comprises determining, by the circuitry, a direction of the throttle based on the determined first user input. The method further comprises controlling, by the circuitry, a speed and a direction of the vehicle based on the determined throttle direction and the determined operational mode of the vehicle.

[0008] In an aspect, the present disclosure relates to the system for manoeuvring the vehicle. The system comprises circuitry configured to determine a state of the vehicle. The circuitry is further configured to determine an operational mode of the vehicle based on the determined state of the vehicle. The circuitry is further configured to determine a first user input. Herein, the user first input is associated with a throttle of the vehicle. The circuitry is further configured to determine a direction of the throttle based on the determined first user input. The circuitry is further configured tocontrol a speed and a direction of the vehicle based on the determined throttle direction and the determined operational mode of the vehicle.

[0009] It is to be understood that both the following general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The details are described with reference to an embodiment of an automatic lighting system for a vehicle and method thereof along with the accompanying diagrams. The same numbers are used throughout the drawings to reference similar features and components.

[0011] Figure 1 illustrates a block diagram of a system for manoeuvring a vehicle, in accordance with an embodiment of the present disclosure.

[0012] Figures 2A and 2B collectively illustrate a block diagram for manoeuvring the vehicle of Figure 1, in accordance with an embodiment of the present disclosure.

[0013] Figure 3 exemplarily illustrates a flowchart of a method for manoeuvring a vehicle, in accordance with an embodiment of the present disclosure.DETAILED DESCRIPTION

[0014] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims.

[0015] An objective of the present subject matter is to provide a method for manoeuvring a vehicle. The method comprises determining, by circuitry, a state of the vehicle. The method further comprises determining, by the circuitry, an operational mode of the vehicle based on the determined state ofthe vehicle. The method further comprises determining, by the circuitry, a first user input, wherein the user first input is associated with a throttle of the vehicle. The method further comprises determining, by the circuitry, a direction of the throttle based on the determined first user input. The method further comprises controlling, by the circuitry, a speed and a direction of the vehicle based on the determined throttle direction and the determined operational mode of the vehicle.

[0016] An objective of the present subject matter is to provide a system for manoeuvring a vehicle. The system comprises circuitry configured to determine a state of the vehicle. The circuitry is further configured to determine an operational mode of the vehicle based on the determined state of the vehicle. The circuitry is further configured to determine a first user input. Herein, the user first input is associated with a throttle of the vehicle. The circuitry is further configured to determine a direction of the throttle based on the determined first user input. The circuitry is further configured to control a speed and a direction of the vehicle based on the determined throttle direction and the determined operational mode of the vehicle.

[0017] The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless expressly specified otherwise. The terms “including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.

[0018] The embodiments of the present invention will now be described in detail with reference to a vehicle with the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principlesof the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0019] Figure 1 illustrates a block diagram of a system (100) for manoeuvring a vehicle (100), in accordance with an embodiment of the present disclosure. The vehicle (100) comprises the system (100). The vehicle may be a two- wheeled vehicle or a three wheeled vehicle such as a tricycle. The system (100) comprises circuitry (104), a memory (not shown), and network interface (not shown). In an embodiment, the system (100) may be embedded in the vehicle (100). In an alternative embodiment, the system (100) may be accessed remotely via a communication network (110).

[0020] The circuitry (104) may include suitable logic, circuitry, interfaces, and / or code that may be configured to execute a set of instructions stored in the memory. The circuitry (104) may be configured to control the memory, a plurality of sensors, an engine, the braking system, the infotainment system, and the navigation system to perform different operations based on the set of instructions. The circuitry (104) may be further configured to control at least one component of the vehicle (100) based on the received instructions.

[0021] The circuitry (104) may be implemented based on a number of processor technologies known in the art. Examples of the circuitry (104) may include a Graphical Processing Unit (GPU), a Central Processing Unit (CPU), an x86-based processor, an x64-based processor, a Reduced Instruction Set Computing (RISC) processor, an Application-Specific Integrated Circuit (ASIC) processor, a Complex Instruction Set Computing (CISC) processor, and / or other hardware processors.

[0022] In an embodiment, the circuitry (104) is configured to determine a state of the vehicle (100). The state of the vehicle (100) may indicate whether the vehicle (100) is moving or not. In an embodiment, the determined state of the vehicle (100) is an idle state. A speed of the vehicle (100) is zero kilometres per hour at the idle state. In an embodiment, the determined state of the vehicle (100) is a driving state. The driving state indicates that the vehicle (100) may be moving with a particular speed.

[0023] In an embodiment, to enable the reverse operation, the vehicle (100) needs to be in the idle state. Once, the vehicle (100) is on idle state the circuitry (104) is configured to determine an operational mode of the vehicle (100). The operational mode of the vehicle (100) may be a drive mode or a park mode. In an embodiment, a mode selection may done by a user. For example, a user interface (UI) comprising a first UI element and a drop down menu may be rendered on a cluster of the vehicle (100). The first UI element may be a prompt requesting the user to select the mode of the vehicle (100) from the drop down menu. The drop down menu may include a second UI element and a third UI element. A second UI may be pressed for selecting the drive mode and the third UI element may be pressed for selecting the park mode.

[0024] Subsequent to the selection of the park mode, the circuitry (104) is further configured to determine a user input. Herein, the user input is associated with a throttle of the vehicle (100), i.e., the user may provide rotate the throttle for movement of the vehicle. It may be noted that the throttle may be a control mechanism, typically located as a twist grip on the right handlebar, that regulates a flow of air and a supply of fuel to the engine. By adjusting the throttle, a rider can control an engine's power output and acceleration, affecting the speed and performance of the vehicle (100) such as, a motorcycle or scooter. The user may rotate the throttle in a clockwise direction or anti-clockwise direction.

[0025] The circuitry (104) is further configured to determine a direction of the throttle based on the determined user input. The direction of the throttle may be the direction of a rotation of the throttle. In an example, upon selecting the mode of the vehicle, the user may provide the user input by rotating the throttle of the vehicle (100).

[0026] The circuitry (104) is further configured to control a speed and a direction of the vehicle (100) based on the determined throttle direction and the determined operational mode of the vehicle (100).

[0027] For example, when the rider or user chooses a reverse mode of the vehicle 100, the circuity 104 shall be configured to determine the direction ofthrottle input. In the event, the throttle input is indicative of an intended reverse direction of movement of the vehicle, the circuitry shall be configured to initiate the propelling of the vehicle in the reverse direction at a speed of less than 3 kmph. In another aspect, when the throttle input is indicative of an intended forward direction of movement of the vehicle 100, the circuit 104 shall initiate the propelling of the vehicle in the forward direction at a speed of less than 5 kmph in park mode. In a preferred embodiment, anticlockwise movement of the throttle is indicative of an intended reverse direction movement of the vehicle 100 while a clockwise movement of the throttle is indicative of an intended forward direction movement of the vehicle 100 in the selected park mode.

[0028] The throttle input may be received via throttle position sensors coupled with the throttle or gripper of the handlebar assembly. However the scope of the present invention shall not be limitative to throttle position sensors, other sensors known in the art for detecting and / or determining throttle movement may be used.

[0029] the circuitry (104) is configured to determine whether the operational mode of the vehicle (100) is the park mode, if the vehicle (100) is in the park mode, then the circuitry (104) is further configured to determine whether the direction of the throttle is one of the clockwise direction or the anti-clockwise direction. If the throttle is rotated in clockwise direction, then the circuitry (104) is configured to control a speed of vehicle (100) below a first threshold speed in a forward direction. The vehicle (100) may be moved in the forward direction with a maximum speed of 5 kilometres per hours based on an amount of the rotation of the throttle in the clockwise direction.

[0030] If the throttle is rotated in anti-clockwise direction, then the circuitry (104) is further configured to control a speed of vehicle (100) below a second threshold speed in a backward direction. It may be noted that the vehicle (100) move in backward direction when the throttle is rotated in the anti-clockwise directional. The vehicle (100) may be moved in backward direction with a maximum speed of 3 kilometres per hours based on an amount of the rotation of the throttle.

[0031] In an example, during the operation of throttle, the circuitry (104) may determine that the park mode is selected by the user. Thereafter, the circuitry may determine the direction of rotation of the throttle is in the clockwise direction. In the event a clockwise direction of movement of the throttle is determined by the circuitry, the circuitry may transmit a signal to initiate forward direction of vehicle propulsion. The speed at which this forward movement in park mode be initiated is contingent upon at least one of: the rate of change of throttle and the degree of throttle movement. Similarly, in the event an anti-clockwise movement of the throttle is determined by the circuity, the circuitry may transmit a signal to initiate reverse direction of vehicle propulsion. The speed at which the reverse movement in park mode be initiated is contingent upon at least one of: the rate of change of throttle and the degree of throttle movement.

[0032] In another example, the circuitry (104) may determine that the drive mode is selected. In the event the drive mode is selected the anti-clockwise movement of the throttle may be restrained or stopped by an actuator mechanism coupled to the circuitry 104. Therefore, in an embodiment the anti-clockwise and clockwise rotation of the throttle is only permitted upon a park mode selection. In drive mode selection, the circuitry may either ignore the anticlockwise rotation of the throttle or enable a stopping mechanism to limit any detected anti-clockwise rotation of the throttle initiated by the rider.

[0033] In an aspect, the circuitry 104 for configuring the prime mover such as motor or internal combustion engine to initiate reverse direction and forward direction propulsion of the vehicle in park mode may communicate with a control unit of the vehicle. The control unit of the vehicle may be a motor control unit, a vehicle control unit or an EMS ECU of the vehicle.

[0034] In an aspect, the clockwise rotation of the throttle is aligned with a direction of rotation of the throttle of the handlebar which initiates vehicle start in drive mode in the forward direction.

[0035] In an aspect, the terms ’’clockwise” and “anti-clockwise” is used based on a degree of rotation of the throttle of the handlebar when viewedfrom a side view of the vehicle. More specifically, the right side view of the vehicle is the basis on which clockwise and anti-clockwise is adjudged. However, based on the vehicle configuration any permissible bi-directional movement of the throttle shall be covered under the scope of the present invention.

[0036] In an embodiment, if the operational mode of the vehicle (100) is the drive mode then the circuitry (104) is configured to determine the direction of the throttle. In the drive mode, the circuitry (104) is configured to control a speed of vehicle (100) in a forward direction based the amount of throttle in the clockwise direction. In the drive mode, the anti-clockwise direction of the throttle may not result any movement of the vehicle (100). When the operational mode of the vehicle is selected as the drive mode, then only the clockwise directional movement of the throttle may be permitted. In such a case, the vehicle (100) may move in the forward direction with the speed associated with an amount of rotation of the throttle in the clockwise direction.

[0037] Figures 2A and 2B collectively illustrate a pipeline (200) for manoeuvring the vehicle of Figure 1, in accordance with an embodiment of the present disclosure.

[0038] At 202, an operation of a vehicle state determination may be executed. Herein, the circuitry (104) may be configured to determine the state of the vehicle (100). The vehicle (100) may be in idle state or moving state.

[0039] At 204, an operation of a brake and drive switch selection may be executed. The user may press the brake and the drive switch to turn on the vehicle (100). In an embodiment, the vehicle (100) may be turned by a User Equipment (UE) (106) connected via a communication network (110). The UE 106 may be smartphone, a cellular / mobile phone, a personal digital assistance (PDA), a handheld computer, an audio-video (AV) entertainment device, a virtual-reality (VR) device, a computing device, a gaming device, and / or a consumer electronic (CE) device with wired / wireless communication capability. Examples of the communication network (110) may include, but are not limited to, the Internet, a cloud network, a Long TermEvolution (LTE) network, a Wireless Local Area Network (WLAN), a Local Area Network (LAN), a telephone line (POTS), and / or a Metropolitan Area Network (MAN). Examples of such wired and wireless communication protocols may include, but are not limited to, at least one of a Transmission Control Protocol and Internet Protocol (TCP / IP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), File Transfer Protocol (FTP), ZigBee, EDGE, IEEE 802.11, light fidelity (Li-Fi), 802.16, IEEE 802.11s, IEEE 802.11g, multi-hop communication, wireless access point (AP), device to device communication, cellular communication protocols, or Bluetooth (BT) communication protocols, or a combination thereof.

[0040] At 206, an operation of a drive mode selection may be executed. Upon turning on the vehicle, the drive mode may be selected as the operational mode of the vehicle (100) by default.

[0041] At 208, an operation of a park mode selection may be executed. In an example, a mechanical switch associated with a park mode selection may be provided on a handle bar of the vehicle (100). The mechanical switch may be short or long pressed to select the park mode. In an embodiment, the park selection mode may be executed via voice input.

[0042] At 210, an operation of a park mode transitioning may be executed. Herein, the vehicle (100) may transition to the park mode from the drive mode. Thereafter, the circuitry (104) may receive the first user input based on the rotation of the throttle of the vehicle (100). The circuitry (104) may be configured to determine the direction of the throttle based on the determined first user input. If the direction of the throttle is anti-clockwise direction then the circuitry (104) may execute the step 212A. If the direction of the throttle is clockwise direction then the circuitry (104) may execute the step 212B

[0043] At 212A, an operation of a negative throttle reception may be executed. At 214A, an operation of a reverse direction determination may be executed. That is, the vehicle (100) may be moved in the backward direction with a maximum speed of 3 kmph.

[0044] At 212B, an operation of a positive throttle reception may be executed. At 214B, an operation of a forward direction determination maybe executed. That is, the vehicle (100) may be moved in the forward direction with a maximum speed of 5kmph.

[0045] At 216, an operation of park mode deselection may be executed. In an example, the mechanical switch associated with the park mode selection may be pressed again to exit the park mode. The vehicle (100) may transition from the park mode to drive mode. In another example, a mechanical kill switch may be provided on the handlebar of the vehicle (100). The user can exit park mode by pressing the mechanical kill switch.

[0046] Figure 3 exemplarily illustrates a flowchart (300) of a method for manoeuvring the vehicle (100), in accordance with an embodiment of the present disclosure.

[0047] At 302, the state of the vehicle (100) is determined. The circuitry (104) is configured to determine the state of the vehicle (100).

[0048] At 304, the operational mode of the vehicle (100) is determined. The circuitry (104) is configured to determine the operational mode of the vehicle (100) based on the determined state of the vehicle (100)

[0049] At 306, the first user input is determined. The circuitry (104) is configured to determine the first user input. Herein, the user first input is associated with a throttle of the vehicle (100).

[0050] At 308, the direction of the throttle is determined. The circuitry (104) is configured to determine the direction of the throttle based on the determined first user input.

[0051] At 310, the speed and the direction of the vehicle (100) is controlled. The circuitry (104) is configured to control the speed and the direction of the vehicle (100) based on the determined throttle direction and the determined operational mode of the vehicle (100).

[0052] In an example scenario, a physical push button park switch may be provided on a right-side switchgear present on the handlebar of the vehicle. The throttle of the vehicle may be allowed to rotate 360 degrees in the clockwise direction and 54 degrees in the anticlockwise direction. A physical kill switch may be provided on the right-side switchgear. Further, a rear brake may be provided on a left handle of the handlebar of the vehicle and a frontbrake may be provided on a right handle of the handlebar of the vehicle. The vehicle (100) is powered up by keyless authentication, after which the vehicle goes to the idle mode. The vehicle (100) is move to the drive mode upon application of the brake and drive switch. Once the vehicle (100) is in the drive mode, the park switch is either long or short-pressed to enable the park mode.

[0053] In park mode, the maximum speed for the forward movement is limited to 5 kilometres per hours and the maximum speed for the reverse movement is limited to 3 kilometres per hours. On applying forward throttle that is rotating the throttle in the clockwise direction, the vehicle will move forward, and on applying reverse throttle that is rotating the throttle in the clockwise direction, the vehicle will move in the reverse direction. The rider can exit the park mode by long-pressing or short-pressing the park switch or by pressing the kill switch. Thereafter, the vehicle will return to the drive mode.

[0054] The disclosed system and the method for manoeuvring the vehicle provides enhanced safety by limiting speed in both the forward and reverse directions when the park mode is selected. Thus, the disclosed system and the method significantly reduces the risk of accidents. Riders are less likely to lose control when manoeuvring in tight spaces or crowded environments, protecting both themselves and pedestrians. The riders can navigate challenging situations, such as parking in confined spaces or reversing safely, with greater ease. Thus, the disclosed system and the method help reducing anxiety and increases confidence when handling the vehicle in busy areas.

[0055] The disclosed system and the method provide a simplified methodology for selecting or de-selecting the park mode. The disclosed system and the method can streamline the process of engaging park mode by automatically managing speed limits, and thus minimizes the complexity of shifting gears. Thus, the disclosed system and the method enables reduction of distractions for the rider, and allows the rider to focus on their surrounding when the vehicle is in the park mode

[0056] The disclosed system and the method provide increased user satisfaction and convenience. In an aspect, the present invention related to the discloses system and method enhances user convenience by reducing the number of steps incurred in initiation of parking mode of the vehicle in reverse and forward direction. The conventional approach was cumbersome and often confused the rider of the vehicle between multiple push buttons, widgets and throttle motion which often leads to an unintended direction of motion of the vehicle. Riders are likely to appreciate an added safety and ease of use provided by this invention the disclosed system and the method for manoeuvring the vehicle in the park mode. Thus, customer loyalty may be enhanced.

[0057] A description of an embodiment with several components in communication with another does not imply that all such components are required, On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.

[0058] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter and is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

[0059] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[0060] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted without departing from the scope of the present disclosure. In addition, manymodifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims.

Claims

We Claim:

1. A method (300) for manoeuvring a vehicle (100), the method (300) comprising: determining, by circuitry (104), a state of the vehicle (100); determining, by the circuitry (104), an operational mode of the vehicle (100) based on the determined state of the vehicle (100); determining, by the circuitry (104), a first user input, wherein the user first input is associated with a throttle of the vehicle (100); determining, by the circuitry (104), a direction of the throttle based on the determined first user input; and controlling, by the circuitry (104), a speed and a direction of the vehicle (100) based on the determined throttle direction and the determined operational mode of the vehicle (100).

2. The method (300) as claimed in claim 1, wherein the determined state of the vehicle (100) is an idle state, and the speed of the vehicle (100) is zero at the idle state.

3. The method (300) as claimed in claim 1 , wherein the operational mode the vehicle (100) is one of a drive mode or a park mode, wherein the first user input is received subsequent to the determined operational mode, wherein the park mode corresponds to a mode of the vehicle (100) where the speed of the vehicle (100) is lesser than a first threshold speed, wherein the drive mode corresponds to a mode of the vehicle (100) where the speed of the vehicle (100) is greater than the first threshold speed.

4. The method (300) for as claimed in claim 3, comprising: determining, by the circuitry (104), whether the determined operational mode of the vehicle (100) is the park mode;determining, by the circuitry (104), based on the determination that the mode of the vehicle (100) is the park mode, whether the direction of the throttle is one of a clockwise direction or an anti-clockwise direction; controlling, by the circuitry (104), the speed of vehicle (100) below the first threshold speed in a forward direction based on the determination that direction of the throttle is in the clockwise direction; and controlling, by the circuitry (104), the speed of vehicle (100) below a second threshold speed in a backward direction based on the determination that the direction of the throttle is in the anti-clockwise direction, wherein the second threshold speed is lesser than the first threshold speed.

5. The method (300) for as claimed in claim 3, comprising: determining, by the circuitry (104), whether the operational mode of the vehicle (100) is the drive mode; determining, by the circuitry (104), based on the determination that the mode of the vehicle (100) is the drive mode, whether the direction of the throttle is a clockwise direction; and controlling, by the circuitry (104), the speed of vehicle (100) in a forward direction based on the determination that direction of the throttle is in the clockwise direction.

6. A system (102) for manoeuvring a vehicle (100), the system (102) comprising: circuitry (104) configured to: determine a state of the vehicle (100); determine an operational mode of the vehicle (100) based on the determined state of the vehicle (100); determine a first user input, wherein the user first input is associated with a throttle of the vehicle (100); determine a direction of the throttle based on the determined first user input; andcontrol a speed and a direction of the vehicle (100) based on the determined throttle direction and the determined operational mode of the vehicle (100).

7. The system (102) as claimed in claim 6, wherein the determined state of the vehicle (100) is an idle state, and the speed of the vehicle (100) is zero at the idle state.

8. The system (102) as claimed in claim 6, wherein the mode the vehicle (100) is at least one of a drive mode, a park mode, and wherein the first user input is received subsequent to the determined operational mode, wherein the park mode corresponds to a mode of the vehicle (100) where the speed of the vehicle (100) is lesser than a first threshold speed, wherein the drive mode corresponds to a mode of the vehicle (100) where the speed of the vehicle (100) is greater than the first threshold speed.

9. The system (102) as claimed in claim 7, wherein the circuitry (104) is configured to: determine whether the determined operational mode of the vehicle (100) is the park mode; determine, based on the determination that the mode of the vehicle (100) is the park mode, whether the direction of the throttle is one of a clockwise direction or an anti-clockwise direction; control the speed of vehicle (100) below the first threshold speed in a forward direction based on the determination that direction of the throttle is in the clockwise direction; and control the speed of vehicle (100) below a second threshold speed in a backward direction based on the determination that direction of the throttle is in the anti-clockwise direction, wherein the second threshold speed is lesser than the first threshold speed.

10. The system (102) as claimed in claim 7, wherein the circuitry (104) is configured to: determine whether the operational mode of the vehicle (100) is the drive mode; determine, based on the determination that the mode of the vehicle(100) is the drive mode, whether the direction of the throttle is a clockwise direction; and control the speed of vehicle (100) in a forward direction based on the determination that direction of the throttle is in the clockwise direction.

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