EP4646353A1

EP4646353A1 - Rolling prevention in vehicles

Info

Publication number: EP4646353A1
Application number: EP23914658.2A
Authority: EP
Inventors: Himanshu Bansal; Dipanjan MAZUMDAR; Chithambaram Subramonian
Original assignee: TVS Motor Co Ltd
Current assignee: TVS Motor Co Ltd
Priority date: 2023-01-02
Filing date: 2023-12-29
Publication date: 2025-11-12
Also published as: WO2024147152A1

Abstract

A vehicle (100) includes a drive wheel (208), a power source (104), a Power Source Control Unit (PSCU) (106), at least one brake (206), and a vehicle Control unit (VCU) (108). The VCU (108) is configured to determine whether the vehicle (100) is moving; determine whether the vehicle (100) is travelling on a path having a gradient; determine whether the gradient of the path is beyond than a gradient threshold; determine whether the at least one brake (206) is applied; determine, whether a braking force at which the at least one brake (206) applied is greater than a threshold force; determine, whether time of application of the at least one brake (206) is greater than a threshold time; and send a command signal to the PSCU (106) to lock the drive wheel (208) to arrest movement of the drive wheel (208) to prevent rolling of the vehicle (100).

Description

TITLE

ROLLING PREVENTION IN VEHICLES

FIELD OF INVENTION

[0001] The present subject matter is related to, in general, vehicles and, in particular, rolling prevention in vehicles.

BACKGROUND

[0002] Generally, vehicles, such as two-wheelers, three-wheelers, and four-wheelers, travel through a path having a gradient. For instance, the vehicles may ascend up a slope (i.e., path with a positive gradient) or descend down a slope (i.e., path with a negative gradient). In some scenarios, the vehicle may have to be stopped while travelling on the path with the gradient. Particularly, during traffic, signal stoppage, and the like, on the path with the gradient, the vehicle may have to be stopped. However, the stoppage of the vehicle on such a path may cause unintended rolling of the vehicle. For instance, due to mechanical forces acting on the vehicle, while stopping the movement of the vehicle, the vehicle may tend to roll back during ascension on a slope. Similarly, the vehicle may tend to roll forward while descending on a slope while stopping the movement of the vehicle due to mechanical forces. Accordingly, the user may have to keep applying brakes to hold the vehicle from rolling.

[0003] In some scenarios, the user of the vehicle may have to apply the brakes for a relatively longer time and with a higher force to arrest the motion of the vehicle on such path and to hold the vehicle from rolling. This causes fatigue to the user, reduces riding comfort of the vehicle, and thereby, making the riding difficult. In some scenarios, due to fatigue, the user may even stop applying the brake and thereby, leading to accident. Further, in some scenarios, when sufficient amount of braking force is not applied on the brakes, the vehicle may start to roll. This rolling of the vehicle may cause the user to panic while riding the vehicle and thereby, causing accident and endangering the life of the user. Therefore, riding the conventional vehicles on the path with the gradient may be difficult.

BRIEF DESCRIPTION OF DRAWINGS

[0004] The detailed description is provided with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components.

[0005] Fig. 1 illustrates a block diagram of a vehicle, in accordance with an implementation of the present subject matter;

[0006] Fig. 2a illustrates a perspective view of a vehicle, in accordance with an implementation of the present subject matter;

[0007] Fig. 2b illustrates a side view of a vehicle, in accordance with an implementation of the present subj ect matter,

[0008] Fig. 2c illustrates a handle bar assembly of a vehicle, in accordance with an implementation of the present subject matter;

[0009] Fig. 2d illustrates an enlarged view of a portion of the vehicle depicted in Fig. 2c, in accordance with an implementation of the present subject matter;

[0010] Fig. 2e illustrates an enlarged view of a portion of the vehicle depicted in Fig. 2c, in accordance with an implementation of the present subject matter

[0011] Fig. 2f illustrates a handle bar assembly of a vehicle, in accordance with an implementation of the present subject matter;

[0012] Fig. 3 illustrates a vehicle, in accordance with an implementation of the present subject matter;

[0013] Figs. 4a-4b illustrates a method for preventing rolling of a vehicle, in accordance with an implementation of the present subject matter;

[0014] Figs. 5a-5b illustrates a method for preventing rolling of a vehicle, in accordance with an implementation of the present subject matter; and

[0015] Figs. 6a-6b illustrates a method for preventing rolling of a vehicle, in accordance with an implementation of the present subject matter.

DETAILED DESCRIPTION

[0016] Generally, riding conventional vehicles on a path with a gradient may be difficult. Particularly, holding the conventional vehicles on such path without rolling may be difficult and causes safety issues to the user of the vehicles. For instance, in some scenarios, such as when the vehicle is staring after a stoppage during ascension on the slope, the user may have to throttle while simultaneously applying the brake of the vehicle to prevent the rolling back of the vehicle. However, due to a lesser throttling, if the vehicle starts to roll back, the user may panic and thereby, resulting in accidents. This may cause difficulty in riding the vehicle on a slope and reduces the comfort of riding the vehicle. [0017] In some scenarios, the user may hard-press the brakes with a higher force to prevent the rolling of the vehicle. However, the hard-pressing of the brakes may result in failure of brake assembly of the vehicle and therefore, causing accidents due to failure of brake assembly. Further, this may also result in replacement of brakes for the vehicles and thereby, increasing the associated resources and costs.

[0018] The present subject matter relates to rolling prevention in vehicles. With the implementation of the present subject matter, the vehicles may be prevented from unintended rolling during a travel on a path with a gradient. Therefore, the present subject matter eases riding on the path with the gradient and enhances the riding comfort.

[0019] In accordance with an example implementation, a vehicle may include a drive wheel, a power source, at least one brake, and a Vehicle Control Unit (VCU). The vehicle may be, for example, a two-wheeler, a three-wheeler, or a four-wheeler. Hereinafter, the vehicle will be explained with reference to the two-wheeler.

[0020] The drive wheel may facilitate movement of the vehicle. For instance, the drive wheel may be a rear wheel of the vehicle. The power source may drive the drive wheel. The power source may be, for example, an engine, such as an Internal Combustion Engine (ICE), an electric motor, or a combination thereof. Further, the Power Source Control Unit (PSCU) may control functioning of the power source. The at least one brake may arrest movement of the vehicle. In an example, the at least one brake may be a hand brake. In another example, the at least one brake may be a foot brake. For instance, for a scooter-type vehicle, the at least one brake may be hand brake. For a motorcycle type vehicle, the at least one brake may be a foot brake.

[0021] The VCU may control functioning of the vehicle. During operation, the VCU may determine whether the vehicle is moving. Further, the VCU may determine whether the vehicle is travelling on a path having a gradient in response to the determination that the vehicle is moving. For instance, the VCU may determine that the vehicle is travelling up a slope (i.e., path with a positive gradient) or down a slope (path with a negative gradient).

[0022] Furthermore, the VCU may determine whether the gradient of the path is beyond than a gradient threshold in response to the determination that the vehicle is travelling on the path having the gradient. The gradient threshold may be a value beyond which the vehicle may tend to roll. For instance, if the path has a positive gradient, the gradient threshold may correspond to a positive gradient threshold. If the path has a negative gradient, the gradient threshold may correspond to a negative gradient threshold. The positive gradient threshold may be a value greater than which the vehicle may roll back. The negative gradient threshold may be a value lesser than which the vehicle may roll forward. Accordingly, if the path has the positive gradient, the VCU may determine whether the gradient of the path is greater than the positive gradient threshold. Similarly, if the path has the negative gradient, the VCU may determine whether the gradient of the path is lesser than the negative gradient. If it is determined that the gradient of the path is beyond than the gradient threshold, the VCU may determine whether the at least one brake is applied. Further, the VCU may also determine whether a braking force at which the at least one brake is applied is greater than a threshold force in response to the determination that the at least one brake is applied. In an example, the threshold force may correspond to the braking force greater than which the braking force causes fatigue to the user of the vehicle.

[0023] In response to the determination that the braking force is greater than the threshold force, it may be determined by the VCU whether time of application of the at least one brake is greater than a threshold time. In an example, the threshold time may correspond to a time of application of the at least one brake greater than which the application of the at least one brake causes fatigue to the user of the vehicle. In response to the determination that the time of application of the at least one brake is greater than the threshold time, the VCU may send a command signal to the PSCU to lock the drive wheel of the vehicle. In response to receiving the command signal from the VCU, the PSCU may lock the drive wheel of the vehicle to arrest movement of the drive wheel to prevent rolling of the vehicle.

[0024] Subsequently, in an example, when the PSCU is to lock the drive wheel, the VCU may start a timer to record a time duration of the locking of the drive wheel. Further, the VCU may determine whether the time duration of the locking of the drive wheel is greater than a threshold time duration. When the time duration of the locking of the drive wheel is greater than the threshold time duration, the VCU may send a release command signal to release the locked drive wheel of the vehicle in response to the determination that the vehicle is moving, the determination that the vehicle is travelling on the path that is straight, or the determination that gradient of the path is within than the gradient threshold. The PSCU may release the locked drive wheel of the vehicle, in response to receiving the release command signal.

[0025] Further, in an example, when the PSCU is to lock the drive wheel, upon starting the timer to record the time duration of the locking of the drive wheel, the VCU may determine an intention of a user of the vehicle to begin riding the vehicle or parking of the vehicle. In response to the determination that the user is intending to ride the vehicle or park the vehicle, the VCU may send a release command signal to the PSCU to release the locked drive wheel of the vehicle. [0026] With the implementation of the present subject matter, the intent of a user of the vehicle to hold the vehicle on the slope is determined and drive wheel of the vehicles may be locked automatically based on the determination. Accordingly, the present subject matter prevents unintended rolling of the vehicle during a travel on a path with a gradient. Therefore, the present subject matter eases riding on the path with the gradient and enhances the riding comfort In the present subject matter, the intent of the user to hold the vehicle on a slope is judged based on various inputs, as mentioned earlier. Therefore, the present subject matter prevents unnecessary locking of the vehicle when the user is not intending to the hold the vehicle on the slope. Further, while the drive wheel is locked, the intent of the user intends to park the vehicle or begin riding of the vehicle is also determined. Accordingly, based on the determination of the intent, the locked wheels are unlocked. Therefore, the present subject matter enhances the driving experience and comfort.

[0027] Since the driving wheel of the vehicle is automatically locked, the present subject matter prevents scenarios where user of the vehicle may have to apply the brake for a relatively longer time and with a higher force to arrest the motion of the vehicle to hold the vehicle. Accordingly, the present subject matter reduces fatigue caused to the user, enhances riding comfort of the vehicle, and thereby, makes the riding difficult. Further, the present subject matter also eliminates scenarios where the user may even stop applying the brake due to fatigue and thereby, preventing accidents caused due to such scenarios. The present subject matter also eliminates throttling and simultaneously applying the brake of the vehicle when the vehicle is staring after a stoppage during ascension on the slope to prevent the rolling back of the vehicle. Therefore, the present subject matter reduces panic caused to the user due to such situations and thereby, prevent accidents caused due to such panic.

[0028] The present subject matter also prevents failure of brakes that is caused due to hard- pressing of the brakes by the user of the vehicle to prevent the rolling of the vehicle on a path with a gradient. Therefore, the present subject matter eliminates deterioration or braking of the brakes of the vehicle and provides improved handling of the vehicle. The present subject matter also eliminates the resources and cost associated with replacement of brakes caused due to failure of brakes.

[0029] The present subject matter is further described with reference to Figs. l-6b. 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 principles of 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. [0030] Fig. 1 illustrates a block diagram of a vehicle 100, in accordance with an implementation of the present subject matter. The vehicle 100 may be, for example, a two-wheeler, a three-wheeler, or a four-wheeler and may be Internal Combustion Engine (ICE)-powered vehicle, a hybrid vehicle, a hydrogen vehicle or an electric vehicle (EV). Hereinafter, the vehicle 100 may be explained with reference to a two-wheeler.

[0031] The vehicle 100 may include a battery 102. The battery 102 may provide energy to run components of the vehicle 100. The battery 102 may accept the energy back during regeneration. The battery 102 may, for example, has a discharging current threshold and a charging current threshold The current produced from the battery 102, the discharging current threshold, and the charging current threshold may be monitored and programmed.

[0032] The vehicle 100 may include a power source 104 to drive the vehicle 100. That is, the power source 104 may drive a drive wheel (not shown in Fig. 1) of the vehicle 100. If the vehicle 100 is an ICE-powered vehicle 100, the power source 104 may be an engine, such as an IC engine. If the vehicle 100 is an EV, the power source 104 may be an electric motor. If the vehicle 100 is a hybrid vehicle, the power source 104 may include engine as well as the electric motor. If the vehicle 100 is a hydrogen vehicle, the power source 104 may include Hydrogen internal combustion engine.

[0033] The vehicle 100 may include a Power source Control Unit (PSCU) 106 that is to control the functioning of the power source 104. If the vehicle 100 is an ICE-powered vehicle, the PSCU 106 may be an Engine Control Unit (ECU). If the vehicle 100 is an EV, the PSCU 106 may be a Motor Control Unit (MCU). If the vehicle 100 is a hybrid vehicle, the PSCU may be both MCU and the ECU. Hereinafter, the vehicle 100 may be explained with reference to the electric vehicle. Accordingly, as will be understood, the reference to the power source 104 may be referring to the electric motor and the reference to the PSCU 106 may be referring to the MCU.

[0034] The PSCU 106 may run the power source 104 by taking power from the battery 102. In an example, the PSCU 106 may receive a Direct Current (DC) power from battery 102 and may convert it into an Alternating Current (AC) power to drive the power source 104 at desired speed and torque based on the user inputs.

[0035] The vehicle 100 may include at least one brake may arrest movement of the vehicle 100. In an example, the at least one brake may be a hand brake. In another example, the at least one brake may be a foot brake. For instance, for a scooter-type vehicle, the at least one brake may be hand brake. For a motorcycle type vehicle, the at least one brake may be a foot brake.

[0036] The vehicle 100 may include a vehicle control unit (VCU) 108 to control functioning of the vehicle 100. The VCU 108 may receive inputs from various sensors of the vehicle 100 and may control various components through the corresponding control unit. For instance, the VCU 108 may receive inputs from a speed sensor (not shown in Fig. 1) and transmits the signal corresponding to the speed sensor to a Transmission Control Unit (TCU) (not shown in Fig. 1) to control the functioning of a transmission assembly of the vehicle 100.

[0037] Further, in some scenarios, when the vehicle 100 is travelling on a path having a gradient, the vehicle 100 may tend to roll. Accordingly, in such scenarios, the VCU 108 may enable prevention of rolling of the vehicle 100 and enable to arrest the movement of the vehicle 100, as will be discussed in detail with reference to Figs. 4a-6b.

[0038] To prevent rolling of the vehicle 100, the VCU 108 may receive inputs from various components of the vehicle 100. In an example, the vehicle 100 may include a brake sensor 110, an inertial measurement unit (IMU) 112, a parking stand module 114, and a throttle position sensor 116. Each of the brake sensor 110, the IMU 112, the parking stand module 114, and the throttle position sensor 116 may be directly or indirectly electronically coupled to the VCU 108. The brake sensor 110 may enable determination of braking of the vehicle 100. The brake sensor 110 may provide an input corresponding to the application of the at least one brake of the vehicle 100. The brake sensor 110 may enable detecting a braking force at which the at least one brake is applied. For instance, the brake sensor 110 may detect how hard the at least one brake is applied. The brake sensor 110 may work on a power supply of nominal voltage, such as 5 V DC, from the battery 102. The output from the brake sensor 110 may be provided to the VCU 108 in terms of varying DC voltage. The varying DC voltage is analyzed by the VCU 108 and may be converted to digital values to determine how hard the at least one brake is pressed (i.e., the braking force at which the at least one brake is applied). In an example, the varying DC voltage from the brake sensor 110 may be used for other functions in vehicle 100 like entering driving modes, regeneration, and tail lamp operation.

[0039] The IMU 112 may enable determination of gradient of the path on which the vehicle 100 is travelling. Accordingly, the IMU 112 may provide an input to the VCU 108 corresponding to gradient of the path on which the vehicle 100 is travelling. In an example, the IMU 112 may provide information regarding both positive gradient and negative gradient of the path on which the vehicle 100 is travelling.

[0040] In an example, the parking stand module 114 may be attached to an at least one parking stand of the vehicle 100. The at least one parking stand may be, for example, a centre stand and/or a side stand. The parking stand module 114 may determine an input corresponding to parking of the vehicle 100. For instance, if the at least one parking stand is deployed, it may correspond to the parking of the vehicle 100. On the other hand, if the at least one parking stand is not deployed, it may correspond to vehicle 100 not being parked. The parking stand module 114 may send the input corresponding to the parking status of the vehicle 100 to the VCU 108.

[0041] The throttle position sensor 116 may be electronic coupled to the PSCU 106. The throttle position sensor 116 may determine an input corresponding to throttling of the vehicle 100. The throttle position sensor 116 send the input corresponding to the throttling of the vehicle 100 to the PSCU 106 and the PSCU 106 may send the input to the VCU 108.

[0042] The throttle position sensor 116 may be supplied with power supply of nominal voltage, for example, 5 V DC for operation. The output of the throttle position sensor 116 may be a varying DC voltage. The varying DC voltage is analyzed by the PSCU 106 and may be converted to digital values to drive the power source 104 based on input of the user of the vehicle 100.

[0043] Further, the power source 104 may include a position and direction sensor 118. The position and direction sensor 118 may provide input corresponding to position and direction of rotation of the power source 104 to the PSCU 106. This input may enable controlling of the power source 104 by the PSCU 106.

[0044] In an example, in addition to the position and direction sensor 118, the power source 104 may include a temperature sensor (not shown in Fig. 1) to provide temperature corresponding to the power source 104 to the PSCU 106.

[0045] In an example, the vehicle 100 may include a mode switch 120 to enable changing of driving modes of the vehicle 100. For instance, the driving mode may be a riding mode or a parking mode. The driving mode enables riding of the vehicle 100 and may include power mode, an economy mode, and the like. The power mode enables higher acceleration of the vehicle 100 with a lesser range. The economy mode enables longer range of the vehicle 100 with a controlled acceleration. The parking mode enables to park the vehicle 100.

[0046] In addition, the vehicle 100 may include a light control module 122 electronically communicative with the VCU 108. The light control module 122 may indicate of locking of the drive wheel of the vehicle 100. In this regard, the light control module 122 may control the lamps of the vehicle 100 to illuminate in the predetermined sequence to indicate locking of the drive wheel of the vehicle 100.

[0047] The vehicle 100 may include a storage unit (not shown in Fig. 1) that is in electronically communication with the VCU 108 to store data corresponding to various driving parameters of the vehicle 100. In an example, the storage unit may store instructions to be executed by the VCU 108. That is, the VCU 108 may fetch and execute instructions from the storage unit to prevent rolling of the vehicle 100. In an example, the storage unit may be a memory unit of the vehicle 100. In another example, the storage unit may be, for example, a cloud storage unit.

[0048] The vehicle 100 may include an instrument cluster 124 to indicate parameters corresponding to the vehicle 100, such as speed of the vehicle 100, fuel/charge level of the power source 104, driving mode of the vehicle 100, locking status of the drive wheel, release status of the drive wheel, parking status and the like.

[0049] The vehicle 100 may include a vehicle bus 126 for enabling communication among various components of the vehicle 100, such as the PSCU 106, the VCU 108, and the brake sensor 110, the IMU 112, the parking stand module 114, the light control module 122, the instrument cluster 124, the battery 102, the position and direction sensor 118, the throttle position sensor 116, and the like. The vehicle bus 126 may be, for example, Control Area Network (CAN) bus. The operation of the vehicle 100 to prevent the rolling of the vehicle 100 will be explained in detail with respect to Figs. 4a-6b.

[0050] Fig. 2a illustrates a perspective view of the vehicle 100, in accordance with an implementation of the present subject matter. Fig. 2b illustrates a side view of the vehicle 100, in accordance with an implementation of the present subject matter. Fig. 2c illustrates a handle bar assembly 202 of the vehicle 100, in accordance with an implementation of the present subject matter. Fig. 2d illustrates an enlarged view of a portion of the vehicle 100 depicted in Fig. 2c, in accordance with an implementation of the present subject matter. Fig. 2e illustrates an enlarged view of a portion of the vehicle 100 depicted in Fig. 2c, in accordance with an implementation of the present subject matter. Fig. 2f illustrates a handle bar assembly of a vehicle 100, in accordance with an implementation of the present subject matter. For the sake of brevity, Figs. 2a-2f are explained in conjunction with each other.

[0051] Here, the vehicle 100 is depicted as a scooter-type vehicle 100. The vehicle 100 may include a handle bar assembly 202 having a handle bar 204 to facilitate manoeuvring of the vehicle 100. Further, the at least one brake 206 may be the hand brakes. For instance, the vehicle 100 may include a left-hand side brake 206-1 for arresting movement of the rear wheel and a right-hand side brake 206-2 to arrest movement of the front wheel. Accordingly, the left-hand side brake 206-1 may be coupled to the rear wheel 208 and the right-hand side brake 206-2 may be coupled to the front wheel 210. The left-hand side brake 206-1 and the right-hand side brake 206-2 may be actuated using a left-hand side brake lever 212-1 and a right-hand side brake lever 212-2 respectively attached to the handle bar 204 assembly. Further, the brake sensor 110 may be coupled to the at least one brake 206 to determine the input corresponding to the braking of the vehicle 100. For instance, when the left- hand side brake lever 212-1 and/or the right-hand side brake lever 212-2 is applied, the brake sensor 110 may get actuated to determine braking force at which the at least one brake 206 is applied.

[0052] As mentioned earlier, the rear wheel 208 may be the drive wheel of the vehicle 100. The power source 104 may be, for example, coupled to a hub (not shown in Figs. 2a-2f) of the rear wheel 208 to drive the rear wheel 208 and thereby, driving the vehicle 100.

[0053] The vehicle 100 may include a head lamp 214 for illuminating the path ahead and a tail lamp 216 to enable the spotting of the vehicle 100 for the vehicles travelling behind the vehicle 100. Further, the vehicle 100 may include at least one rear indicator (not shown in Figs. 2a-2f) to indicate the manoeuvring being performed by the vehicle 100. The head lamp 214, the tail lamp 216, the at least one rear indicator may be electronically communicative with the light control module 122 to be operated by the light control module 122.

[0054] As mentioned earlier, the vehicle 100 may include at least one parking stand 218 of the vehicle 100 to facilitate parking of the vehicle 100. Here, the centre stand is depicted. The parking stand module 114 may be coupled to the centre stand, the side stand, or a combination thereof.

[0055] The mode switch 120 may be attached to the handle bar 204 of the vehicle 100. In an example, the mode switch 120 may be attached to the handle bar 204 near to the right-hand side brake lever 212-2 of the vehicle 100 than to the left-hand side brake lever 212-1. In another example, the mode switch 120 may be attached to the handle bar 204 near to the right-hand side brake lever 212-2 of the vehicle 100 than to the left-hand side brake lever 212-1.

[0056] Further, the instrument cluster 124 may indicate parameter, such as speed of the vehicle 100, fuel level/battery level of the vehicle 100, distance covered by the vehicle 100, and the like. The instrument cluster 124 may be, for example, analogue or digital or a combination thereof.

[0057] Fig. 3 illustrates the vehicle 100, in accordance with an implementation of the present subject matter. In the earlier examples, the vehicle 100 was explained with reference to the scootertype vehicle. In some examples, as is depicted herein the vehicle 100 may be a motorcycle-type vehicle. Here, instead of two hand brakes, the at least one hand brake 206 may include one hand brake (not shown in Fig. 3) and one foot brake (not shown in Fig. 3).

[0058] Figs. 4a-4b illustrates a method for preventing rolling of the vehicle 100, in accordance with an implementation of the present subject matter. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 400 or an alternative method. Furthermore, the method 400 may be implemented by processor(s) or computing device(s) through any suitable hardware, non-transitory machine-readable instructions, or a combination thereof. The method 400 may be utilized in the vehicle 100 (as shown in Fig. 1).

[0059] At block 402, the VCU 108 (as shown in Fig. 1) may determine whether the vehicle 100 is moving or not. The VCU 108 may determine if the vehicle 100 is moving using the accelerometer, the throttle position sensor 116 (as shown in Fig. 1), the position and direction sensor 118 (as shown in Fig. 1), or the combination thereof. If it is determined that the vehicle 100 is moving, the VCU 108 goes to perform the action as mentioned in the block 402 through method step connector ‘B’ i.e., the VCU 108 (as shown in Fig 1) will again determine whether the vehicle 100 is moving or not.

[0060] In response to the determination that the vehicle 100 is not moving, at block 404, the VCU 108 may determine whether the vehicle 100 is travelling on a path having the gradient in response to the determination that the vehicle 100 is moving. For instance, the VCU 108 may determine that the vehicle 100 is travelling up a slope (i.e., path with a positive gradient) or down a slope (path with a negative gradient). The determination whether the vehicle 100 is travelling on the path with the gradient may be performed based on an input from the IMU 112 (as shown in Fig. 1). Accordingly, in an example, to determine whether the vehicle 100 is travelling on the path having the gradient, the VCU 108 may receive the input corresponding to gradient of the path from the IMU 112.

[0061 ] If it is determined that the vehicle 100 is not travelling on a path with a gradient, the VCU 108 may proceed to performing block 402 through ‘B’. On the other hand, if it is determined that the vehicle 100 is travelling on the path with the gradient, the VCU 108 may proceed to block 406.

[0062] At block 406, in response to the determination that the vehicle 100 is travelling on the path having the gradient, the VCU 108 may determine whether the gradient of the path is beyond a gradient threshold. In an example, the gradient threshold may be a value beyond which the gradient of the path may cause rolling of the vehicle 100. The gradient threshold may be, for example, stored in the storage unit. In an example, the path may have the positive gradient or the negative gradient. Accordingly, if it is determined at block 404 that the vehicle 100 is travelling on the path with the positive gradient, the VCU 108 at block 406 the VCU 108 may determine whether the gradient of the path is greater than a positive gradient threshold. In an example, the positive gradient threshold may be a value greater than which the vehicle 100 may tend to roll back.

[0063] Alternatively, if at block 404 if it is determined that the vehicle 100 is travelling on the path with the negative gradient, at block 406 the VCU 108 may determine whether the gradient is lesser than a negative gradient threshold. In an example, the negative gradient threshold may be a value lesser than which the vehicle 100 may tend to roll forward. [0064] At block 406, if it is determined that the gradient of the path is within than the gradient threshold, then the VCU 108 may proceed to block 402 through the method step connector ‘B’. On the other hand, if it is determined that the gradient of the path is beyond than the gradient threshold, the VCU 108 may proceed to block 408.

[0065] At block 408, the VCU 108 may determine whether the at least one brake 206 (as shown in Fig. 2) is applied or not, if it is determined that the gradient of the path is beyond than the gradient threshold. The VCU 108 may determine that the at least one brake 206 is applied using an input from the brake sensor 110. Accordingly, to determine whether the brake is applied, the VCU 108 may receive the input corresponding to the application of the brake from the brake sensor 110.

[0066] Further, at block 408, if it is determined that the at least one brake 206 is applied, the VCU 108 may proceed to block 410. However, if it is determined that the at least one brake 206 is not applied, the VCU 108 may proceed to block 402 through the method step connector ‘B’.

[0067] At block 410, the VCU 108 may determine whether a braking force at which the at least one brake 206 is applied is greater than a threshold force in response to the determination that the at least one brake 206 is applied. The VCU 108 may receive the input of the braking force from the brake sensor 110 (as shown in Fig. 1). In an example, the threshold force may correspond to the braking force that may cause fatigue to the user of the vehicle 100. The threshold force may be, for example, stored in the storage unit.

[0068] At block 410, if it is determined that the braking force is greater than the threshold force, the VCU 108 may proceed to block 412 through ‘A’. On the other hand, at block 410, if it is determined that the braking force is lesser than the threshold force, the VCU 108 may proceed to block 402 through the method step connector ‘B’.

[0069] Referring to Fig. 4b, at block 412, in response to the determination that the braking force is greater than the threshold force, the VCU 108 may determine whether time of application of the at least one brake 206 is greater than a threshold time. The threshold time may correspond to time of application of the at least one brake 206 that may cause fatigue to the user. The threshold time may be, ,for example, stored in the storage unit.

[0070] At block 412, if it is determined that the time of application of the at least one brake 206 is greater than the threshold time, the VCU 108 may proceed to block 414. On the other hand, if is determined that the time of operation of the at least one brake 206 is lesser than the threshold time, the VCU 108 may proceed to block 402 through the method step connector ‘B’.

[0071] At block 414, in response to the determination that the time of application of the at least one brake 206 is greater than the threshold time, the VCU 108 may send a command signal to the PSCU 106 (as shown in Fig. 1) to lock the drive wheel 208 (as shown in Fig. 2) of the vehicle 100. In response to receiving the command signal from the VCU 108, the PSCU 106 may lock the drive wheel 208 of the vehicle 100 to arrest movement of the drive wheel 208 to prevent rolling of the vehicle 100.

[0072] In an example, upon the locking of the drive wheel 208 of the vehicle 100 at block 414, the VCU 108 may send an indicative signal to the instrument cluster 124 (as shown in Fig. 1) to indicate the locked drive wheel 208 to a user of the vehicle 100. In an example, the indicative signal may correspond to displaying a message. Accordingly, upon receiving the indicative signal from the VCU 108, the instrument cluster 124 may display the message to the user of the vehicle 100 indicating the locking of the drive wheel 208.

[0073] In another example, the indicative signal may correspond to an alarm. Upon receiving the indicative signal from the VCU 108, the instrument cluster 124 may actuate the alarm to the user of the vehicle 100 indicating the locking of the drive wheel 208.

[0074] Further, in an example, to indicate the locking of the drive wheel 208 of the vehicle 100, the VCU 108 may send a lighting signal to the light control module 122 (as shown in Fig. 1) to indicate the locking of the drive wheel 208 of the vehicle 100. in response to receiving the lighting signal, the light control module 122, may illuminate the tail lamp 216 (as shown in Fig. 2) and/or the at least one rear indicator in a predetermined sequence. The illumination of the tail lamp 216 and/or the at least one rear indicator may indicate to the vehicles on the path following the vehicle 100 that the drive wheel 208 is locked and that the vehicle 100 is stationary. This may enable the vehicles on the path following the vehicle 100 to take appropriate actions, such as manoeuvring actions, applying brakes, or the like. Therefore, the provision of illumination may enable preventing accidents.

[0075] In an example, the VCU 108 may lock the drive wheel 208 for a specific time duration. Accordingly, at block 414, when the PSCU 106 is to lock the drive wheel 208, the VCU 108 may start a timer to record a time duration of the locking of the drive wheel 208.

[0076] At block 416, the VCU 108 may determine whether the time duration of the locking of the drive wheel 208 is greater than a threshold time duration. At block 416, if it is determined that time duration of the locking of the drive wheel 208 is lesser than the threshold time duration, the VCU 108 may repeat the block 416. During this time, the VCU 108 may not ascertain the conditions explained in the previous blocks. Therefore, the present subject matter saves the processing resources, time, and cost.

[0077] On the other hand, when the time duration of the locking of the drive wheel 208 is greater than the threshold time duration, at block 420, the VCU 108 may send a release command signal to release the locked drive wheel 208 of the vehicle 100. In particular, before sending the release command signal, at block 418, the VCU 108 may perform blocks 402, 404, and 406. In other words, when the time duration of the locking of the drive wheel 208 is greater than the threshold time duration, the VCU 108 may determine whether the vehicle 100 is moving, the path has a gradient, and the gradient of the path is beyond than the gradient threshold. As will be understood, the determination of the gradient of the path beyond the threshold may be determining if the gradient of the path is greater than a positive gradient threshold if the path has the positive gradient threshold. If the path has the negative gradient, the determination of the gradient of the path beyond the threshold may be determining if the gradient of the path is lesser than a negative gradient threshold. In response to the determination that the vehicle 100 is moving, the determination that the vehicle 100 is travelling on the path that is straight, or the determination that gradient of the path is within the gradient threshold, the VCU 108 may send the command signal to release the locked drive wheel 208 of the vehicle 100, at block 420. In response to receiving the release command signal, the PSCU 106 may release the locked drive wheel 208 of the vehicle 100.

[0078] On the other hand, at block 418, if it is determined that the vehicle 100 is not moving, the path has the gradient, and the gradient of the path is beyond than the gradient threshold, the VCU 108 may proceed to block 414.

[0079] Further, in an example, when the PSCU 106 is to lock the drive wheel 208, upon starting the timer to record the time duration of the locking of the drive wheel 208, at block 422, the VCU 108 may determine an intention of a user of the vehicle 100 to begin riding the vehicle 100 or parking of the vehicle 100. In response to the determination that the user is intending to ride the vehicle 100 or park the vehicle 100, the VCU 108 may send a release command signal to the PSCU 106 to release the locked drive wheel 208 of the vehicle 100, at block 420.

[0080] At block 422, if it is determined that the user is neither intending to begin riding nor is intending to park the vehicle 100, the VCU 108 may proceed to block 416. Prior to the determination of the intention of the user to begin riding the vehicle 100, the VCU 108 may receive the input corresponding to change in the mode of the vehicle 100 from the mode switch 120 and/or receive the input corresponding to the throttling of the vehicle 100 from the PSCU 106. The PSCU 106 may, for example, receive the input corresponding to the throttling of the vehicle 100 from the throttle position sensor 116. The VCU 108 may determine the intention of the user to begin riding of the vehicle 100. Similarly, in an example, prior to the determination of the intention of the user to park the vehicle 100, the VCU 108 may receive, from the parking stand module 114, the input corresponding to parking of the vehicle 100. Then, the VCU 108 may determine the intention of the user to park the vehicle 100.

[0081] In an example, upon the locking of the drive wheel 208 of the vehicle 100, the VCU 108 may send to the instrument cluster 124 an indicative signal to indicate the locked drive wheel 208 to the user of the vehicle 100. As explained earlier, the indicative signal may correspond to displaying a message or may correspond to an alarm to indicate the locked drive wheel 208 of the vehicle 100. [0082] In some examples, to prevent the unintended rolling of the vehicle 100 on the path with the gradient, the VCU 108 may utilise a signal corresponding to rolling movement of the vehicle 100, as will be described in detail with respect to Figs. 5a-5b.

[0083] Figs. 5a-5b illustrates a method for preventing rolling of a vehicle 100, in accordance with an implementation of the present subject matter. The order in which the method 500 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 400 or an alternative method. Furthermore, the method 400 may be implemented by processor(s) or computing device(s) through any suitable hardware, non-transitory machine-readable instructions, or a combination thereof. The method 500 may be utilized in the vehicle 100 (as shown in Fig. 1).

[0084] At block 501, the VCU 108 (as shown in Fig. 1) may determine whether the vehicle 100 is moving or not . If it is determined that the vehicle 100 is moving, the VCU 108 repeats block 501 through method step connector ‘D’ i.e., the VCU 108 (as shown in Fig. 1) will again determine whether the vehicle 100 is moving or not.

[0085] In response to the determination that the vehicle 100 is not moving, the VCU 108 may determine whether the vehicle 100 is travelling on a path having a gradient. In particular, to determine whether the vehicle 100 is travelling on the path having the gradient, the VCU 108 may determine whether the vehicle 100 is travelling on the path having a positive gradient (i.e., if the vehicle 100 is travelling up a slope), at block 502. Similarly, to determine whether the vehicle 100 is travelling on the path having the gradient, at block 504, the VCU 108 may determine whether the vehicle 100 is travelling on a path having a negative gradient (i.e., if the vehicle 100 is travelling down a slope). The determination of the whether the vehicle 100 is travelling on the path with the positive gradient and the negative gradient may be performed based on an input from the IMU 112 (as shown in Fig. 1). Accordingly, in an example, to determine whether the vehicle 100 is travelling on the path having the gradient, the VCU 108 may receive the input corresponding to gradient of the path from the IMU 112. [0086] If it is determined that the vehicle 100 is not travelling on a path with the positive gradient or the negative gradient, the VCU 108 may proceed to performing block 501 through the method step connector ‘D’ . On the other hand, if it is determined that the vehicle 100 is travelling on the path with the positive gradient or the path with the negative gradient, the VCU 108 may proceed to block 508. [0087] At block 508, in response to the determination that the vehicle 100 is travelling on the path having the positive gradient or the negative gradient, the VCU 108 may determine whether the at least one brake 206 (as shown in Fig. 2) is applied or not. The VCU 108 may determine that the at least one brake 206 is applied using an input from the brake sensor 110 (as shown in Fig. 1). Accordingly, to determine whether the brake is applied, the VCU 108 may receive the input corresponding to the application of the brake from the brake sensor 110.

[0088] Further, at block 508, if it is determined that the at least one brake 206 is applied, the VCU 108 may proceed to block 510. However, if it is determined that the at least one brake 206 is not applied, the VCU 108 may proceed to block 501 through the method step connector ‘D’.

[0089] At block 510, the VCU 108 may determine whether a braking force at which the at least one brake 206 is applied is greater than a threshold force in response to the determination that the at least one brake 206 is applied. The VCU 108 may receive the input of the braking force from the brake sensor 110. In an example, the threshold force may correspond to the braking force that may cause fatigue to the user of the vehicle 100. The threshold force may be, for example, stored in the storage unit.

[0090] At block 510, if it is determined that the braking force is greater than the threshold force, the VCU 108 may proceed to block 512. On the other hand, at block 510, if it is determined that the braking force is lesser than the threshold force, the VCU 108 may proceed to block 501 through the method step connector ‘D’.

[0091] At block 512, in response to the determination that the braking force is greater than the threshold force, the VCU 108 may determine whether time of application of the at least one brake 206 is greater than a threshold time. The threshold time may correspond to time of application of the at least one brake 206 that may cause fatigue to the user. The threshold time may be, for example, stored in the storage unit.

[0092] At block 512, if it is determined that the time of application of the at least one brake 206 is greater than the threshold time, the VCU 108 may proceed to blocks 514 and 516 through method step connector ‘C’. On the other hand, if is determined that the time of operation of the at least one brake 206 is lesser than the threshold time, the VCU 108 may proceed to block 501 through the method step connector ‘D’. [0093] Referring to Fig. 5b, in response to the determination that the time of application of the at least one brake 206 is greater than the threshold time, the VCU 108 may ascertain if the vehicle 100 is rolling. In particular, the VCU 108 may ascertain if the vehicle 100 is rolling back at block 514 or if the vehicle 100 is rolling forward at block 516. The vehicle 100 may be ascertained to roll back if the vehicle 100 is determined to be travelling on the path with the positive gradient. Further, if is determined that the vehicle 100 is travelling on the path with the positive gradient, the VCU 108 may determine whether the positive gradient of the path is greater than a positive gradient threshold in response to the determination that the time of application of brake. The VCU 108 may ascertain whether the vehicle 100 is rolling backward in response to the determination that the positive gradient of the path is greater than the positive gradient threshold. In an example, the positive gradient threshold may be a value beyond which the vehicle 100 may tend to roll back. The positive gradient threshold may be, for example, stored in the storage unit.

[0094] Similarly, the vehicle 100 is ascertained to be rolling forward if the vehicle 100 is determined to be travelling on the path with the negative gradient. The VCU 108 may determine whether the negative gradient of the path is lesser than a negative gradient threshold in response to the determination that the time of application of brake is greater than the threshold time. The VCU 108 may ascertain whether the vehicle 100 is rolling forward in response to the determination that the negative gradient of the path is lesser than the negative gradient threshold. In an example, the negative gradient threshold may be a value lesser than which the vehicle 100 may tend to roll forward. The negative gradient threshold may be, for example, stored in the storage unit.

[0095] At block 514, if it is determined that the gradient of the path is lesser than the positive gradient threshold and at block 516, if it is determined that the gradient of the path is greater than the negative gradient threshold, then the VCU 108 may proceed to block 501 through the method step connector ‘D’. On the other hand, if it is determined that the gradient of the path is greater than the positive gradient threshold and if it is determined that the gradient of the path is lesser than the negative gradient threshold, the VCU 108 may proceed to block 518.

[0096] At block 518, the VCU 108 may send a command signal to the PSCU 106 to lock the drive wheel 208 of the vehicle 100. In response to receiving the command signal from the VCU 108, the PSCU 106 (as shown in Fig. 1) may lock the drive wheel 208 of the vehicle 100 to arrest movement of the drive wheel 208 to prevent rolling of the vehicle 100. Simultaneously, the VCU 108 may lock the drive wheel 208 for a specific time duration. Accordingly, at block 518, when the PSCU 106 is to lock the drive wheel 208, the VCU 108 may start a timer to record a time duration of the locking of the drive wheel 208. [0097] In an example, upon the locking of the drive wheel 208 of the vehicle 100 at block 518, the VCU 108 may send an indicative signal to the instrument cluster 124 (as shown in Fig. 1) to indicate the locked drive wheel 208 (as shown in Fig. 2) to the user of the vehicle 100. In an example, the indicative signal may correspond to displaying a message. Accordingly, upon receiving the indicative signal from the VCU 108, the instrument cluster 124 may display the message to the user of the vehicle 100 indicating the locking of the drive wheel 208.

[0098] In another example, the indicative signal may correspond to an alarm. Upon receiving the indicative signal from the VCU 108, the instrument cluster 124 may actuate the alarm to the user of the vehicle 100 indicating the locking of the drive wheel 208.

[0099] Further, in an example, to indicate the locking of the drive wheel 208 of the vehicle 100, the VCU 108 may send a lighting signal to the light control module 122 to indicate the locking of the drive wheel 208 of the vehicle 100. In response to receiving the lighting signal, the light control module 122 (as shown in Fig. 1), may illuminate the tail lamp 216 and/or the at least one rear indicator in a predetermined sequence.

[0100] At block 520, the VCU 108 may determine whether the time duration of the locking of the drive wheel 208 is greater than a threshold time duration. At block 520, if it is determined that time duration of the locking of the drive wheel 208 is lesser than the threshold time duration, the VCU 108 may repeat the block 520. During this time, the VCU 108 may not ascertain the conditions explained in the previous blocks. Therefore, the present subject matter saves the processing resources, time, and cost.

[0101] On the other hand, when the time duration of the locking of the drive wheel 208 is greater than the threshold time duration, at block 524, the VCU 108 may send a release command signal to release the locked drive wheel 208 of the vehicle 100. In particular, before sending the release command signal, at block 522, the VCU 108 may perform blocks 501, 502, 504, 514, and 516. In other words, when the time duration of the locking of the drive wheel 208 is greater than the threshold time duration, the VCU 108 may determine whether the vehicle 100 is moving, the path has the positive gradient or the negative gradient, and the positive gradient of the path is lesser than the positive gradient threshold, or the negative gradient of the path is greater than the negative gradient threshold. In response to the determination that the vehicle 100 is moving, the determination that the vehicle 100 is travelling on the path that is devoid of the positive gradient, the determination that the vehicle 100 is travelling on the path that is devoid of the negative gradient, the determination that positive gradient of the path is lesser than the positive gradient threshold, or the determination that gradient of the path is greater than the negative gradient threshold, the VCU 108 may send the command signal to release the locked drive wheel 208 of the vehicle 100, at block 524. In response to receiving the release command signal, the PSCU 106 may release the locked drive wheel 208 of the vehicle 100.

[0102] On the other hand, at block 522, if it is determined that the vehicle 100 is not moving, the path has the positive gradient or the negative gradient, and the positive gradient of the path is greater than the positive gradient threshold or the negative gradient of the path is lesser than the negative gradient threshold, the VCU 108 may proceed to block 518.

[0103] Further, in an example, when the PSCU 106 is to lock the drive wheel 208, upon starting the timer to record the time duration of the locking of the drive wheel 208, at block 526, the VCU 108 may determine an intention of a user of the vehicle 100 to begin riding the vehicle 100 or parking of the vehicle 100. In response to the determination that the user is intending to ride the vehicle 100 or park the vehicle 100, the VCU 108 may send a release command signal to the PSCU 106 to release the locked drive wheel 208 of the vehicle 100, at block 524.

[0104] At block 526, if it is determined that the user is neither intending to begin riding nor is intending to park the vehicle 100, the VCU 108 may proceed to block 520. Prior to the determination of the intention of the user to begin riding the vehicle 100, the VCU 108 may receive the input corresponding to change in the mode of the vehicle 100 from the mode switch 120 (as shown in Fig. 1) and/or receive the input corresponding to the throttling of the vehicle 100 from the PSCU 106. The PSCU 106 may, for example, receive the input corresponding to the throttling of the vehicle 100 from the throttle position sensor 116. The VCU 108 may determine the intention of the user to begin riding of the vehicle 100. Similarly, in an example, prior to the determination of the intention of the user to park the vehicle 100, the VCU 108 may receive, from the parking stand module 114, the input corresponding to parking of the vehicle 100. Then, the VCU 108 may determine the intention of the user to park the vehicle 100.

[0105] In an example, upon the locking of the drive wheel 208 of the vehicle 100, the VCU 108 may send to the instrument cluster 124 an indicative signal to indicate the locked drive wheel 208 to the user of the vehicle 100. As explained earlier, the indicative signal may correspond to displaying a message or may correspond to an alarm to indicate release of the locked drive wheel 208 of the vehicle 100.

[0106] In some examples, instead of waiting for a time duration for releasing the locked drive wheel 208 of the vehicle 100, the VCU 108 may release the locked drive wheel 208 only based on the intention of the user to begin riding or parking the vehicle 100, as will be discussed in detail with reference to Figs. 6a-6b. [0107] Figs. 6a-6b illustrates a method for preventing rolling of a vehicle 100, in accordance with an implementation of the present subject matter. The order in which the method 600 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 600 or an alternative method. Furthermore, the method 600 may be implemented by processor(s) or computing device(s) through any suitable hardware, non-transitory machine-readable instructions, or a combination thereof. The method 600 may be utilized in the vehicle 100 (as shown in Fig. 1). The method 600 may be similar to the method 400. However, the blocks 602-612 may be similar to the blocks 402-412.

[0108] Referring to Fig. 6b, at block 612, if it is determined that the time of application of the at least one brake 206 (as shown in Fig. 2) is greater than the threshold time, the VCU 108 (as shown in Fig. 1) may proceed to block 614. On the other hand, if is determined that the time of operation of the at least one brake 206 is lesser than the threshold time, the VCU 108 may proceed to block 602 through the method step connector ‘F’ i.e. , the VCU 108 (as shown in Fig. 1) will again determine whether the vehicle 100 is moving or not.

[0109] At block 614, in response to the determination that the time of application of the at least one brake 206 is greater than the threshold time, the VCU 108 may send a command signal to the PSCU 106 (as shown in Fig. 1) to lock the drive wheel 208 (as shown in Fig. 2) of the vehicle 100. In response to receiving the command signal from the VCU 108, the PSCU 106 may lock the drive wheel 208 of the vehicle 100 to arrest movement of the drive wheel 208 to prevent rolling of the vehicle 100.

[0110] In an example, upon the locking of the drive wheel 208 of the vehicle 100 at block 614, the VCU 108 may send an indicative signal to the instrument cluster 124 to indicate the locked drive wheel 208 to a user of the vehicle 100.

[0111] Further, in an example, to indicate the locking of the drive wheel 208 of the vehicle 100, the VCU 108 may send a lighting signal to the light control module 122 (as shown in Fig. 1) to indicate the locking of the drive wheel 208 of the vehicle 100. in response to receiving the lighting signal, the light control module 122, may illuminate the tail lamp 216 (as shown in Fig. 2) and/or the at least one rear indicator in a predetermined sequence.

[0112] At block 618, the VCU 108 may send a release command signal to release the locked drive wheel 208 of the vehicle 100 upon locking the drive wheel 208 of the vehicle 100. In an example, before sending the release command signal, at block 616, the VCU 108 may perform blocks 602, 604, and 606. In other words, when the time duration of the locking of the drive wheel 208 is greater than the threshold time duration, the VCU 108 may determine whether the vehicle 100 is moving, the path has a gradient, and the gradient of the path is greater than the gradient threshold. In response to the determination that the vehicle 100 is moving, the determination that the vehicle 100 is travelling on the path that is straight, or the determination that gradient of the path is within than the gradient threshold, the VCU 108 may send the command signal to release the locked drive wheel 208 of the vehicle 100, at block 618 In response to receiving the release command signal, the PSCU 106 may release the locked drive wheel 208 of the vehicle 100.

[0113] On the other hand, at block 616, if it is determined that the vehicle 100 is not moving, the path has the gradient, and the gradient of the path is beyond than the gradient threshold, the VCU 108 may proceed to block 614.

[0114] Further, in an example, when the PSCU 106 is to lock the drive wheel 208, at block 620, the VCU 108 may determine an intention of a user of the vehicle 100 to begin riding the vehicle 100 or parking of the vehicle 100. In response to the determination that the user is intending to ride the vehicle 100 or park the vehicle 100, the VCU 108 may send a release command signal to the PSCU 106 to release the locked drive wheel 208 of the vehicle 100, at block 618.

[0115] At block 620, if it is determined that the user is neither intending to begin riding nor is intending to park the vehicle 100, the VCU 108 may proceed to block 616. Prior to the determination of the intention of the user to begin riding the vehicle 100, the VCU 108 may receive the input corresponding to change in the mode of the vehicle 100 from the mode switch 120 (as shown in Fig. 1) and/or receive the input corresponding to the throttling of the vehicle 100 from the PSCU 106. The PSCU 106 may, for example, receive the input corresponding to the throttling of the vehicle 100 from the throttle position sensor 116 (as shown in Fig. 1). The VCU 108 may determine the intention of the user to begin riding of the vehicle 100. Similarly, in an example, prior to the determination of the intention of the user to park the vehicle 100, the VCU 108 may receive, from the parking stand module 114 (as shown in Fig. 1), the input corresponding to parking of the vehicle 100. Then, the VCU 108 may determine the intention of the user to park the vehicle 100.

[0116] In an example, upon the locking of the drive wheel 208 of the vehicle 100, the VCU may send to the instrument cluster 124 (as shown in Fig. 1) an indicative signal to indicate the locked drive wheel 208 to the user of the vehicle 100. As explained earlier, the indicative signal may correspond to displaying a message or may correspond to an alarm to indicate release of the locked drive wheel 208 of the vehicle 100.

[0117] Although, in the above example, the method 600 was explained to be similar to the method 400, in an example, the method 600 may also be similar to the method 500. However, instead of waiting for a time duration for releasing the locked drive wheel of the vehicle, the VCU may release the locked drive wheel only based on the intention of the user to begin riding or parking of the vehicle 100.

[0118] With the implementation of the present subject matter, the intent of a user of the vehicle to hold the vehicle on the slope is determined and drive wheel of the vehicles may be locked automatically based on the determination. Accordingly, the present subject matter prevents unintended rolling of the vehicle during a travel on a path with a gradient. Therefore, the present subject matter eases riding on the path with the gradient and enhances the riding comfort. In the present subject matter, the intent of the user to hold the vehicle on a slope is judged based on various inputs, as mentioned earlier. Therefore, the present subject matter prevents unnecessary locking of the vehicle when the user is not intending to the hold the vehicle on the slope. Further, while the drive wheel is locked, the intent of the user intends to park the vehicle or begin riding of the vehicle is also determined. Accordingly, based on the determination of the intent, the locked wheels are unlocked. Therefore, the present subject matter enhances the driving experience and comfort.

[0119] Since the driving wheel of the vehicle is automatically locked, the present subject matter prevents scenarios where user of the vehicle may have to apply the brake for a relatively longer time and with a higher force to arrest the motion of the vehicle to hold the vehicle. Accordingly, the present subject matter reduces fatigue caused to the user, enhances riding comfort of the vehicle, and thereby, makes the riding difficult. Further, the present subject matter also eliminates scenarios where the user may even stop applying the brake due to fatigue and thereby, preventing accidents caused due to such scenarios. The present subject matter also eliminates throttling and simultaneously applying the brake of the vehicle when the vehicle is staring after a stoppage during ascension on the slope to prevent the rolling back of the vehicle. Therefore, the present subject matter reduces panic caused to the user due to such situations and thereby, prevent accidents caused due to such panic.

[0120] The present subject matter also prevents failure of brakes that is caused due to hard- pressing of the brakes by the user of the vehicle to prevent the rolling of the vehicle. Therefore, the present subject matter eliminates deterioration or braking of the brakes of the vehicle and provides improved handling of the vehicle. The present subject matter also eliminates the resources and cost associated with replacement of brakes caused due to failure of brakes.

[0121] Although the present subject matter has been described with reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the subject matter, will become apparent to persons skilled in the art upon reference to the description of the subject matter.

Claims

Claims:

1. A vehicle (100) comprising: a drive wheel (208) to facilitate movement of the vehicle (100); a power source (104) to drive the drive wheel (208); a Power Source Control Unit (PSCU) (106) to control functioning of the power source (104); at least one brake (206) to arrest movement of the vehicle (100); a vehicle Control unit (VCU) (108) that is configured to control functioning of the vehicle (100), wherein the VCU (108) is configured to: determine, whether the vehicle (100) is moving; determine, whether the vehicle (100) is travelling on a path having a gradient in response to the determination that the vehicle (100) is not moving; determine, whether the gradient of the path is beyond than a gradient threshold in response to the determination that the vehicle (100) is travelling on the path having the gradient; determine, whether the at least one brake (206) is applied in response to the determination that the gradient of the path is beyond than the gradient threshold; determine, whether a braking force at which the at least one brake (206) applied is greater than a threshold force in response to the determination that the at least one brake (206) is applied; determine, whether time of application of the at least one brake (206) is greater than a threshold time in response to the determination that the braking force is greater than the threshold force; and send, to the PSCU (106), a command signal to lock the drive wheel (208) of the vehicle (100) in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time, and wherein, in response to receiving the command signal, the PSCU (106) is configured to: lock the drive wheel (208) of the vehicle (100) to arrest movement of the drive wheel (208) to prevent rolling of the vehicle (100).

2. The vehicle (100) as claimed in claim 1, wherein when the PSCU (106) is configured to lock the drive wheel (208), the VCU (108) is configured to: start, a timer to record a time duration of the locking of the drive wheel (208); and determine, whether the time duration of the locking of the drive wheel (208) is greater than a threshold time duration.

3. The vehicle (100) as claimed in claim 2, wherein when the time duration of the locking of the drive wheel (208) is greater than the threshold time duration, the VCU (108) is configured to: send, to the PSCU (106), a release command signal to release the locked drive wheel (208) of the vehicle (100) in response to any one of the determination that: the vehicle (100) is moving, the vehicle (100) is travelling on the path that is straight, and gradient of the path is within than the gradient threshold; and wherein in response to receiving the release command signal, the PSCU (106) is configured to: release the locked drive wheel (208) of the vehicle (100).

4. The vehicle (100) as claimed in claim 3, comprising: an instrument cluster (124) electronically coupled to the VCU (108), wherein the instrument cluster (124) is configured to indicate vehicle (100) parameters, wherein upon the locking of the drive wheel (208) of the vehicle (100), the VCU (108) is configured to: send, to the instrument cluster (124), an indicative signal to indicate the locked drive wheel (208) to a user of the vehicle (100).

5. The vehicle (100) as claimed in claim 1, comprising: a handle bar (204) to enable manoeuvring of the vehicle (100); at least one parking stand (218) to facilitate parking of the vehicle (100); a mode switch (120) attached to the handle bar (204) to determine an input corresponding to change in a mode of driving of the vehicle (100), wherein the mode switch (120) is electronically coupled to the VCU (108); a throttle position sensor (116) to determine an input corresponding to throttling of the vehicle (100), wherein the throttle position sensor (116) is electronically coupled to the PSCU (106); and a parking stand module (114) attached to the at least one parking stand (218) to determine an input corresponding to parking of the vehicle (100), wherein the parking stand module (114) is electronically coupled to the VCU (108).

6. The vehicle (100) as claimed in claim 5, wherein when the PSCU (106) is configured to lock the drive wheel (208), the VCU (108) is configured to: start, a timer to record a time duration of the locking of the drive wheel (208); determine, an intention of a user of the vehicle (100) to one of: begin riding the vehicle (100) and park the vehicle (100); and send, to the PSCU (106), a release command signal to release the locked drive wheel (208) of the vehicle (100).

7. The vehicle (100) as claimed in claim 6, wherein prior to the determination of the intention of the user to begin riding of the vehicle (100), the VCU (108) is configured to at least one of: receive, from the mode switch (120), the input corresponding to change in the mode of driving of the vehicle (100); and receive, from the PSCU (106), the input corresponding to the throttling of the vehicle (100), wherein the PSCU (106) is configured to receive the input corresponding to the throttling of the vehicle (100) from the throttle position sensor (116); and determine, the intention of the user to begin riding of the vehicle (100).

8. The vehicle (100) as claimed in claim 6, wherein prior to the determination of the intention of the user to park the vehicle (100), the VCU (108) is configured to: receive, from the parking stand module (114), the input corresponding to parking of the vehicle (100); and determine, the intention of the user to park the vehicle (100).

9. The vehicle (100) as claimed in claim 4, wherein the indicative signal corresponds to displaying a message, wherein upon receiving the indicative signal from the VCU (108), the instrument cluster (124) is configured to: display, the message to the user of the vehicle (100) indicating the locking of the drive wheel (208).

10. The vehicle (100) as claimed in claim 4, wherein the indicative signal corresponds to an alarm, wherein upon receiving the indicative signal from the VCU (108), the instrument cluster (124) is configured to: actuate, the alarm to the user of the vehicle (100) indicating the locking of the drive wheel (208).

11. The vehicle (100) as claimed in claim 1, comprising: a tail lamp (216) is attached to a rear portion of the vehicle (100); at least one rear indicator attached to the rear portion of the vehicle (100); and a light control module (122) electronically coupled to the tail lamp (216) and the at least one rear indicator to control the lighting thereof, wherein the light control module (122) is electronically coupled to the VCU (108), wherein upon locking the drive wheel (208) of the vehicle (100), the VCU (108) is configured to: send, to the light control module (122), a lighting signal to indicate the locking of the drive wheel (208) of the vehicle (100), wherein the light control module (122) is configured to: illuminate, at least one of: the tail lamp (216) and the at least one rear indicator in a predetermined sequence in response to receiving the lighting signal.

12. The vehicle (100) as claimed in claim 1, wherein the power source (104) is an Internal Combustion (IC) engine, an electric motor, or a combination thereof and wherein the PSCU (106) is an Engine Control Unit (ECU), a Motor Control Unit, or a combination thereof.

13. The vehicle (100) as claimed in claim 1, wherein upon the determination whether the vehicle (100) is travelling on the path having the gradient, the VCU (108) is configured to: determine, whether the at least one brake (206) is applied in response to the determination that the vehicle (100) is travelling on the path having the gradient; determine, whether the braking force is greater than the threshold force in response to the determination that the at least one brake (206) is applied; determine, whether time of application of at least one brake (206) is greater than the threshold time in response to the determination that the braking force is greater than the threshold force; determine, whether the gradient of the path is beyond than the gradient threshold in response to the determination that the time of application of at least one brake (206) is greater than the threshold time; ascertain, whether the vehicle (100) is rolling in response to the determination that the gradient of the path is beyond than the gradient threshold; and send, to the PSCU (106), the command signal to lock the drive wheel (208) of the vehicle (100) in response to the ascertaining that the vehicle (100) is rolling.

14. The vehicle (100) as claimed in claim 13, wherein to determine whether the vehicle (100) is travelling on the path having the gradient, the VCU (108) is configured to: determine, whether the vehicle (100) is travelling on the path having one of: a positive gradient and a negative gradient; wherein if is determined that the vehicle (100) is travelling on the path having the positive gradient, the VCU (108) is configured to: determine, whether the positive gradient of the path is greater than a positive gradient threshold in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time; and ascertain, whether the vehicle (100) is rolling backward in response to the determination that the positive gradient of the path is greater than the positive gradient threshold; and wherein if is determined that the vehicle (100) is travelling on the path having the negative gradient, the VCU (108) is configured to: determine, whether the negative gradient of the path is lesser than a negative gradient threshold in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time; and ascertain, whether the vehicle (100) is rolling forward in response to the determination that the negative gradient of the path is lesser than the negative gradient threshold.

15. The vehicle (100) as claimed in claim 14, wherein when the PSCU (106) is configured to lock the drive wheel (208), the VCU (108) is configured to: start, a timer to record a time duration of the locking of the drive wheel (208); and determine, whether the time duration of locking of the drive wheel (208) is greater than a threshold time duration.

16. The vehicle (100) as claimed in claim 15, wherein when the time duration of the locking of the drive wheel (208) is greater than the threshold time duration, the VCU (108) is configured to: send, to the PSCU (106), a release command signal to release the locked drive wheel (208) of the vehicle (100) in response to one of: the determination that the vehicle (100) is moving, the determination that the vehicle (100) is travelling on a path that is devoid of the positive gradient, the determination that positive gradient of the path is lesser than the positive gradient threshold, the determination that the vehicle (100) is travelling on a path that is devoid of the negative gradient, and the determination that negative gradient of the path is greater than the negative gradient threshold, and wherein in response to receiving the release command signal, the PSCU (106) is configured to: release the locked drive wheel (208) of the vehicle (100).

17. The vehicle (100) as claimed in claim 16, wherein when the PSCU (106) is configured to lock the drive wheel (208), the VCU (108) is configured to: determine, an intention of a user of the vehicle (100) to one of: begin riding the vehicle (100) and park the vehicle (100); and send, to the PSCU (106), the release command signal to release the locked drive wheel (208) of the vehicle (100).

18. The vehicle (100) as claimed in claim 1 comprising: an inertial measurement unit (IMU) (112) to provide an input corresponding to gradient of the path on which the vehicle (100) is travelling; and a brake sensor (110) to provide an input corresponding to the application of the at least one brake (206); wherein the IMU (112) and the brake sensor (110) are electronically coupled to the VCU (108), wherein: to determine whether the vehicle (100) is travelling on the path having the gradient, the VCU (108) is configured to receive, from the IMU (112), the input corresponding to gradient of the path, and to determine whether the at least one brake (206) is applied, the VCU (108) is configured to receive, from the brake sensor (110), the input corresponding to the application of the at least one brake (206).

19. A method (400, 500, 600) for preventing rolling of a vehicle (100), the method comprising: determining (402, 501, 602), by a vehicle Control Unit (VCU) (108), whether the vehicle (100) is moving; determining (404, 502, 504,604), by the VCU (108), whether the vehicle (100) is travelling on a path having a gradient in response to the determination that the vehicle (100) is not moving; determining (406,606), by the VCU (108), whether the gradient of the path is beyond than a gradient threshold in response to the determination that the vehicle (100) is travelling on the path having the gradient; determining (408, 508,608), by the VCU (108), whether an at least one brake (206) is applied in response to the determination that the gradient of the path is beyond than the gradient threshold; determining (410,510,610), by the VCU (108), whether a braking force at which the at least one brake (206) is applied is greater than a threshold force in response to the determination that the at least one brake (206) is applied; determining (412,512,612), by the VCU (108), whether time of application of the at least one brake (206) is greater than a threshold time in response to the determination that the braking force is greater than the threshold force; and sending, to a Power Source Control Unit (PSCU) (106) by the VCU (108), a command signal to lock a drive wheel (208) of the vehicle (100) in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time, and locking (414,518,614), by the PSCU (106), the drive wheel (208) of the vehicle (100) to arrest movement of the drive wheel (208) to prevent rolling of the vehicle (100), wherein the drive wheel (208), a power source (104), the (PSCU) (106), at least one brake (206) and the VCU (108) are part of the vehicle (100).

20. The method (400, 500, 600) as claimed in claim 19, wherein during the locking of the drive wheel (208), the method comprises: starting (414, 518, 614), by the VCU (108), a timer to record a time duration of the locking of the drive wheel (208); and determining (416, 520), by the VCU (108), whether the time duration of the locking of the drive wheel (208) is greater than a threshold time duration.

21. The method (400, 500, 600) as claimed in claim 20, wherein when the time duration of the locking of the drive wheel (208) is greater than the threshold time duration, the method comprises:

Sending , to the PSCU (106) by the VCU (108), a release command signal to release the locked drive wheel (208) of the vehicle (100) in response to one of the determination that: the vehicle (100) is moving, the vehicle (100) is travelling on the path that is straight, and gradient of the path is within than the gradient threshold; and in response to receiving the release command signal, releasing (420, 524, 618), by the PSCU (106), the locked drive wheel (208) of the vehicle (100).

22. The method (400, 500, 600) as claimed in claim 21, wherein upon the determination whether the vehicle is travelling on the path having the gradient, the method comprises: determining (508), by the VCU (108), whether the at least one brake (206) is applied in response to the determination that the vehicle (100) is travelling on the path having the gradient; determining (510), by the VCU (108), whether the braking force is greater than the threshold force in response to the determination that the at least one brake (206) is applied; determining (512), by the VCU (108), whether time of application of at least one brake (206) is greater than the threshold time in response to the determination that the braking force is greater than the threshold force; determining, by the VCU (108), whether the gradient of the path is greater than the gradient threshold in response to the determination that the time of application of at least one brake (206) is greater than the threshold time; ascertaining (514, 516), by the VCU (108), whether the vehicle (100) is rolling in response to the determination that the gradient of the path is beyond than the gradient threshold; and sending, to the PSCU (106) by the VCU (108), a command signal to lock the drive wheel (208) of the vehicle (100) in response to the ascertaining that the vehicle (100) is rolling.

23. The method (400, 500, 600) as claimed in claim 22, wherein for determining whether the vehicle (100) is travelling on the path having the gradient, the method comprises: determining (502, 504), by the VCU (108), whether the vehicle (100) is travelling on the path having one of: a positive gradient and a negative gradient; if is determined that the vehicle (100) is travelling on the path having the positive gradient: determining, by the VCU (108), whether the positive gradient of the path is greater than a positive gradient threshold in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time; and ascertaining (514), by the VCU (108), whether the vehicle (100) is rolling backward in response to the determination that the positive gradient of the path is greater than the positive gradient threshold; and if is determined that the vehicle (100) is travelling on the path having the negative gradient: determining, by the VCU (108), whether the negative gradient of the path is lesser than a negative gradient threshold in response to the determination that the time of application of the at least one brake (206) is greater than the threshold time; and ascertaining (516), by the VCU (108), whether the vehicle (100) is rolling forward in response to the determination that the negative gradient of the path is lesser than the negative gradient threshold.

24. The method (400, 500, 600) as claimed in claim 22, wherein when the PSCU (106) is configured to lock the drive wheel (208), the method comprises: determining (422, 526, 620), by the VCU (108), an intention of a user of the vehicle (100) to one of: begin riding the vehicle (100) and park the vehicle (100); and sending, to the PSCU (106) by the VCU (108), the release command signal to release the locked drive wheel (208) of the vehicle (100).

25. The method (400, 500, 600) as claimed in claim 24, wherein prior to the determination of the intention of the user to begin riding the vehicle (100), the method comprises: at least one of: receiving, from a mode switch (120) by the VCU (108), an input corresponding to change in a mode of driving of the vehicle (100); and receiving, from the PSCU (106) by the VCU (108), an input corresponding to a throttling of the vehicle (100), wherein the PSCU (106) is configured to receive the input corresponding to the throttling of the vehicle (100) from a throttle position sensor (116); and determining (422, 526, 620), by the VCU (108), the intention of the user to begin riding of the vehicle (100), wherein the vehicle (100) comprises: a handle bar (204) to enable manoeuvring of the vehicle (100); at least one parking stand (218) to facilitate parking of the vehicle (100); the mode switch (120) attached to the handle bar (204) to determine an input corresponding to change in the mode of driving of the vehicle (100), wherein the mode switch (120) is electronically coupled to the VCU (108); the throttle position sensor (116) to determine an input corresponding to throttling of the vehicle (100), wherein the throttle position sensor (116) is electronically coupled to the PSCU (106); and a parking stand module (114) attached to the at least one parking stand (218) to determine an input corresponding to parking of the vehicle (100), wherein the parking stand module (114) is electronically coupled to the VCU (108).

26. The method (400, 500, 600) as claimed in claim 25, wherein prior to the determination of the intention of the user to park the vehicle (100), the method comprises: receiving, from the parking stand module (114) by the VCU (108), the input corresponding to parking of the vehicle (100); and determining (422, 526, 620), by the VCU (108), the intention of the user to park the vehicle (100).