Description:FIELD OF THE INVENTION
[001] Present invention relates to a system and a method for providing reverse riding assistance to a rider of the vehicle.

BACKGROUND OF THE INVENTION
[002] Typically, a rider may easily manoeuvre a vehicle such as a straddled vehicle in a forward direction with assistance from a power source such as an engine. However, manually moving the vehicle in a reverse direction may be required in certain scenarios such as parking the vehicle or retrieving the vehicle from a parked space. Moving the vehicle in the reverse direction on uneven terrains and uphill slopes could be physically demanding due to weight of the vehicle. Some riders may have limited physical strength and may require assistance from another person to move the vehicle in the reverse direction, which is not ideal.
[003] Accordingly, it has been proposed in the art to introduce a reverse gear mechanism in a transmission assembly of the vehicle. The reverse gear mechanism upon engagement is adapted to provide reverse riding assistance to the rider, thereby mitigating the need for manually moving the vehicle by the rider. However, introducing the reverse gear mechanism requires significant modification to the transmission assembly, which increases the cost and the weight of the vehicle, which is undesirable. Moreover, introducing the reverse gear mechanism in the vehicle makes the transmission assembly bulky. Consequently, the transmission assembly occupies a larger space in the vehicle, bringing about packaging issues in the vehicle.
[004] Accordingly, there is a need for a system and a method for providing reverse riding assistance to the rider of the vehicle that overcomes one or more of the aforementioned problems.

SUMMARY OF THE INVENTION
[005] In one aspect, a system for providing reverse riding assistance to a rider of a vehicle is disclosed. The system comprises one or more sensors disposed in the vehicle, an integrated starter generator (ISG), and a control unit. Each of the one or more sensors is adapted to procure information pertaining to one or more operating parameters of the vehicle. The ISG is coupled to an engine of the vehicle. The ISG is adapted to provide a reverse assistive torque to the engine for reverse riding of the vehicle. The control unit is communicatively coupled to each of the one or more sensors and the ISG. The control unit is configured to receive an input from the rider of the vehicle for the reverse riding assistance. The control unit is configured to compare the one or more operating parameters determined based on the information procured by the one or more sensors with one or more predetermined operating conditions of the vehicle. The control unit is configured to operate the ISG to provide the reverse assistive torque to the engine for the reverse riding of the vehicle, when the one or more operating parameters of the vehicle corresponds to the one or more predetermined operating conditions of the vehicle.
[006] In an embodiment, the one or more sensors comprises a vehicle speed sensor, an engine speed sensor, a temperature sensor, a throttle position sensor, a brake position sensor, a clutch position sensor, a gear position sensor, and a battery monitoring sensor. The vehicle speed sensor is adapted to procure information pertaining to a speed of the vehicle. The engine speed sensor is adapted to procure information pertaining to an engine speed of the vehicle. The temperature sensor is adapted to procure information pertaining to a temperature of the engine of the vehicle. The throttle position sensor is adapted to procure information pertaining to a throttle position of a throttle body in the vehicle. The brake position sensor is adapted to procure information pertaining to a position of a brake lever in the vehicle. The clutch position sensor is adapted to procure information pertaining to an operating state of a clutch with a transmission assembly of the vehicle. The gear position sensor is adapted to procure information pertaining to a shift position of a shifter lever of the transmission assembly of the vehicle. The battery monitoring sensor is adapted to procure information pertaining to battery operating parameters of a battery pack in the vehicle.
[007] In an embodiment, the one or more predetermined operating conditions comprises: an engine speed of the vehicle being less than a predetermined speed; a charging level of a battery pack disposed in the vehicle being greater than a threshold level; and a gear position in a transmission assembly of the vehicle not being a neutral gear position.
[008] In an embodiment, the control unit is configured to disable at least one of an ignition unit and a fuel injection unit of the engine when the ISG provides reverse assistive torque to the engine for the reverse riding of the vehicle.
[009] In an embodiment, the control unit is communicably coupled to an infotainment system of the vehicle, the infotainment system being adapted to receive input from the rider for the reverse riding assistance.
[010] In an embodiment, the control unit is configured to record a riding pattern of the vehicle based on the one or more operating parameters determined over a predefined period of time. The control unit is configured to determine the reverse assistive torque corresponding to the recorded riding pattern of the vehicle. The control unit is configured to operate the ISG to provide the determined reverse assistive torque to the engine for the reverse riding of the vehicle.
[011] In an embodiment, the ISG is coupled to a crankshaft of the engine. The ISG is adapted to provide reverse assistive torque to the crankshaft for the reverse riding of the vehicle.
[012] In another aspect, a method of providing reverse riding assistance to a rider of a vehicle is disclosed. The method comprises receiving, by a control unit, an input from the rider of the vehicle for the reverse riding assistance. The method comprises comparing, by the control unit, one or more operating parameters of the vehicle determined based on information procured by one or more sensors with one or more predetermined operating conditions of the vehicle. The method comprises operating, by the control unit, an integrated starter generator (ISG) to provide reverse assistive torque to an engine of the vehicle for reverse riding of the vehicle, when the one or more operating parameters of the vehicle corresponds to the one or more predetermined operating conditions of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS
[013] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a block diagram illustrating a system for providing reverse riding assistance to a rider of a vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 2 is a perspective view of the vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 3 is a flowchart illustrating a method of providing reverse riding assistance to a rider of a vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 4 is a block diagram illustrating a method of providing reverse riding assistance to a rider of a vehicle, in accordance with an exemplary embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[014] Present invention relates to a system and a method for providing reverse riding assistance to a rider of a vehicle. The system of the present invention is adapted to provide reverse assistive torque to an engine of the vehicle, thereby providing riding assistance during a reverse riding mode of the vehicle. This is particularly advantageous in retrieving the vehicle from a parked space or while moving the vehicle on an uneven terrain in a reverse direction. The present invention also enables riders with limited physical strength to easily manoeuvre the vehicle in the reverse direction without expending manual effort or requiring assistance from another person.
[015] Figure 1 is a block diagram illustrating a system 100 for providing reverse riding assistance to a rider of a vehicle 140, in accordance with an exemplary embodiment of the present invention. In an embodiment, the term “reverse riding assistance” refers to assistance provided by the system 100 to the rider for manoeuvring the vehicle 140 in a reverse direction on a road surface. In an embodiment, the vehicle 140 can be a two-wheeled vehicle, a three-wheeled vehicle, a trike, or a multi-wheeled vehicle as per requirement.
[016] Referring to Figure 2 in conjunction with Figure 1, a perspective view of the vehicle 140 is depicted. In the present embodiment, the vehicle 140 is a two-wheeled vehicle. The vehicle 140 comprises a front wheel 142 and a rear wheel 144. The front wheel 142 is connected to a handlebar 146 through a triple clamp (not shown). The front wheel 142 is steerable by the rider by rotating the handlebar 146 about a vertical axis (not shown). The vehicle 140 comprises an engine 124 mounted to a body frame. In an embodiment, the engine 124 is an internal combustion engine. The engine 124 is coupled to one of the front wheel 142 and the rear wheel 144 through a transmission member such as a continuous transmission drive. The engine 124 is adapted to provide motive force required for driving the vehicle 140 in a forward direction on the road surface.
[017] Further, the vehicle 140 comprises an integrated starter generator (ISG) 122 (shown in Figure 1) coupled to the engine 124 and to a battery pack 126 (shown in Figure 1) disposed in the vehicle 140. In an embodiment, the ISG 122 is coupled to a crankshaft (not shown) of the engine 124. The ISG 122 is adapted to provide a starting torque to the crankshaft of the engine 124. Supply of the starting torque enables cranking of the crankshaft, thereby starting the engine 124. The ISG 122 is also capable of generating electrical energy for recharging the battery pack 126. Further, the ISG 122 is also adapted to provide a reverse assistive torque to the engine 124 (particularly, to the crankshaft of the engine 124) for reverse riding of the vehicle 140. The term “reverse assistive torque” corresponds to drive or torque provided by the ISG 122 to the crankshaft of the engine 124 for reverse riding of the vehicle 140. In an embodiment, the “reverse assistive torque” is a torque applied to the crankshaft for rotating the crankshaft in a direction opposite to that of a direction required for forward riding of the vehicle 140.
[018] Referring back to Figure 1, the system 100 comprises one or more sensors 102 disposed in the vehicle 140. The one or more sensors 102 are adapted to procure information pertaining to one or more operating parameters of the vehicle 140. In an embodiment, the term “operating parameters” may refer to measurable characteristics that indicate state and performance of the vehicle 140 during operation. For instance, the one or more operating parameters may include at least one of a speed of the vehicle 140, an engine speed of the vehicle 140, a temperature of the engine 124 of the vehicle 140, a throttle position of a throttle body (not shown) in the vehicle 140, a position of a brake lever (not shown) in the vehicle 140, an operating state or an engagement state of a clutch (not shown) with a transmission assembly 148 of the vehicle 140, a shift position of a shifter lever (termed as “gear position”) (not shown) in the transmission assembly 148 of the vehicle 140, and battery operating parameters of the battery pack 126 such as remaining charge in the battery pack 126. In an embodiment, the one or more operating parameters comprises an acceleration and a deceleration of the vehicle 140.
[019] In an embodiment, the one or more sensors 102 comprises a vehicle speed sensor 104, an engine speed sensor 106, a temperature sensor 108, a throttle position sensor 110, a brake position sensor 112, a clutch position sensor 114, a gear position sensor 116 and a battery monitoring sensor 118.
[020] In an embodiment, the vehicle speed sensor 104 is coupled to at least one of the front wheel 142 or the rear wheel 144 of the vehicle 140. In an embodiment, the vehicle speed sensor 104 is mounted to the rear wheel 144 of the vehicle 140. The vehicle speed sensor 104 is adapted to procure information pertaining to the speed of the vehicle 140. The information pertaining to the speed of the vehicle 140 pertains to a frequency or rate of rotation (i.e. rotations per minute or RPM) of the front wheel 142 and/or the rear wheel 144. In an embodiment, the vehicle speed sensor 104 may be one of a Hall effect sensor, an inductive sensor, and the like.
[021] In an embodiment, the engine speed sensor 106 is coupled to the crankshaft of the engine 124. The engine speed sensor 106 is adapted to procure information pertaining to the engine speed of the vehicle 140. The information pertaining to the engine speed pertains to a frequency or a rate of rotation of the crankshaft of the engine 124. In an embodiment, the engine speed sensor 106 may be one of a Hall effect sensor, a variable reluctance sensor, and the like.
[022] In an embodiment, the temperature sensor 108 is mounted to the engine 124 at a cylinder head (not shown) or a cylinder (not shown) of the engine 124. The temperature sensor 108 is adapted to procure information pertaining to the temperature of the engine 124 of the vehicle 140. In an embodiment, information pertaining to the temperature of the engine 124 corresponds to a change in resistance of the temperature sensor 108. In an embodiment, the temperature sensor 108 may be one of a thermistor, a thermocouple, a resistance temperature detector (RTD), and the like.
[023] In an embodiment, the throttle position sensor 110 is mounted to the throttle body of the engine 124. The throttle body is typically a throttle valve such as a butterfly valve located between an air intake filter and an air intake manifold of the engine 124. The throttle body regulates an amount of air intake into the engine 124 based on an input from the rider obtained through an accelerator. The throttle position sensor 110 is adapted to procure information pertaining to the throttle position of the throttle body in the vehicle 140. The term “throttle position” may be defined as a degree of opening of the throttle body. In an embodiment, the throttle position sensor 110 may be a potentiometer-based sensor, a Hall effect sensor, and the like.
[024] In an embodiment, the brake position sensor 112 is coupled to the brake lever in the vehicle 140. The brake position sensor 112 is adapted to procure information pertaining to the position of the brake lever in the vehicle 140. The information pertaining to the position of the brake lever corresponds to an extent of displacement of the brake lever from its original position by the rider. In an embodiment, the brake position sensor 112 may be one of a potentiometer-based sensor, a magnetoresistive sensor and the like.
[025] In an embodiment, the clutch position sensor 114 is coupled to a clutch lever (not shown) or located inside a clutch master cylinder (not shown) of the vehicle 140. The clutch position sensor 114 is adapted to procure information pertaining to the operating state of the clutch with the transmission assembly 148 of the vehicle 140. The term “operating state of the clutch” refers to an engagement state of the clutch with the transmission assembly 148, which can be a fully engaged state, a fully disengaged state, or a partially engaged state. In an embodiment, the clutch position sensor 114 may be one of a mechanical switch sensor, a magnetoresistive sensor and the like.
[026] In an embodiment, the gear position sensor 116 is mounted in the transmission assembly 148 of the vehicle 140. The gear position sensor 116 is adapted to procure information pertaining to the shift position of the shifter lever (termed as “gear position”) of the transmission assembly 148 of the vehicle. In an embodiment, the gear position sensor 116 may be one of a Hall effect sensor, a magnetic sensor, and the like.
[027] In an embodiment, the battery monitoring sensor 118 is coupled to the battery pack 126 in the vehicle 140. The battery monitoring sensor 118 is adapted to procure information related to battery operating parameters of the battery pack 126 in the vehicle 140. The term “battery operating parameters” refers to measurable characteristics of the battery pack 126 that influence performance, safety, and life expectancy of the battery pack 126. In an embodiment, the battery operating parameters include at least one of an internal resistance of the battery pack 126, a capacity of the battery pack 126, charging and discharging rates of the battery pack 126, a temperature of the battery pack 126, a state of charge (SOC) of the battery pack 126, a depth of discharge (DOD) of the battery pack 126, an electrolytic concentration in the battery pack 126, and the like. The battery monitoring sensor 118 may comprise a cluster of sensors (not shown) communicatively coupled to a battery management system (BMS) of the vehicle 140.
[028] Further, the system 100 comprises a control unit 128 communicatively coupled to each of the one or more sensors 102 and to the ISG 122. In an embodiment, the control unit 128 is communicatively coupled to each of the one or more sensors 102 and the ISG 122 using conducting wires or through wireless communication techniques known in the art. The control unit 128 is configured to receive an input from the rider of the vehicle 140 for the reverse riding assistance through a device (not shown) mounted on the vehicle 140. In an embodiment, the device may be mounted to the handlebar 146 of the vehicle 140. Across embodiments, the device may be a push-button or a touch-screen display panel or a gesture detection device.
The control unit 128 may receive the input for reverse riding assistance the rider through a push of the push-button or through a tap on a portion of the touch-screen display panel or through a gesture provided to the gesture detection device. In an embodiment, the control unit 128 is communicably coupled to an infotainment system (not shown) of the vehicle 140. The infotainment system is adapted to receive the input from the rider for the reverse riding assistance. In an embodiment, the infotainment system may comprise the device for receiving the input from the rider for the reverse riding assistance.
[029] The control unit 128 is adapted to determine the one or more operating parameters of the vehicle 140 based on the information procured by the one or more sensors 102. In an embodiment, the control unit 128 determines the one or more operating parameters upon receiving the input from the rider.
[030] In an embodiment, the control unit 128 on receiving the information pertaining to the speed of the vehicle 140 (i.e. rate of rotation of the front wheel 142 and/or the rear wheel 144) from the vehicle speed sensor 104, determines the speed of the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the engine speed of the vehicle 140 (i.e. frequency of rotation of the crankshaft) from the engine speed sensor 106, determines the engine speed of the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the temperature of the engine 124 from the temperature sensor 108 (i.e. change in resistance of the temperature sensor 108), determines the temperature of the engine 124 of the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the throttle position of the throttle body (i.e. degree of opening of the throttle body) from the throttle position sensor 110, determines the throttle position of the throttle body in the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the position of the brake lever (i.e. the extent of displacement of the brake lever from its original position by the rider) from the brake position sensor 112, determines the position of the brake lever in the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the operating state of the clutch (i.e. fully engaged state or fully disengaged state or partially engaged state) from the clutch position sensor 114, determines the operating state of the clutch in the vehicle 140. In an embodiment, the control unit 128 on receiving the information pertaining to the shift position of the shifter lever in the transmission assembly from the gear position sensor 116, determines the shift position of the shifter lever (termed as “gear position”) in the vehicle 140. In an embodiment, the control unit 128 on receiving information pertaining to the battery operating parameters of the battery pack 126 (i.e. at least one of the internal resistance, the capacity, charging and discharging rates, the temperature, the state of charge (SOC), the depth of discharge (DOD) and the electrolytic concentration of the battery pack 126) from the battery monitoring sensor 118, determines the battery operating parameters of the battery pack 126 in the vehicle 140.
[031] The control unit 128 is adapted to compare the one or more operating parameters with one or more predetermined operating conditions of the vehicle 140. The term “one or more predetermined operating conditions” corresponds to one or more criteria associated with the one or more operating parameters of the vehicle 140. In an embodiment, the one or more predetermined operating conditions comprises at least one of the following: the engine speed of the vehicle 140 being less than a predetermined speed (for e.g. less than 5 kmph); a charging level of the battery pack 126 disposed in the vehicle 140 being greater than a threshold level (for e.g. greater than 75% SOC); and gear position in the transmission assembly 148 of the vehicle 140 not being in a neutral gear position.
[032] The control unit 128 is configured to operate the ISG 122 to provide the reverse assistive torque to the engine 124 for the reverse riding of the vehicle 140, when the one or more operating parameters of the vehicle 140 corresponds to the one or more predetermined operating conditions of the vehicle 140. The ISG 122 comprises a motor component (not shown) that is coupled to the crankshaft of the engine 124 through conventional coupling techniques known in the art. In an embodiment, upon determining that the one or more operating parameters of the vehicle 140 corresponds to the one or more predetermined operating conditions, the control unit 128 directs a flow of current from the battery pack 126 to the ISG 122. On receiving the current from the battery pack 126, the motor component of the ISG 122 rotates the crankshaft in a direction opposite to that of a direction required for forward riding of the vehicle 140. Thus, the control unit 128 provides reverse riding assistance to the rider.
[033] In an embodiment, a polarity switching device (not shown) may be provided between the ISG 122 and the battery pack 126. The polarity switching device may be communicably coupled to the control unit 128. The control unit 128 is adapted to operate the polarity switching device to switch polarity of magnets (not shown) in the motor component of the ISG 122 when the one or more operating parameters of the vehicle 140 corresponds to the one or more predetermined operating conditions. Accordingly, when the current is supplied to the ISG 122, the motor component rotates in the direction opposite to that of the direction required for forward riding of the vehicle 140. Since the crankshaft is coupled to the motor component of the ISG 122, the crankshaft also rotates in the opposite direction for providing the reverse riding assistance.
[034] In an embodiment, upon receiving the input from the rider for the reverse riding assistance, if the engine speed of the vehicle 140 is less than the predetermined speed, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124. In an embodiment, upon receiving the input from the rider for the reverse riding assistance, if the charging level of the battery pack 126 is greater than the threshold level, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124. In an embodiment, upon receiving the input from the rider for the reverse riding assistance, if the gear position in the transmission assembly 148 of the vehicle is not in the neutral gear position, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124. In an embodiment, upon receiving the input from the rider for the reverse riding assistance, if the engine speed of the vehicle 140 is less than the predetermined speed, if the charging level of the battery pack 126 disposed in the vehicle is greater than the threshold level, and if the gear position in the transmission assembly 148 of the vehicle is not in the neutral gear position, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124.
[035] In an embodiment, the control unit 128 is a vehicle control unit (VCU). The VCU may be configured to interact with multiple electronic control units in the vehicle 140 such as an ISG controller (not shown), the battery management system (BMS) (not shown), an instrument cluster (IC) (not shown) and a telemetry control unit (TCU) (not shown) for operating the vehicle 140. In an embodiment, the VCU communicates with the multiple electronic control units through known communication protocols such as Controller Area Network (CAN), Local Interconnect Network (LIN), ethernet, and the like.
[036] In an embodiment, the control unit 128 comprises a first electronic control unit (ECU) (not shown) and a second electronic control unit (ECU) (not shown). The first ECU is communicatively coupled to the ISG 122 of the vehicle 140. The first ECU may be communicatively coupled to the ISG 122 through conducting wires or phase wires or through wireless connecting means known in the art. In an embodiment, the first ECU is an ISG controller. The first ECU is configured to provide starting torque to the engine 124 and to regulate charging of the battery pack 126. The second ECU forms part of an engine management system (EMS) (not shown) communicatively coupled to the engine 124. The second ECU is configured to determine the one or more operating parameters of the vehicle 140 based on the information procured by the one or more sensors 102 and record the determined one or more operating parameters in a memory component. The second ECU communicates the recorded one or more operating parameters of the vehicle 140 to the first ECU through one or more known communication protocols such as Controller Area Network (CAN), Local Interconnect Network (LIN), ethernet, and the like. The first ECU, upon receipt of the input from the rider for the reverse riding assistance, compares the one or more operating parameters of the vehicle 140 with the one or more predetermined operating conditions of the vehicle 140. When the one or more operating parameters of the vehicle 140 corresponds to the one or more predetermined operating conditions of the vehicle 140, the first ECU operates the ISG 122 to provide the reverse assistive torque to the engine 124 for the reverse riding of the vehicle 140.
[037] In an embodiment, the reverse assistive torque provided to the engine 124 may manoeuvre the vehicle 140 with a maximum speed of 5 km/hr in the reverse direction. Manoeuvring the vehicle 140 with low speeds of up to 5 km/hr in the reverse direction enables the rider to stably balance the vehicle 140 during the reverse riding.
[038] In an embodiment, the control unit 128 is configured to disable at least one of an ignition unit (not shown) and a fuel injection unit (not shown) of the engine 124 when the ISG 122 provides the reverse assistive torque to the engine 124 for the reverse riding of the vehicle 140. In an embodiment, when the ISG 122 provides the reverse assistive torque to the engine 124, the first ECU communicates a signal to the second ECU to disable at least one of the ignition unit and the fuel injection unit of the engine 124. Such a configuration of the control unit 128 results in fuel saving whilst providing the requisite reverse assistive torque to the engine 124 for manoeuvring the vehicle 140 in the reverse direction.
[039] In an embodiment, the control unit 128 is configured to record a riding pattern of the vehicle 140 based on the one or more operating parameters determined over a predefined period of time, wherein the predefined period can be a time period of several minutes to few hours as per requirement. In an embodiment, the control unit 128 records or determines the riding pattern based on the one or more operating parameters through one or more computing techniques known in the art.
[040] In an embodiment, the control unit 128 may record the riding pattern as a “sedate riding pattern” if the one or more operating parameters conform to a sedate riding condition. The sedate riding condition may comprise of a complete engagement and disengagement of the clutch, a smooth engagement and disengagement of the brake lever, and gradual acceleration and deceleration of the vehicle 140.
[041] In an embodiment, the control unit 128 may record the riding pattern as an “aggressive riding pattern” if the one or more operating parameters conform to an aggressive riding condition. The aggressive riding condition may comprise of a partial engagement and disengagement of the clutch, abrupt engagement and disengagement of the brake lever, and abrupt acceleration and deceleration of the vehicle 140.
[042] In an embodiment, the control unit 128 is adapted to vary the reverse assistive torque to be provided to the engine 124 based on the riding pattern of the vehicle 140. Accordingly, the control unit 128 is configured to determine the reverse assistive torque corresponding to the recorded riding pattern and the one or more operating parameters of the vehicle 140 for providing the reverse riding assistance. The control unit 128 is configured to operate the ISG 122 to provide the determined reverse assistive torque to the engine 124 for the reverse riding of the vehicle 140.
[043] In an embodiment, the control unit 128 is embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 128 is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In another embodiment, the control unit 128 is configured to execute hard-coded functionality.
[044] Figure 3 is a flowchart illustrating a method 300 for providing reverse riding assistance to the rider of the vehicle 140, in accordance with an embodiment of the present invention.
[045] At step 302, the engine 124 of the vehicle 140 is started. In an embodiment, starting the engine 124 comprises engaging an ignition switch to a 'START' position, thereby applying current to one or more spark plugs (not shown) coupled to the engine 124 for initiating combustion of air-fuel mixture in the engine 124.
[046] At step 304, the control unit 128 monitors whether the input is received from the rider for the reverse riding assistance. Once the input from the rider is received for the reverse riding assistance, the control unit 128 proceeds to step 306.
[047] At step 306, the control unit 128 determines whether the one or more operating parameters of the vehicle 140 determined based on information procured by the one or more sensors 102 correspond to the one or more predetermined operating conditions of the vehicle 140. If the one or more operating parameters of the vehicle 140 correspond to the one or more operating conditions of the vehicle 140, the control unit 128 proceeds to step 308.
[048] At step 308, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124 of the vehicle 140 for the reverse riding of the vehicle 140. Once the ISG 122 provides the reverse assistive torque 124 to the engine 124, the control unit 128 proceeds to step 310.
[049] At step 310, the control unit 128 disables at least one of the ignition unit and the fuel injection unit of the engine 124 during the reverse riding of the vehicle 140. Such a configuration of the control unit 128 results in fuel saving whilst providing the requisite reverse assistive torque to the engine 124 for manoeuvring the vehicle 140 in the reverse direction.
[050] Figure 4 is a block diagram illustrating a method 400 for providing reverse riding assistance to a rider of a vehicle 140, in accordance with an exemplary embodiment of the present invention.
[051] At step 402, the control unit 128 receives the input from the rider of the vehicle 140 for the reverse riding assistance. The control unit 128 receives the input for the reverse riding assistance from the rider through the device (not shown) disposed in the vehicle 140.
[052] At step 404, the control unit 128 compares the one or more operating parameters of the vehicle 140 determined based on information procured by the one or more sensors 102 with the one or more predetermined operating conditions of the vehicle.
[053] At step 406, the control unit 128 operates the ISG 122 to provide the reverse assistive torque to the engine 124 of the vehicle 140 for the reverse riding of the vehicle 140, when the one or more operating parameters of the vehicle 140 corresponds to the one or more predetermined operating conditions of the vehicle 140 as already described in description pertaining to Figures 1 and 2.
[054] In an embodiment, the method 400 comprises disabling, by the control unit 128, at least one of the ignition unit and the fuel injection unit of the engine 124 when the ISG 122 provides reverse assistive torque to the engine 124 for the reverse riding of the vehicle 140. Such a configuration of the control unit 128 results in fuel saving whilst providing the requisite reverse assistive torque to the engine 124 for manoeuvring the vehicle 140 in the reverse direction.
[055] The claimed invention as disclosed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect of the system for providing reverse riding assistance to the rider of the vehicle enables the rider to conveniently manoeuvre the vehicle in the reverse direction with ease. This is particularly advantageous in parking the vehicle or retrieving the vehicle from a parked space on an uneven terrain or an uphill slope. Riders with limited physical strength due to age, physical condition or injuries may also easily manoeuvre the vehicle in the reverse direction without expending manual effort and without requiring assistance from another person. The present invention also dispenses the need for providing a reverse gear mechanism in the transmission assembly of the vehicle by configuring the control unit to operate the integrated starter generator to provide the reverse assistive torque, thereby resulting in weight reduction of the vehicle and cost savings as compared to the prior art.
[056] In light of the abovementioned advantages and the technical advancements provided by the disclosed system and method, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps provide solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself as the claimed steps provide a technical solution to a technical problem.
[057] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media”.
[058] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
100 – System
102 – One or more sensors
104 – Vehicle speed sensor
106 – Engine speed sensor
108 – Temperature sensor
110 – Throttle position sensor
112 – Brake position sensor
114 – Clutch position sensor
116 – Gear position sensor
118 – Battery monitoring sensor
122 – Integrated Starter Generator (ISG)
124 – Engine
126 – Battery pack
128 – Control unit
140 – Vehicle
142 – Front wheel
144 – Rear Wheel
146 – Handlebar
148 – Transmission assembly
, Claims:WE CLAIM:

1. A system (100) for providing reverse riding assistance to a rider of a vehicle (140), the system (100) comprising:
one or more sensors (102) disposed in the vehicle (140), each of the one or more sensors (102) being adapted to procure information pertaining to one or more operating parameters of the vehicle (140);
an integrated starter generator (ISG) (122) coupled to an engine (124) of the vehicle (140), the ISG (122) being adapted to provide a reverse assistive torque to the engine (124) for reverse riding of the vehicle (140); and
a control unit (128) communicatively coupled to each of the one or more sensors (102) and the ISG (122), the control unit (128) being configured to:
receive, an input from the rider of the vehicle (140) for the reverse riding assistance;
compare, the one or more operating parameters determined based on the information procured by the one or more sensors (102) with one or more predetermined operating conditions of the vehicle (140); and
operate, the ISG (122) to provide the reverse assistive torque to the engine (124) for the reverse riding of the vehicle (140), when the one or more operating parameters of the vehicle (140) corresponds to the one or more predetermined operating conditions of the vehicle (140).

2. The system (100) as claimed in claim 1, wherein the one or more sensors (102) comprises:
a vehicle speed sensor (104) adapted to procure information pertaining to a speed of the vehicle (140);
an engine speed sensor (106) adapted to procure information pertaining to an engine speed of the vehicle (140);
a temperature sensor (108) adapted to procure information pertaining to a temperature of the engine (124) of the vehicle (140);
a throttle position sensor (110) adapted to procure information pertaining to a throttle position of a throttle body in the vehicle (140);
a brake position sensor (112) adapted to procure information pertaining to a position of a brake lever in the vehicle (140);
a clutch position sensor (114) adapted to procure information pertaining to an operating state of a clutch with a transmission assembly (148) of the vehicle (140);
a gear position sensor (116) adapted to procure information pertaining to a shift position of a shifter lever of the transmission assembly (148) of the vehicle (140); and
a battery monitoring sensor (118) adapted to procure information pertaining to battery operating parameters of a battery pack (126) in the vehicle (140).

3. The system (100) as claimed in claim 1, wherein the one or more predetermined operating conditions comprises:
an engine speed of the vehicle (140) being less than a predetermined speed;
a charging level of a battery pack (126) disposed in the vehicle (140) being greater than a threshold level; and
a gear position in a transmission assembly (148) of the vehicle (140) not being a neutral gear position.

4. The system (100) as claimed in claim 1, wherein the control unit (128) is configured to disable at least one of an ignition unit and a fuel injection unit of the engine (124) when the ISG (122) provides reverse assistive torque to the engine (124) for the reverse riding of the vehicle (140).

5. The system (100) as claimed in claim 1, wherein the control unit (128) is communicably coupled to an infotainment system of the vehicle (140), the infotainment system being adapted to receive input from the rider for the reverse riding assistance.

6. The system (100) as claimed in claim 1, wherein the control unit (128) is configured to:
record, a riding pattern of the vehicle (140) based on the one or more operating parameters determined over a predefined period of time;
determine, the reverse assistive torque corresponding to the recorded riding pattern of the vehicle (140); and
operate, the ISG (122) to provide the determined reverse assistive torque to the engine (124) for the reverse riding of the vehicle (140).

7. The system (100) as claimed in claim 1, wherein the ISG (122) is coupled to a crankshaft of the engine (124), the ISG (122) being adapted to provide the reverse assistive torque to the crankshaft for the reverse riding of the vehicle (140).

8. A method (400) of providing reverse riding assistance to a rider of a vehicle (140), the method comprising:
receiving (402), by a control unit (128), an input from the rider of the vehicle (140) for the reverse riding assistance;
comparing (404), by the control unit (128), one or more operating parameters of the vehicle (140) determined based on information procured by one or more sensors (102) with one or more predetermined operating conditions of the vehicle (140); and
operating (406), by the control unit (128), an integrated starter generator (ISG) (122) to provide reverse assistive torque to an engine (124) of the vehicle (140) for reverse riding of the vehicle (140), when the one or more operating parameters of the vehicle (140) corresponds to the one or more predetermined operating conditions of the vehicle (140).

9. The method (400) as claimed in claim 8, wherein the one or more predetermined operating conditions comprises:
an engine speed of the vehicle (140) being less than a predetermined speed;
a charging level of a battery pack (126) disposed in the vehicle (140) being greater than a threshold level; and
a gear position in a transmission assembly (148) of the vehicle (140) not being a neutral gear position.

10. The method (400) as claimed in claim 8 comprising disabling, by the control unit (128), at least one of an ignition unit and a fuel injection unit of the engine (124), when the ISG (122) provides the reverse assistive torque to the engine (124) for the reverse riding of the vehicle (140).

11. The method (400) as claimed in claim 8 comprising receiving, by the control unit (128), input from the rider for the reverse riding assistance through an infotainment system communicably coupled to the control unit (128).

12. The method (400) as claimed in claim 8 comprising:
recording, by the control unit (128), a riding pattern of the vehicle (140) based on the one or more operating parameters determined over a predefined period of time;
determining, by the control unit (128), the reverse assistive torque corresponding to the recorded riding pattern of the vehicle (140); and
operating, by the control unit (128), the ISG (122) to provide the determined reverse assistive torque to the engine (124) for the reverse riding of the vehicle (140).

Dated this 17th day of January 2024

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471