Description:FIELD OF THE INVENTION

The present disclosure relates to electric vehicles. More particularly, the present disclosure relates to a cruise control system for an electric vehicle.

BACKGROUND

Nowadays, a cruise control system is provided in electric vehicles such as two-wheelers for the convenience of users. The cruise control system automatically controls the speed of an electric vehicle in a cruise mode. Further, the cruise control system maintains a cruise speed for the electric vehicle in the cruise mode, so the electric vehicle may run at the cruise speed without using the throttling member.

However, the existing cruise control system includes provisions such as buttons and User interfaces to operate the existing cruise control system in the electric vehicle. These provisions are not user-friendly and fail to provide a smooth riding experience to a user. Further, in electric vehicles, the existing cruise control system does not have any provision to adjust the cruise speed without exiting the cruise mode. This also leads to an uncomfortable experience for the user while driving the electric vehicle.

Therefore, in view of the above-mentioned problems, there is a need to provide a cruise control system, that can eliminate one or more above-mentioned problems associated with the existing systems.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

The present disclosure provides a cruise control system for an electric vehicle. The cruise control system includes at least one controlling unit in communication with a motor and a throttle actuator of the electric vehicle. The at least one controlling unit is configured to receive an input indicative to activate a cruise mode for maintaining a cruise torque of the electric vehicle. The cruise torque is indicative of a torque when the cruise mode is activated. The at least one controlling unit is configured to monitor a variation in the throttle actuator during the cruise mode, and determine a demanded torque based on the variation in the throttle actuator. Further, the at least one controlling unit is configured to compare the demanded torque with the cruise torque, and determine an output torque of the motor based on the comparison. Moreover, the at least one controlling unit is configured to update the cruise torque based on the determined output torque. The updated cruise torque is maintained for the electric vehicle in the cruise mode.

Further, a method for controlling a cruise mode in an electric vehicle, is disclosed herein. The method includes receiving an input indicative by at least one controlling unit to activate a cruise mode for maintaining a cruise torque of the electric vehicle. The cruise torque is indicative of a torque when the cruise mode is activated, and the at least one controlling unit is in communication with a motor and a throttle actuator of the electric vehicle. The method includes monitoring a variation in the throttle actuator by the at least one controlling unit, during the cruise mode, and then, determining a demanded torque based on the variation in the throttle actuator. Further, the demanded torque is compared with the cruise torque by the at least one controlling unit, and an output torque of the motor is determined based on the comparison. Moreover, the method includes updating the cruise torque based on the determined output torque by the at least one controlling unit. The updated cruise torque is maintained for the electric vehicle in the cruise mode.

To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a schematic view of a cruise control system for an electric vehicle, according to an embodiment of the present disclosure;

Figure 2 illustrates a block diagram of the cruise control system, according to an embodiment of the present disclosure;

Figure 3 illustrates a flowchart depicting an operation of the cruise control system of the electric vehicle, according to an embodiment of the present disclosure; and

Figure 4 illustrates a flow chart depicting a method for controlling a cruise mode in the electric vehicle, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

While the embodiments in the invention are subject to various modifications and alternative forms, the specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the scope of the invention.

It is to be noted that a person skilled in the art would be motivated from the present invention to modify a cruise control system for an electric vehicle as disclosed herein. However, such modifications should be construed to be within the scope of the invention. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present invention, so as not to obscure the invention with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

Currently, existing cruise control systems do not have any provision to adjust a cruise speed by using the throttle actuator without exiting the cruise mode. Herein, the cruise reference speed is referred to as a speed of the electric vehicle when the cruise mode is activated. If the speed of the electric vehicle is increased by using a throttle actuator in the cruise mode, the existing cruise control system again maintains the cruise speed upon releasing the throttle actuator. Thus, the existing cruise control system is unable to adjust the cruise speed during the activation of the cruise mode. For adjusting the cruise speed in the existing cruise control system, a rider has to deactivate the cruise mode, and then, a new cruise reference speed may be defined by reactivating the cruise mode. This leads to an uncomfortable experience for the rider while riding the electric vehicle.

The present disclosure provides a cruise control system for the electric vehicle that allows updating the cruise speed by using the throttle actuator without exiting the cruise mode. This improves the rider's convenience while riding the electric vehicle.

Accordingly, the cruise control system for the electric vehicle is described with reference to the figures and specific embodiments; this description is not meant to be constructed in a limiting sense.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Figure 1 illustrates a schematic view of a cruise control system 100 for an electric vehicle 200, according to an embodiment of the present disclosure. Figure 2 illustrates a block diagram of the cruise control system 100, according to an embodiment of the present disclosure. The cruise control system 100 may be installed in the electric vehicle 200 such as a two-wheeler or a three-wheeler. The electric vehicle 200 may include a throttle actuator 202 and a motor 204 in communication with the cruise control system 100. The throttle actuator 202 may be a handheld actuator adapted to be twisted to increase or decrease the speed of the electric vehicle 200 in normal operation. The cruise control system 100 may operate the electric vehicle 200 in a cruise mode. The cruise mode may be referred to as a state in which a cruise speed for the electric vehicle 200 may be maintained without using the throttle actuator 202. The cruise speed may be indicative of a speed of the electric vehicle 200 when the cruise mode is activated.

The cruise control system 100 may be configured to update the cruise speed by using the throttle actuator 202 while the electric vehicle 200 is operated in the cruise mode. The cruise control system 100 may include, but is not limited to, at least one controlling unit 102 in communication with the motor 204 and the throttle actuator 202 of the electric vehicle 200. The cruise control system 100 may be in communication with a command unit(s) 206. The command unit(s) 206 may include, but is not limited to, a braking unit, an ignition switch, and an activation unit. The activation unit is configured to activate the cruise mode in the electric vehicle 200. In an embodiment, the activation unit may be embodied as a button positioned in the electric vehicle 200, without departing from the scope of the present disclosure. Further, the at least one controlling unit 102 may deactivate the cruise mode upon activation of the braking unit. Furthermore, the at least one controlling unit 102 may deactivate the cruise mode upon a switching-off of the ignition switch.

The motor 204 may be adapted to operate in one of a motoring condition and a regenerative braking condition. In the motoring condition, the motor 204 may supply a positive torque to the system 100 for operating the electric vehicle 200 in the cruise mode. In the regenerative braking condition, the motor 204 may supply a negative torque which indicates that a power, released during the regenerative braking condition, may be supplied to a battery of the electric vehicle 200.

Referring to Figure 2, in the illustrated embodiment, the at least one controlling unit 102 may include, but is not limited to, a processor 104, memory 106, module(s) 108, and data 122. The module(s) 108 and the memory 106 may be coupled to the processor 104. The processor 104 may be a single processing unit or a number of units, all of which could include multiple computing units. The processor 202 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor 104 is configured to fetch and execute computer-readable instructions and data stored in the memory.

The memory 106 may include any non-transitory computer-readable medium known in the art including, for example, volatile memory, such as static random-access memory (SRAM) and dynamic random-access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

The module(s) 108, amongst other things, include routines, programs, objects, components, data structures, etc., which perform particular tasks or implement data types. The module(s) 108 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and/or any other device or component that manipulates signals based on operational instructions.

Further, the module(s) 108 may be implemented in hardware, instructions executed by at least one processing unit, for e.g., the processor, or by a combination thereof. The processing unit may comprise a computer, a processor, a state machine, a logic array and/or any other suitable devices capable of processing instructions. The processing unit may be a general-purpose processor which executes instructions to cause the general-purpose processor to perform operations or, the processing unit may be dedicated to performing the required functions. In some example embodiments, the module(s) 108 may be machine-readable instructions (software, such as web-application, mobile application, program, etc.) which, when executed by a processor/processing unit, perform any of the described functionalities.

In an implementation, the module(s) 108 may include a receiving module 110, a variation monitoring module 112, a demanded torque determining module 114, a comparing module 116, an output torque determining module 118, and an updating module 120. The receiving module 110, the variation monitoring module 112, the demanded torque determining module 114, the comparing module 116, the output torque determining module 118, and the updating module 120, are in communication with each other. The data 122 serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules.

In an embodiment of the present disclosure, the module(s) 108 may be implemented as part of the processor 104. In another embodiment of the present disclosure, the module(s) 108 may be external to the processor 104. In yet another embodiment of the present disclosure, the module(s) 108 may be part of the memory 106. In another embodiment of the present disclosure, the module(s) 108 may be part of hardware, separate from the processor 104.

Referring to Figures 1 and 2, the at least one controlling unit 102 may be configured to receive an input indicative to activate a cruise mode for maintaining a cruise torque of the electric vehicle 200. The cruise torque may be indicative of a torque when the cruise mode is activated. In an embodiment, the receiving module 110 may be configured to receive the input indicative from the activation unit to activate the cruise mode, and the receiving module 110 may activate the cruise mode based on the received input. Further, the receiving module 110 may determine a torque of the electric vehicle 200 when the cruise mode is activated. Thus, the receiving module 110 may set the determined torque as the cruise torque of the electric vehicle 200.

The at least one controlling unit 102 may be configured to maintain the cruise torque of the electric vehicle 200 in the cruise mode. The at least one controlling unit 102 may be configured to maintain the cruise speed of the electric vehicle 200 corresponds to the cruise torque. The cruise speed may be indicative of a speed when the cruise mode is activated. Further, the at least one controlling unit 102 may maintain the cruise speed for the electric vehicle 200 without using the throttle actuator 202. This results in an enhanced riding experience for the rider while operating the electric vehicle 200.

Further, the at least one controlling unit 102 may be configured to monitor a variation in the throttle actuator 202 during the cruise mode. In an embodiment, the variation monitoring module 112 of the at least one controlling unit 102, may be configured to monitor the variation in the throttle actuator 202 during the cruise mode. In an embodiment, the variation monitoring module 112 may monitor a negative variation of the throttle actuator 202, or a positive variation of the throttle actuator 202. The negative variation may be referred to as a variation when the throttle actuator 202 may be twisted to demand the negative torque. The positive variation may be referred to as a variation when the throttle actuator 202 may be twisted to demand the positive torque.

In an exemplary implementation, during the positive variation, the throttle actuator 202 may be twisted in a counterclockwise direction to demand positive torque. This counterclockwise direction is based on the rider's perspective. During the negative variation, the throttle actuator 202 may be twisted in a clockwise direction to demand negative torque. This clockwise direction is based on the rider's perspective.

The at least one controlling unit 102 may be configured to determine a demanded torque based on the variation in the throttle actuator 202. Herein, the demanded torque may interchangeably be referred to as a reference torque, without departing from the scope of the present disclosure. In an embodiment, the demanded torque determining module 114 of the at least one controlling unit 102 may be configured to determine the reference torque based on the variation in the throttle actuator 202. In an embodiment, the demanded torque determining module 114 may determine the reference torque as equivalent to a negative torque if the negative variation of the throttle actuator 202 is monitored. Alternatively, the demanded torque determining module 114 may determine the reference torque as equivalent to a positive torque if the positive variation of the throttle actuator 202 is monitored. In an embodiment, the reference torque may be determined when the throttle actuator 202 is released to a neutral position. The neutral position may be referred to as a position at which the throttle actuator 202 is not in the control of the rider.

In an exemplary implementation, if the cruise torque of the electric vehicle is 40Nm and the throttle actuator 202 may be operated in the positive variation to demand 50Nm, the reference torque may be determined as 10Nm which is the positive torque. Alternatively, if the cruise torque is 40Nm and the throttle actuator 202 may be operated in the negative variation to demand 30Nm, the reference torque may be determined as -10Nm which is the negative torque.

The at least one controlling unit 102 may be configured to compare the reference torque with the cruise torque. In an embodiment, the comparing module 116 of the at least one controlling unit 102 may be configured to compare the reference torque with the cruise torque. The reference torque may be compared with the cruise torque to evaluate whether the reference torque is greater than the cruise torque or the reference torque is less than the cruise torque. The comparing module 116 may be configured to determine whether the reference torque is greater or lesser than the cruise torque based on the comparison.

The at least one controlling unit 102 may be configured to determine an output torque of the motor 204 based on the comparison between the reference torque and the cruise torque. In an embodiment, the output torque determining module 118 of the at least one controlling unit 102 may be configured to determine an output torque of the motor 204 based on the comparison. Herein, the output torque determining module 118 may determine the output torque equivalent to the cruise torque, if the positive variation of the throttle actuator 202 is monitored and the reference torque is less than the cruise torque. Alternatively, the output torque determining module 118 may determine the output torque equivalent to the reference torque, if the positive variation of the throttle actuator 202 is monitored and the reference torque is greater than the cruise torque.

Further, the output torque determining module 118 may determine the output torque equivalent to the reference torque, if the negative variation of the throttle actuator 202 is monitored and the reference torque is less than the cruise torque. Alternatively, the output torque determining module 118 may determine the output torque equivalent to the cruise torque, if the negative variation of the throttle actuator 202 is monitored and the reference torque is greater than the cruise torque.

The at least one controlling unit 102 may be configured to update the cruise torque based on the determined output torque. The updated cruise torque may be maintained by the at least one controlling unit 102 for the electric vehicle 200 in the cruise mode. In an embodiment, the updating module 120 of the at least one controlling unit 102 may be configured to update the cruise torque based on the determined output torque and maintain the updated cruise torque for the electric vehicle 200 in the cruise mode.

The at least one controlling unit 102 may be configured to update the cruise speed based on the updated cruise torque. Further, the at least one controlling unit 102 may be configured to maintain the updated cruise speed of the electric vehicle 200 in the cruise mode. Herein, the updated cruise speed may be referred to as a speed when the throttle actuator 202 is released after updating the cruise speed in the cruise mode. The updating of the cruise speed may include increasing or decreasing the cruise speed in the cruise mode. Thus, the at least one controlling unit 102 may provide a provision for updating the cruise speed by only using the throttle actuator 202 in the cruise mode.

The at least one controlling unit 102 may be operable to maintain the cruise torque of the electric vehicle 200 on gradients in the motoring condition when the motor 204 applies the positive torque. Also, the at least one controlling unit 102 may be operable to maintain the cruise speed of the electric vehicle 200 on gradients in the motoring condition when the motor 204 applies the positive torque.

In an exemplary implementation, if the cruise speed of the electric vehicle is 40kmph, and the positive variation of the throttle actuator 202 is monitored as the rider wants to increase the cruise speed by 10kmph, the at least one controlling unit 102 may update the cruise speed to 50kmph in the cruise mode. Herein, the motor 204 may generate the positive torque to update the cruise torque, and the updated cruise speed is achieved based on the updated cruise torque. Further, the at least one controlling unit 102 may maintain the updated cruise speed which is 50kmph for the electric vehicle in the cruise mode. The updated cruise speed is corresponding to the updated cruise torque. Alternatively, if the cruise speed of the electric vehicle 200 is 40kmph, and the negative variation of the throttle actuator 202 is monitored as the rider wants to decrease the cruise speed by 10kmph, the at least one controlling unit 102 may update the cruise speed to 30kmph in the cruise mode. Further, the at least one controlling unit 102 may maintain the updated cruise speed which is 30kmph for the electric vehicle 200 in the cruise mode.

The at least one controlling unit 102 may be operable to maintain the cruise torque of the electric vehicle 200 on the gradients in the regenerative braking condition when the motor 204 applies the negative torque. Also, the at least one controlling unit 102 may be operable to maintain the cruise speed of the electric vehicle 200 on the gradients in the regenerative braking condition when the motor 204 applies the negative torque.

Figure 3 illustrates a flowchart depicting an operation of the cruise control system 100 of the electric vehicle 200, according to an embodiment of the present disclosure. At block 302, the motor 204 may be started to supply power to move the electric vehicle 200. Further, at block 304, the system 100 may determine whether the cruise mode is activated. If the cruise mode is not activated, then the operation of the system proceeds to block 306, and the system 100 may set the cruise mode inactive. If the cruise mode is activated by using the command unit(s) 206 such as the activation unit, the operation of the system 100 proceeds to further steps.

At block 308, the system 100 may determine whether the cruise mode is requested or not. If the cruise mode is requested by releasing the throttle actuator 202, the operation of the system 100 proceeds to block 312 at which the system 100 may set that the cruise mode is active. Further, at block 314, the system 100 may set the cruise speed equivalent to the speed of the electric vehicle 200 when the cruise is activated. At block 328, the system 100 may operate the motor to determine the output torque of the motor 204 equivalent to the cruise torque.

If the system 100 may determine that the cruise mode is not requested at block 308, the operation of the system 100 proceeds to block 310. At block 310, the system 100 may check whether the cruise mode is active or not. If the cruise mode is not active, the system 100 may set the cruise mode as inactive. If the cruise mode is active, the operation of the system 100 proceeds to block 316.

At block 316, the system 100 may monitor the variation of the throttle actuator. The system 100 may monitor whether the variation of the throttle actuator 202 is more than zero or less than zero. If the variation of the throttle actuator 100 is more than zero, it indicates the positive variation of the throttle actuator 202, and the system 100 proceeds to block 320. Alternatively, if the variation of the throttle actuator 100 is less than zero, it indicates the negative variation of the throttle actuator 202, and the system 100 proceeds to block 318.

At block 320, the system 100 may determine whether the reference torque is less than or greater than the cruise torque. If the reference torque is less than the cruise torque, the system 100 may determine the output torque of the motor 204 equivalent to the cruise torque and proceeds to block 328. If the reference torque is greater than the cruise torque, the system 100 may determine the output torque of the motor 204 equivalent to the reference torque and proceeds to block 324. Further, the operation proceeds to block 326 and requests the cruise mode by reaching block 308.

At block 318, the system 100 may determine whether the reference torque is less than or greater than the cruise torque. If the reference torque is less than the cruise torque, the system 100 may determine the output torque of the motor 204 equivalent to the reference torque and proceeds to block 324. Further, the operation proceeds to block 326 and requests the cruise mode by reaching block 308. Alternatively, at block 318, if the reference torque is greater than the cruise torque, the system 100 may determine the output torque of the motor 204 equivalent to the cruise torque and proceeds to block 328.

The present disclosure also relates to a method 400 for controlling the cruise mode in the electric vehicle 200 as shown in Figure 4. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

The method 400 for controlling the cruise mode in the electric vehicle 200, may be performed by the system 100 as shown at least in Figures 1 and 2. The method 400 begins at step 402 with the receiving of an input indicative by at least one controlling unit 102 to activate the cruise mode for maintaining the cruise torque of the electric vehicle 200. The cruise torque is indicative of a torque when the cruise mode is activated, and the at least one controlling unit 102 is in communication with the motor 204 and the throttle actuator 202 of the electric vehicle 200.

At the next step 404, the method may include monitoring the variation in the throttle actuator 202 by the at least one controlling unit 102, during the cruise mode. Herein, the negative variation and the positive variation of the throttle actuator 202 may be monitored by the at least one controlling unit 102. Further, the at least one controlling unit 102 may monitor whether the throttle actuator 202 is operated in the negative variation or the positive variation.

At the next step 406, the reference torque may be determined based on the variation in the throttle actuator 202. Herein, the at least one controlling unit 102 may determine the reference torque as equivalent to the negative torque if the negative variation of the throttle actuator 202 is monitored. Further, the at least one controlling unit 102 may determine the reference torque as equivalent to the positive torque if the positive variation of the throttle actuator 202 is monitored.

At the next step 408, the reference torque may be compared with the cruise torque by the at least one controlling unit 102. The reference torque may be compared with the cruise torque to evaluate whether the reference torque is greater than the cruise torque or the reference torque is less than the cruise torque.

At step 410, the output torque of the motor 204 may be determined by the at least one controlling unit 102 based on the comparison. During the positive variation of the throttle actuator 202, the at least one controlling unit 102 may determine the output torque of the motor 204 equivalent to the reference torque, if the reference torque is greater than the cruise torque, and determine the output torque equivalent to the cruise torque, if the reference torque is less than the cruise torque. Further, during the negative variation of the throttle actuator 202, the at least one controlling unit 102 may determine the output torque equivalent to the reference torque, if the reference torque is less than the cruise torque, and determine the output torque equivalent to the cruise torque, if the reference torque is greater than the cruise torque.

Finally, at step 412, the method may include updating the cruise torque based on the determined output torque by the at least one controlling unit 102. The updated cruise torque is maintained for the electric vehicle 200 in the cruise mode. Further, the at least one controlling unit 102 may update the cruise speed based on the updated cruise torque and maintain the updated cruise speed of the electric vehicle 200 in the cruise mode.

The cruise control system 100 and the method 400 of the present disclosure offer a provision to update the cruise speed by using the throttle actuator 202 without exiting the cruise mode. Herein, the cruise speed may be updated by twisting the throttle actuator 202 in the cruise mode, and the updated cruise speed is defined upon the release of the throttle actuator 202. Further, the updated cruise speed is maintained and the electric vehicle 200 may run at the updated cruise speed without using the throttle actuator 202. The throttle actuator 202 may only be responsible for updating the cruise speed in the cruise mode, so the use of the additional buttons and user interface is eliminated. The cruise control system 100 is more convenient to implement in a two-wheeled electric vehicle 200, in which less space is available.

Further, the cruise control system 100 and the method 400 bring more convenience for the rider while riding the electric vehicle 200, as the rider may update the cruise speed by using the throttle actuator 202. This reduces the fatigue of the rider as the cruise control system 100 may maintain the cruise speed without continuously holding the throttle actuator 202.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. , Claims:1. A cruise control system (100) for an electric vehicle (200), comprising:
at least one controlling unit (102) in communication with a motor (204) and a throttle actuator (202) of the electric vehicle (200), the at least one controlling unit (102) is configured to:
receive an input indicative to activate a cruise mode for maintaining a cruise torque of the electric vehicle (200), wherein the cruise torque is indicative of a torque when the cruise mode is activated;
monitor a variation in the throttle actuator (202) during the cruise mode;
determine a demanded torque based on the variation in the throttle actuator (202);
compare the demanded torque with the cruise torque;
determine an output torque of the motor (204) based on the comparison; and
update the cruise torque based on the determined output torque, wherein the updated cruise torque is maintained for the electric vehicle (200) in the cruise mode.

2. The cruise control system (100) as claimed in claim 1, wherein to monitor the variation in the throttle actuator (202), the at least one controlling unit (102) is configured to at least one of:
monitor a negative variation of the throttle actuator (202); and
monitor a positive variation of the throttle actuator (202).

3. The cruise control system (100) as claimed in any of claims 1 or 2, wherein to determine the demanded torque based on the variation in the throttle actuator (202), the at least one controlling unit (102) is configured to:
determine the demanded torque as equivalent to a negative torque if the negative variation of the throttle actuator (202) is monitored; and
determine the demanded torque as equivalent to a positive torque if the positive variation of the throttle actuator (202) is monitored.

4. The cruise control system (100) as claimed in any of claims 1 or 3, wherein to determine the output torque of the motor (204), the at least one controlling unit (102) is configured to at least one of:
determine the output torque equivalent to the cruise torque, if the positive variation of the throttle actuator (202) is monitored and the demanded torque is less than the cruise torque; and
determine the output torque equivalent to the demanded torque, if the positive variation of the throttle actuator (202) is monitored and the demanded torque is greater than the cruise torque

5. The cruise control system (100) as claimed in any of claims 1 or 4, wherein to determine the output torque of the motor (204), the at least one controlling unit (102) is configured to at least one of:
determine the output torque equivalent to the demanded torque, if the negative variation of the throttle actuator (202) is monitored and the demanded torque is less than the cruise torque; and
determine the output torque equivalent to the cruise torque, if the negative variation of the throttle actuator (202) is monitored and the demanded torque is greater than the cruise torque.

6. The cruise control system (100) as claimed in claim 3, wherein the at least one controlling unit (102) is configured to:
determine the demanded torque when the throttle actuator (202) is released to a neutral position.

7. The cruise control system (100) as claimed in any of claims 1 or 3, wherein the at least one controlling unit (102) is operable to maintain the cruise torque of the electric vehicle (200) on gradients in a motoring condition when the motor (204) applies the positive torque.

8. The cruise control system (100) as claimed in any of claims 1 or 3, wherein the at least one controlling unit (102) is operable to maintain the cruise torque of the electric vehicle (200) on the gradients in a regenerative braking condition when the motor (204) applies the negative torque.

9. The cruise control system (100) as claimed in claim 1, wherein the at least one controlling unit (102) is configured to maintain a cruise speed of the electric vehicle (200) corresponds to the cruise torque, and the cruise speed is indicative of a speed when the cruise mode is activated.

10. The cruise control system (100) as claimed in any of claims 1 or 9, wherein the at least one controlling unit (102) is configured to:
update the cruise speed based on the updated cruise torque; and
maintain the updated cruise speed of the electric vehicle (200) in the cruise mode.

11. The cruise control system (100) as claimed in any of claims 1, 7 or 9, wherein the at least one controlling unit (102) is operable to maintain the cruise speed of the electric vehicle (200) on gradients in the motoring condition when the motor (204) applies the positive torque.

12. The cruise control system (100) as claimed in any of claims 1, 8 or 9, wherein the at least one controlling unit (102) is operable to maintain the cruise speed of the electric vehicle (200) on the gradients in the regenerative braking condition when the motor (204) applies the negative torque.

13. The cruise control system (100) as claimed in claim 1, wherein the at least one controlling unit (102) is configured to:
deactivate the cruise mode upon one of activation of a braking unit and a switching-off of an ignition switch.

14. A method (400) for controlling a cruise mode in an electric vehicle (200), the method comprising:
receiving (402), by at least one controlling unit (102), an input indicative to activate a cruise mode for maintaining a cruise torque of the electric vehicle (200), wherein the cruise torque is indicative of a torque when the cruise mode is activated, and the at least one controlling unit (102) is in communication with a motor (204) and a throttle actuator (202) of the electric vehicle (200);
monitoring (404), by the at least one controlling unit (102), a variation in the throttle actuator (202) during the cruise mode;
determining (406), by the at least one controlling unit (102), a demanded torque based on the variation in the throttle actuator (202);
comparing (408), by the at least one controlling unit (102), the demanded torque with the cruise torque; and
determining (410), by the at least one controlling unit (102), an output torque of the motor (204) based on the comparison; and
updating (412), by the at least one controlling unit (102), the cruise torque based on the determined output torque, wherein the updated cruise torque is maintained for the electric vehicle (200) in the cruise mode.

15. The method (400) as claimed in claim 14, wherein the monitoring (404) of the variation in the throttle actuator (202) comprises:
monitoring a negative variation of the throttle actuator (202); and
monitoring a positive variation of the throttle actuator (202).

16. The method (400) as claimed in any of claims 14 or 15, wherein the determining (406) of the demanded torque based on the variation in the throttle actuator (202) comprises:
determining the demanded torque as equivalent to a negative torque if the negative variation of the throttle actuator (202) is monitored; and
determining the demanded torque as equivalent to a positive torque if the positive variation of the throttle actuator (202) is monitored.

17. The method (400) as claimed in any of claims 14 or 15, wherein the determining (410) the output torque of the motor (204) comprises at least one of:
determine the output torque equivalent to the demanded torque, if the positive variation of the throttle actuator (202) is monitored and the demanded torque is greater than the cruise torque; and
determining the output torque equivalent to the cruise torque, if the positive variation of the throttle actuator (202) is monitored and the demanded torque is less than the cruise torque.

18. The method (400) as claimed in any of claims 14 or 15, wherein the determining (410) the output torque of the motor (204) comprises at least one of:
determining the output torque equivalent to the demanded torque, if the negative variation of the throttle actuator (202) is monitored and the demanded torque is less than the cruise torque; and
determining the output torque equivalent to the cruise torque, if the negative variation of the throttle actuator (202) is monitored and the demanded torque is greater than the cruise torque.