Description:TECHNICAL FIELD
[001] The present disclosure relates to the field of automotive technology. In particular, the present disclosure provides a system and a method for providing zero-throttle output during an event of throttle roll-over.

BACKGROUND
[002] In an electric vehicle, various sensors are utilized in a throttle knob. Specifically, a Hall-Effect sensor is a common preference due to the commercial availability and reliability, especially since the Hall-Effect sensor is a non-contact nature. Typically, the Hall-Effect sensor throttles include magnets, and there's a specific angular range where the magnetic flux must be measured. If the measurement surpasses a predefined range, a voltage undergoes abrupt changes.
[003] During mass production, variations in engineering tolerances and wear and tear may cause some throttles to operate beyond the specified range. This can result in incorrect throttle output values, leading to misinterpretation and, consequently, torque acting opposite to a rider's expectations.
[004] Many techniques have been evolved to obviate the above-mentioned issues, for instance, one such prior art describes a throttle control system is provided for generating a throttle control signal in an electric vehicle. The throttle control system includes: a throttle position sensor operable to detect a throttle twist input by an operator and to responsively generate a throttle twist input signal; a controller operatively coupled to the throttle position sensor for receiving the throttle twist input signal and responsively generating a throttle control signal; and a feedback circuit operatively coupled to the controller for receiving the throttle control signal and outputting a corresponding feedback signal to the controller. The controller compares the feedback signal and the throttle control signal to detect an error condition in the throttle control signal. When an error condition is detected, the controller determines a responsive action corresponding to the severity of the error condition.
[005] The cited conventional methods and systems face drawbacks, as they rely on the throttle control system's feedback for error detection and subsequent responsive actions, introducing potential latency in the control loop and compromising the electric vehicle's responsiveness to operator inputs; moreover, the accuracy is susceptible to external factors like electromagnetic interference and temperature variations, impacting the reliability of the throttle position sensor and potentially resulting in false error conditions and unnecessary responsive actions.
[006] Therefore, there is a need to address the above-mentioned drawbacks, along with any other shortcomings, or at the very least, to provide a viable alternative to prevent unsafe roll-overs.

OBJECTS OF THE PRESENT DISCLOSURE
[007] A general objective of the present disclosure is to offer an efficient and reliable system that overcomes the limitations of existing systems and methods by providing zero-throttle output during an event of throttle roll-over.
[008] An object of the present disclosure is to provide a system and method that ensures zero-throttle output when a rate of change of a throttle value surpasses a pre-defined threshold, thereby preventing throttle roll-over.
[009] Another object of the present disclosure is to provide a system and method for maintaining zero-throttle output till a user manually stops providing a throttle input through a throttle knob during an event of throttle roll-over to avoid unintended acceleration.

SUMMARY
[010] Aspects of the present disclosure relate to the field of automotive technology. In particular, the present disclosure provides a system and a method for providing zero-throttle output during an event of throttle roll-over.
[011] An aspect of the present disclosure pertains to a system for detecting throttle roll-over in a vehicle. The system may include a throttle knob and a motor controller. The throttle knob is manually rotated by a user in a clockwise direction and an anticlockwise direction, where the rotation in the clockwise direction corresponds to a positive throttle input and the rotation in the anticlockwise direction corresponds to a negative throttle input. The motor controller is electrically connected to the throttle knob, where the motor controller is configured to detect a rate of change of a throttle value based on at least one of the positive throttle input and the negative throttle input provided by the user through the throttle knob and provide zero-throttle output if the rate of change of the detected throttle value exceeds a pre-defined threshold value.
[012] In an embodiment, the motor controller may be configured to consistently provide the zero-throttle output throughout a duration of an event of throttle roll-over
[013] In an embodiment, the motor controller may be configured to consistently provide the zero-throttle output till the user manually stops providing any one of the positive throttle input and the negative throttle input through the throttle knob during the event of throttle roll-over.
[014] In an embodiment, the motor controller may enable the positive throttle input and the negative throttle input after resetting the zero-throttle output upon completion of the event of throttle roll-over.
[015] Another aspect of the present disclosure pertains to a method for detecting throttle roll-over. The method includes detecting that a rotation of a throttle knob exceeds a predetermined range when the throttle knob is rotated by a user in any one of a clockwise direction and an anti-clockwise direction and mapping, by the motor controller, voltage corresponding to a throttle input based on the rotation of the throttle knob in the clockwise direction or the anti-clockwise direction. Further, the method includes measuring a difference between a throttle value and a previous throttle value based on the mapping and determining, by the motor controller, if the throttle value exceeds a predefined range, where if the throttle value is less than the predefined range, the throttle roll-over is not detected and if the throttle value and if the throttle value is greater than the predefined range, the motor controller compares a rate of change of the throttle value with a pre-defined threshold value. Furthermore, the method includes determining, by the motor controller, whether the rate of change of the throttle value exceeds the pre-defined threshold value and performing, by the motor controller, one of neutralizing, by the motor controller, the throttle value when the rate of change of the throttle value exceeds the pre-defined threshold value indicating an event of throttle roll-over; and providing, by the motor controller, a requested throttle output when the rate of change of the throttle value does not exceed the pre-defined threshold value.
[016] In an embodiment, the method may include determining the event of throttle roll-over when the voltage corresponding to a throttle output changes from a minimum to a maximum value in a predefined short time period.
[017] In an embodiment, the method may include providing zero-throttle output during the event of throttle roll-over.
[018] In an embodiment, the method may include disabling an operation of the throttle knob during the event of throttle roll-over.
[019] In an embodiment, the method may include enabling the operation of the throttle knob after the completion of the event of throttle roll-over, wherein the user provides zero-throttle input using the throttle knob during the event of throttle roll-over.
[020] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.

BRIEF DESCRIPTION OF THE DRAWINGS
[021] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[022] FIG. 1A illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[023] FIG. 1B illustrates a schematic view of a throttle knob, in accordance with an embodiment of the present disclosure.
[024] FIG. 2 illustrates a graphical representation depicting a correlation between a rotation of the throttle knob and a variation of a voltage, in accordance with an embodiment of the present disclosure.
[025] FIG. 3 illustrates a flow chart representing a method for detecting wrap to provide zero-throttle output, in accordance with an embodiment of the present disclosure.
[026] FIG. 4 illustrates a graphical representation depicting a correlation between variations of a throttle output and the variations of the voltage, in accordance with an embodiment of the present disclosure.
[027] FIG. 5 illustrates a flow chart representing a method for providing zero-throttle output during an event of throttle roll-over, in accordance with an embodiment of the present disclosure.
[028] FIG. 6 illustrates a graphical representation depicting variations of a throttle rotation corresponding to a time period, in accordance with an embodiment of the present disclosure.
[029] FIG. 7 illustrates a flow chart representing a method for detecting throttle roll-over in a vehicle, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[030] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[031] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[032] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[033] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”
[034] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[035] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[036] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[037] The terms “comprise”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[038] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[039] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.
[040] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[041] FIG. 1A illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[042] In construction, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger (14), a Motor Controller Unit (MCU), an electric motor (16) and an electric transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmitted directly to the battery via the BMS.
[043] The battery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV (10) without the requirement of a host computer.
[044] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV. Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[045] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a, 22b) of the EV. Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitates higher torque and vehicle speed.
[046] In one embodiment, all data pertaining to the EV (10) and/or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider/driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.
[047] Embodiments explained herein relate to automotive technology. In particular, the present disclosure relates to a system and a method for providing zero-throttle output during an event of throttle roll-over. Various embodiments with respect to the present disclosure will be explained in detail with reference to FIGs. 1B-7.
[048] FIG. 1B illustrates a schematic view of a throttle knob (100), in accordance with an embodiment of the present disclosure.
[049] Referring to FIG. 1B, the throttle knob (100) in a vehicle serves as a manual control interface that allows a user i.e., a rider to regulate and control an engine's power output. By manually rotating the throttle knob (100), the user adjusts the amount of air and fuel entering the engine, thereby controlling the engine's speed and, consequently, a vehicle's acceleration. The purpose of the throttle knob (100) is to provide the rider with direct and real-time control over the engine's performance, allowing for dynamic speed adjustments and overall flexibility while riding.
[050] The throttle knob (100) may include a sensor (102) and magnets (104) for translating a physical movement of the throttle knob (100) into an electrical signal. The sensor (102) may include, but not limited to Hall-Effect sensors, magnetic field sensors, resistive sensors, induction sensors, and the like. The sensor (102) may detect magnetic field variations caused by rotating magnets (104) within the throttle knob (100). This information is then converted into a voltage signal, allowing a system to interpret and respond to the user's throttle input, thereby controlling the vehicle's speed or acceleration.
[051] The Hall-Effect involves the production of voltage when a current-carrying conductor is exposed to the magnetic field. In a throttle mechanism, the magnetic field is established by an array of permanent magnets. The throttle knob (100) incorporates the Hall-Effect sensors (102), and as the throttle knob (100) is rotated, the magnets also rotate, causing a change in the sensed magnetic field. This alteration in the magnetic field results in the generation of voltage, which can be accurately mapped to represent a throttle percentage.
[052] The throttle knob (100) may connect to a motor controller (not shown in figures). The throttle knob (100) may be manually rotated by a user in a clockwise direction and an anticlockwise direction. The rotation in the clockwise direction may generate a positive throttle input and the rotation in the anticlockwise direction may generate a negative throttle input. The motor controller may detect whether a rate of change of a throttle value exceeds a predefined threshold value based on the positive throttle input or the negative throttle input provided by the user through the throttle knob (100). Once the rate of change of the throttle value exceeds the predefined threshold value, the motor controller may provide zero-throttle output.
[053] In an embodiment, the motor controller may be configured to consistently provide the zero-throttle output throughout the duration of an event of throttle roll-over. In some embodiments, the motor controller may be configured to consistently provide the zero-throttle output till the user manually stops providing a throttle input i.e., the positive throttle input or the negative throttle input through the throttle knob (100) during the event of throttle roll-over.
[054] In an embodiment, once the user stops providing throttle input during the event of throttle roll-over, the motor controller may detect the completion of the event of throttle roll-over. Upon completion of the event of throttle roll-over, the motor controller may reset the zero-throttle output, enabling the user to provide throttle input through the throttle knob (100).
[055] In some embodiments, detection of throttle roll-over may include, but is not limited to, region-specific detection, variations in a course of action, and the like. The region-specific detection may involve identifying roll-over only in a positive or negative throttle output region. The variations in the course of action may include setting the output to zero or making an informed estimation based on previous values.
[056] FIG. 2 illustrates a graphical representation (200) depicting a correlation between a rotation of a throttle knob (100) and a variation of a voltage, in accordance with an embodiment of the present disclosure.
[057] A throttle mechanism employed in an electric vehicle typically relies on a hall sensor (102). As the throttle is rotated, it generates a measured voltage that is then correlated to a torque request for a motor. Under normal operation, the throttle knob (100) may be manually rotated by a user in a clockwise direction and an anticlockwise direction. The rotation in the clockwise direction may increase the voltage i.e., a positive throttle input, while the rotation in the anticlockwise direction may decrease the voltage i.e., a negative throttle input. However, due to the throttle's construction and the behaviour of magnetic fields, it has been observed that excessive rotation to one end causes the voltage to wrap around or roll over to a maximum value in the opposite direction.
[058] For example, referring to FIG. 2, when the user rotates the throttle knob (100) in the clockwise direction, the voltage may increase to the maximum value. Similarly, when the user rotates the throttle knob (100) in the anticlockwise direction, the voltage may decrease to the minimum value.
[059] FIG. 3 illustrates a flow chart representing a method (300) for detecting wrap to provide zero-throttle output, in accordance with an embodiment of the present disclosure.
[060] Referring to FIG. 3, at step (302), a rotation (i.e., a throttle input) of a throttle knob (100) provided by a rider is detected using a Hall-Effect sensor (102).
[061] At step (304), a voltage corresponding to a throttle input is measured based on rotation using the Hall-Effect sensor.
[062] At step (306), the voltage is mapped to a throttle percentage i.e., a throttle value based on the measurement.
[063] At step (308), voltage wrap is detected based on a rate of change of the throttle value based on voltage corresponding to the throttle value. For example, when the throttle knob (100) is rotated beyond a working band, a significant and rapid change in the measured voltage occurs, exceeding a speed achievable by manual rotation with a person's wrist. The detection of such a swift change in the throttle measurement triggers the assumption of a roll-over event, prompting necessary actions to ensure the generation of safe output torque in a vehicle.
[064] At step (310), zero-throttle output is provided based on determining an output if the rate of change of the throttle percentage exceeds a predefined threshold value.
[065] FIG. 4 illustrates a graphical representation (400) depicting a correlation between variations of a throttle output and variations of a voltage, in accordance with an embodiment of the present disclosure.
[066] A physical rotation of a throttle knob (100) is detected by a Hall-Effect sensor (102), generating a voltage output. This voltage is then correlated to a throttle percentage, considering the throttle's construction and desired tactile feedback. Referring to FIG. 4, the variations of the voltage correspond to the variations of the throttle output. In a negative region, even a slight voltage change leads to a substantial throttle percentage alteration, while in a positive region, a small voltage change results in a modest throttle percentage adjustment. This consideration is crucial for determining a feasible throttle change achievable by a user. In the proposed solution, ensuring a safe and predictable user experience is paramount. To avoid unexpected acceleration, which can be startling and unsafe, the throttle is never allowed to be positive when the user expects it to be negative. However, it is acceptable for the throttle to be negative or zero when the user expects it to be positive, leading to unexpected braking. Although, this situation poses less safety concern.
[067] FIG. 5 illustrates a flow chart representing a method (500) for providing zero-throttle output during an event of throttle roll-over, in accordance with an embodiment of the present disclosure.
[068] Referring to FIG. 5, at step (502), the method (500) may include measuring a difference between a throttle value and a previous throttle value.
[069] At step (504), the method (500) may include determining whether the throttle value exceeds a predefined range, by the motor controller.
[070] At step (506A), the motor controller determines that the event of a throttle roll-over has not occurred and provides a requested throttle output, as represented in step (506B), when the rate of change of the throttle value is less than the pre-defined range.
[071] At step (508), the motor controller determines if a rate of change of the throttle value exceeds a pre-defined threshold value by comparing the rate of change of the throttle value with the pre-defined threshold value when the throttle value exceeds the predefined range.
[072] At step (510), the motor controller determines whether the throttle roll-over is previously detected or not when the rate of change of the throttle value is less than the pre-defined threshold value.
[073] At step (512A), when the throttle roll-over is previously detected, the motor controller provides zero-throttle output, as represented in step (512B). Further, the motor controller is configured to provide the requested throttle output, as represented in step (506B), when the throttle roll-over is not detected previously. On the contrary, the motor controller is configured to provide a zero-throttle output, as represented in step (512B) when the rate of change of the throttle value exceeds the pre-defined threshold value.
[074] FIG. 6 illustrates a graphical representation (600) depicting variations of a throttle rotation corresponding to a time period, in accordance with an embodiment of the present disclosure.
[075] Referring to FIG. 6, for example, in a first expectation, when a throttle input i.e., the throttle rotation is zero, both the voltage and a throttle output become zero, and similarly, no fault is detected. When a user rotates a throttle knob (100) beyond a predefined threshold value in an anticlockwise direction (i.e., -100%), the voltage and the throttle output may be changed from a minimum value to a maximum value in a short time period i.e., a predefined short time period. Similarly, the fault may be detected based on the exponential changes occurring in the voltage and the throttle output. In a second expectation, when the user provides the throttle input is in a clockwise direction, both the voltage and a throttle output may increase sequentially, and similarly, no fault is detected. When the user rotates the throttle knob (100) beyond the predefined threshold value in the clockwise direction (i.e., +100%), the voltage and the throttle output may be changed from the maximum value to the maximum value in the short time period i.e., the predefined short time period. For example, when the user rotates the throttle knob (100) beyond the predefined threshold value in the anticlockwise direction or the clockwise direction, the motor controller may determine that the voltage and the throttle output is exponentially changed from the minimum value to the maximum value in the short time period. For example, the exponentially change may represent the throttle change of 20 percent in 1 millisecond i.e., approximately 1 volt in 1 millisecond. Similarly, the fault may be detected based on the exponential changes that occurs in the voltage and the throttle output.
[076] FIG. 7 illustrates a flow chart representing a method (700) for detecting throttle roll-over in a vehicle, in accordance with an embodiment of the present disclosure.
[077] Referring to FIG. 7, at step (702), the method (700) may include detecting that a rotation of a throttle knob (100) exceeds a pre-defined threshold when the throttle knob (100) is rotated in any one of a clockwise direction and an anti-clockwise direction.
[078] At step (704), voltage corresponding to a throttle input is mapped based on the rotation of the throttle knob in the clockwise direction or the anti-clockwise direction.
[079] At step (706), a difference between a throttle value and a previous throttle value is measured based on the mapping.
[080] At step (708), the motor controller determines if the throttle value exceeds a predefined range.
[081] At step (708A), if the throttle value is less than the predefined range, the motor controller may not detect throttle roll-over is not detected.
[082] At step (708B), a rate of change of the throttle value is compared with a pre-defined threshold value when the throttle value is greater than the predefined range.
[083] At step (710), the motor controller determines whether the rate of change of the throttle value exceeds the pre-defined threshold value.
[084] At step (710A), the throttle value is neutralized when the rate of change of the throttle value exceeds the pre-defined threshold value indicating an event of throttle roll-over. Further, the event of throttle roll-over is determined when the voltage corresponding to a throttle output changes from a minimum to a maximum value in a short duration of time. Furthermore, a zero-throttle output is provided by the motor controller during the event of throttle roll-over and an operation of the throttle knob is temporarily disabled. Further, the operation of the throttle knob is enabled only after the completion of the event of throttle roll-over, where the user provides zero-throttle input using the throttle knob during the event of throttle roll-over.
[085] Alternatively at step (710B), the motor controller provides a requested throttle output when the rate of change of the throttle value does not exceed the pre-defined threshold value.
[086] Furthermore, embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product can be implemented partially or fully in hardware using, for example, standard logic circuits or a very-large-scale integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[087] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[088] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[089] The present disclosure is to provide a system and method for preventing unexpected acceleration, reducing a risk of accidents caused by sudden and unintended vehicle acceleration.
[090] The proposed disclosure is to provide a system and method for ensuring a more predictable and controlled user experience, enhancing rider confidence and comfort.
[091] The present disclosure eliminates surprising and startling situations for the rider, contributing to a smoother and more enjoyable ride
[092] The proposed solutions protect the vehicle from potential damage that could result from abrupt acceleration or unintended throttle inputs.
[093] The proposed disclosure minimizes safety risks associated with throttle malfunctions or unintended acceleration scenarios.
[094] The proposed disclosure contributes to a more comfortable riding experience by eliminating jolts or abrupt changes in vehicle speed.
[095] The proposed disclosure ensures the throttle responds consistently within a predefined criterion, maintaining a reliable and stable performance.
[096] The proposed disclosure detects and addresses faults in throttle output, preventing potential damage to the vehicle or compromise in safety.
, Claims:1. A system for detecting throttle roll-over in a vehicle, comprising:
a throttle knob manually rotated by a user in a clockwise direction and an anticlockwise direction, wherein the rotation in the clockwise direction corresponds to a positive throttle input and the rotation in the anticlockwise direction corresponds to a negative throttle input; and
a motor controller electrically connected to the throttle knob, wherein the motor controller is configured to:
detect a rate of change of a throttle value based on at least one of the positive throttle input and the negative throttle input provided by the user through the throttle knob; and
provide zero-throttle output if the rate of change of the detected throttle value exceeds a pre-defined threshold value.

2. The system as claimed in claim 1, wherein the motor controller is configured to consistently provide the zero-throttle output throughout a duration of an event of throttle roll-over.

3. The system as claimed in claim 2, wherein the motor controller is configured to consistently provide the zero-throttle output till the user manually stops providing any one of the positive throttle input and the negative throttle input through the throttle knob during the event of throttle roll-over.

4. The system as claimed in claim 2, wherein the motor controller is configured to enable the positive throttle input and the negative throttle input after resetting the zero-throttle output upon completion of the event of throttle roll-over.

5. A method (700) for detecting throttle roll-over, comprising:
detecting (702), by a motor controller associated with a system, that a rotation of a throttle knob exceeds a predetermined range when the throttle knob is rotated by a user in any one of a clockwise direction and an anti-clockwise direction;
mapping (704), by the motor controller, voltage corresponding to a throttle input based on the rotation of the throttle knob in the clockwise direction or the anti-clockwise direction;
measuring (706), by the motor controller, a difference between a throttle value and a previous throttle value based on the mapping;
determining (708), by the motor controller, if the throttle value exceeds a predefined range, wherein if the throttle value is:
less than the predefined range (708A), the throttle roll-over is not detected; and
greater than the predefined range (708B), the motor controller compares a rate of change of the throttle value with a pre-defined threshold value;
determining (710), by the motor controller, whether the rate of change of the throttle value exceeds the pre-defined threshold value;
performing, by the motor controller, one of:
neutralizing (710A), by the motor controller, the throttle value when the rate of change of the throttle value exceeds the pre-defined threshold value indicating an event of throttle roll-over; and
providing (710B), by the motor controller, a requested throttle output when the rate of change of the throttle value does not exceed the pre-defined threshold value.

6. The method (700) as claimed in claim 5, comprising:
determining, by the motor controller, the event of throttle roll-over when the voltage corresponding to a throttle output changes from a minimum value to a maximum value in a predefined short time period.

7. The method (700) as claimed in claim 6, comprising:
providing, by the motor controller, zero-throttle output during the event of throttle roll-over.

8. The method (700) as claimed in claim 7, comprising:
disabling, by the motor controller, an operation of the throttle knob during the event of throttle roll-over.

9. The method (700) as claimed in claim 8, comprising:
enabling, by the motor controller, the operation of the throttle knob after the completion of the event of throttle roll-over, wherein the user provides zero-throttle input using the throttle knob during the event of throttle roll-over.