DESC:FIELD OF THE INVENTION
[0001] The present disclosure generally relates to automobiles, and more particularly, to a mounting assembly disposed on a handlebar of a vehicle having a shielding member to protect the sensing unit configured for detecting the throttle position, from an external magnetic field.
BACKGROUND
[0002] The information in this section merely provides background information related to the present disclosure and may not constitute prior art(s) for the present disclosure.
[0003] A handlebar of a vehicle such as a two-wheeler is adapted to be operated by a rider to steer the two-wheeler in a required direction. Further, the handlebar is also equipped with one or more mounting assembled on the handlebar, using mounting assemblies, to provide access to one or more controls of the vehicle to the rider. The one or more mounting may include a throttle grip, a Throttle Position Sensor (TPS)/Accelerator Position Sensor (APS) unit, and the like. The throttle grip is mounted on the handlebar and is adapted to be rotated by the rider to accelerate or decelerate the two-wheeler. Moreover, the TPS/APS unit is typically mounted on the handlebar in proximity to the throttle grip, and comprises an electro-magnetic circuit to determine the rotation of the throttle grip.
[0004] However, during the operation of the vehicle, electronic circuits of one or more mounting installed on the handlebar often malfunction. In particular, the electro-magnetic circuit of the TPS/APS unit is susceptible to an external magnetic field or an external magnetic environment which affects the performance of the TPS/APS unit.
[0005] In one example scenario, tank bags installed on a fuel tank by using permanent magnets may emit a magnetic field that may affect the electro-magnetic circuit of the TPS/APS unit. In particular, when the rider turns the handlebar, the TPS/APS unit comes closer to the magnetic fields emitted by the permanent magnets of the tank bags, thus affecting the performance of the TPS/APS unit. This may malfunction the TPS/APS unit to produce undesirable voltage output. The undesirable voltage output may lead to sudden acceleration or deceleration of the vehicle at the desired position of the TPS/APS unit, which may lead to fluctuation in vehicle movements, leading to a collision of the vehicle. Therefore, the conventional mounting assemblies compromise the rider’s safety and the user experience of the rider.
[0006] Therefore, there is a need for a mounting assembly that may not be impacted by an external magnetic field or safeguarded against any change in any external magnetic field or magnetic flux outside the mounting assembly.
[0007] The drawbacks/difficulties/disadvantages/limitations of the conventional techniques explained in the background section are just for exemplary purposes and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY
[0008] This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is it intended for determining the scope of the invention.
[0009] In an embodiment, a mounting assembly for a handlebar of a vehicle is provided. The mounting assembly includes a housing and a shielding unit. The housing includes a throttle position sensing unit adapted to receive a rotational input from a throttle grip of the handlebar of the vehicle. The shielding unit coupled with the housing, and is adapted to cover a portion of the housing. The shielding unit includes a first shielding member and a second shielding member. The first shielding member is adapted to cover the housing along a first side of the housing. The second shielding member is disposed spaced apart from the first shielding member and is adapted to cover a second side disposed opposite to the first side of the housing. The first shielding member and the second shielding member are adapted to isolate the throttle position sensing unit in the housing from an external magnetic flux.
[0010] Therefore, the change in magnetic flux within the housing of the mounting assembly of the present disclosure may be negligible, resulting in very low interference of the external magnetic field on the voltage fluctuation or magnetic field inside the throttle position sensing unit. This may advantageously prevent any fluctuations and thereby, does not hamper the performance of the throttle position indicator unit. This also improves the ride-handling capabilities of the user.
[0011] Further, the mounting assembly of the present disclosure having the shielding unit may advantageously enable a magnetic isolation of the throttle position indicator unit within the mounting assembly. Therefore, there may be negligible change in the amplitude of the voltage beyond a threshold due to the external magnetic field or change in the external magnetic field around the mounting assembly. Further, this may improve the ride quality of the user by providing a constant and predictable acceleration and deceleration of the vehicle in response to the rotation of the throttle grip by the user.
[0012] 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
[0013] 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:
[0014] Figure 1 illustrates a mounting assembly for a handlebar of a vehicle, in accordance with an embodiment of the present disclosure;
[0015] Figure 2 illustrates an exploded view of the mounting assembly depicted in Figure 1, in accordance with an embodiment of the present disclosure;
[0016] Figure 3 illustrates a perspective view of the first shielding member of the shielding unit, in accordance with an embodiment of the present disclosure;
[0017] Figure 4 illustrates a front view of the first shielding member of the shielding unit, in accordance with an embodiment of the present disclosure;
[0018] Figure 5 illustrates a perspective view of the second shielding member of the shielding unit, in accordance with an embodiment of the present disclosure;
[0019] Figure 6 illustrates a front view of the second shielding member of the shielding unit, in accordance with an embodiment of the present disclosure;
[0020] Figure 7A illustrates an exemplary representation of a plurality of external magnetic field/flux extending within and proximate to a conventional mounting assembly without the shielding unit, in accordance with an embodiment of the present disclosure;
[0021] Figure 7B illustrates an exemplary representation of the plurality of external magnetic field/flux extending within and proximate to the mounting assembly with the shielding unit, in accordance with an embodiment of the present disclosure;
[0022] Figure 8A illustrates an exemplary representation of a magnetic circuit of the conventional mounting assembly without the shielding unit, in accordance with an embodiment of the present disclosure;
[0023] Figure 8B illustrates a graphical representation depicting the change in a magnetic flux due to external magnetic fields within the housing mounting assembly without the shielding unit, in accordance with an embodiment of the present disclosure;
[0024] Figure 9A illustrates an exemplary representation of a magnetic circuit of the mounting assembly with the shielding unit, in accordance with an embodiment of the present disclosure; and
[0025] Figure 9B illustrates a graphical representation depicting the change in the magnetic flux due to external magnetic fields within the housing mounting assembly with the shielding unit, in accordance with an embodiment of the present disclosure.
[0026] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale.
[0027] 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
[0028] For the purpose of promoting an 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.
[0029] 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.
[0030] 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.”
[0031] 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.
[0032] 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.
[0033] 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.
[0034] The terms “comprises”, “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.
[0035] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[0036] Figure 1 illustrates a mounting assembly 100 mounted for a handlebar of a vehicle, in accordance with an embodiment of the present disclosure.
[0037] The mounting assembly 100 may be disposed on the handlebar of the vehicle. The mounting assembly 100 may be adapted to shield one or more components housed within the mounting assembly 100 from an external magnetic environment. In an embodiment, the vehicle may include but is not limited to a two-wheeler vehicle, an all-terrain vehicle, a motorbike, a quad-bike, an E-bike, a three-wheeler, or any other vehicles equipped with the handlebar.
[0038] The mounting assembly 100 may include a housing 102, and a shielding unit 130 (shown in Figure 2). The housing 102 may be adapted to facilitate accommodation of the one or more components therein. The housing 102 may have a first side 156, and a second side 158 opposite to the first side 156. Further, the mounting assembly 100 may be in proximity to a throttle grip 502, in particular, the first side 156 of the housing may be in proximity to the throttle grip 502. The throttle grip 502 may be adapted to accelerate/decelerate the vehicle in response to a rotation of the throttle grip 502 by a user. The one or more components may include a throttle position sensing unit. In one example, the throttle position sensing unit may be an Accelerator Position Sensor (APS)/Throttle Position Sensor (TPS) unit. Further, the throttle position sensing unit may be adapted to receive a rotational input from a throttle grip 502 of the handlebar of the vehicle. The throttle position sensing unit, based on the received rotational input, facilitates the controlling of the acceleration/deceleration of the vehicle in response to the determined position of the throttle grip 502. Hereinafter, the throttle position sensing unit may interchangeably be referred to as the APS/TPS unit.
[0039] Figure 2 illustrates an exploded view of the mounting assembly depicted in Figure 1, in accordance with an embodiment of the present disclosure.
[0040] In an embodiment, the throttle position sensing unit may include a rotor 104 disposed inside the housing 102 and adapted to rotate in response to the rotational input received from the throttle grip 502 of the handlebar. In an embodiment, the rotor 104 may be coupled with the throttle grip 502, and adapted to rotate in response to the rotation of the throttle grip 502.
[0041] In an embodiment, the throttle position sensing unit may further include a plurality of magnets 110 and a Hall effect sensor 120. The plurality of magnets 110 may be disposed circumferentially within the housing 102. The Hall effect sensor 120 may be disposed along a bottom of the mounting assembly 100 to sense the change in the magnetic flux of the plurality of magnets 110.
[0042] In an embodiment, the plurality of magnets 110 may be adapted to be positioned within the rotor 104. In a non-limiting embodiment, the plurality of magnets 110 may include a first arc magnet 110a, a second arc magnet 110b, and a third arc magnet 110c disposed along a circumference of the rotor 104. In an embodiment, the first arc magnet 110a, the second arc magnet 110b, and the third arc magnet 110c may be coated with epoxy to protect them from the environment.
[0043] In an embodiment, the Hall effect sensor 120 may facilitate the sensing of the change in a magnetic field generated by the plurality of magnets 110. In particular, a magnetic flux density/vectors of the first arc magnet 110a, the second arc magnet 110b, and the third arc magnet 110c in response to the change in rotation angle of the rotor 104 may be sensed by the Hall effect sensor 120. In an embodiment, the mounting assembly 100 may further include a Printed Circuit Board (PCB) 122 coupled with the Hall effect sensor 120 to facilitate the receiving of the signals from the Hall effect sensor 120 in response to the change in rotation angle of the rotor 104, the signal corresponding to the positioning of the throttle grip 502. In addition, the PCB 122 may be electrically coupled with an Engine Control Unit (ECU)/control unit (not shown) to facilitate the receiving of the signals and further facilitate the actuation of the acceleration/deceleration of the vehicle.
[0044] In an embodiment, the throttle position sensing unit of the mounting assembly 100 may further include a spring 106 disposed inside the housing 102. In an embodiment, the spring 106 may be adapted to couple the rotor 104 with the housing 102. The spring 106 may facilitate rebounding of the rotor 104, such that the rotor 104 may be positioned back to an initial position once the rotated throttle grip 502 is released. In an embodiment, the spring 106 may be a torsional type spring having a first end 106a adapted to be securely coupled with the housing 102 and a second end 106b movably coupled with the rotor 104. The second end 106b of the spring 106 coupled with the rotor 104 may be adapted to rotate with the rotor 104 creating a resistance force within the spring to enable the rebounding of the spring 106. In an embodiment, the housing 102 may further include a stopper (not shown) to restrict the rotation of the rotor 104 beyond predetermined positions.
[0045] In an embodiment, the shielding unit 130 may be coupled with the housing 102 and adapted to cover a portion of the housing 102. In an embodiment, the shielding unit 130 may cover the housing 102 in a manner that the housing 102, the spring 106, the first arc magnet 110a, the second arc magnet 110b, the third arc magnet 110c, and the rotor 104 may all be enclosed within the shielding unit 130.
[0046] In an embodiment, the shielding unit 130 may include a first shielding member 132 and a second shielding member 134. The first shielding member 132 may be adapted to cover the housing 102 along the first side 156 of the housing 102. The second shielding member 134 may be disposed spaced apart from the first shielding member 132. Further, the second shielding member 134 may be adapted to cover the housing 102 along the second side 158 of the housing 102. In addition, the shielding unit 130 may be coupled with the housing 102 via a plurality of fasteners 131 to secure the shielding unit 130 with the housing 102.
[0047] In an embodiment, the first shielding member 132 and the second shielding member 134 may be adapted to isolate the throttle position sensing unit in the housing 102 from the external magnetic environment, such as an external magnetic field/flux. In an embodiment, the second shielding member 134 of the shielding unit 130 may be adapted to cover the Hall effect sensor 120 and the plurality of magnets 110. In an embodiment, each of the first shielding member 132 and the second shielding member 134 may be made of a ferromagnetic material to facilitate the blockage or restriction of the external magnetic field/flux to enter the housing 102. The shielding unit 130, by blocking or restricting the external magnetic field/flux may provide a low reluctance path to the external magnetic field, thereby isolating the throttle position sensing unit in the housing 102 from the external magnetic field/flux.
[0048] Figure 3 illustrates a perspective view of the first shielding member 132 of the shielding unit 130, in accordance with an embodiment of the present disclosure. Figure 4 illustrates a front view of the first shielding member 132 of the shielding unit 130, in accordance with an embodiment of the present disclosure. Figures 3 and 4 are described in conjunction hereinafter for ease of explanation.
[0049] In an embodiment, the first shielding member 132 of the shielding unit 130 may include a first portion 140 and a second portion 142. The first portion 140 may be adapted to couple to the first side 156 of the housing 102. Further, the first portion 140 may be adapted to completely cover the first side 156 of the housing 102. The second portion 142 may extend orthogonally from the first portion 140. The second portion 142 may be adapted to cover the housing 102 along a bottom portion of the housing 102. The two surfaces of the first portion 140 and the second portion 142 of the first shielding member 132 define an L-shaped configuration.
[0050] As shown, the first portion 140 of the first shielding member 132 may include a central opening 144 adapted to facilitate the passing of a portion of the handlebar of the vehicle. In an embodiment, a portion of the first shielding member 132 proximate to the central opening 144 may include a step profile 145 to facilitate the locking of a portion of the rotor 104. In an embodiment, the first portion 140 of the first shielding member 132 of the shielding unit 130 facilitates the blocking of the external magnetic field from coming in contact with the rotor 104, the plurality of magnets 110, and the spring 106.
[0051] Figure 5 illustrates a perspective view of the second shielding member 134 of the shielding unit 130, in accordance with an embodiment of the present disclosure. Figure 6 illustrates a front view of the second shielding member 134 of the shielding unit 130, in accordance with an embodiment of the present disclosure. Figures 5 and 6 are described in conjunction hereinafter for ease of explanation.
[0052] In an embodiment, the second shielding member 134 of the shielding unit 130 may include a first portion 150, a second portion 152, and a third portion 154. The first portion 150 may be adapted to partially cover the second side 158 of the housing 102. The second portion 152 may orthogonally extend along an end of the first portion 150. The third portion 154 may be positioned spaced apart from the second portion 152 and may be adapted to extend substantially orthogonally along an end of the first portion 150. In an embodiment, the three surfaces. i.e., the first portion 150, the second portion 152, and the third portion 154 of the second shielding member 134 may define a C-shaped configuration of the second shielding member 134. The second shielding member 134 may be adapted to partially cover the second side 158 of the housing 102. In particular, the second portion 152 may be adapted to partially cover a first end 160 of the housing 102, and the third portion 154 may be adapted to partially cover a second end 162 of the housing 102. In an embodiment, the first portion 150 may comprise a plurality of slots 150a to enable the locking of the second shielding member 134 with the housing 102.
[0053] Figure 7A illustrates an exemplary representation of a plurality of external magnetic field/flux extending within and proximate to a conventional mounting assembly without the shielding unit 130, in accordance with an embodiment of the present disclosure. Figure 7B illustrates an exemplary representation of the plurality of external magnetic field/flux extending within and proximate to the mounting assembly with the shielding unit 130, in accordance with an embodiment of the present disclosure. Figures 7A and 7B are described in conjunction hereinafter for ease of explanation.
[0054] Referring to Figure 7A, an external magnetic source 702 may be in proximity to the conventional mounting assembly, and may emit a plurality of external magnetic field/flux. The external magnetic source 702, for example, may be permanent magnets of tank bags installed on a fuel tank of the vehicle. As shown, the plurality of external magnetic field/flux emitted by the external magnetic source 702 may penetrate within the conventional mounting assembly without the shielding unit 130. This may interfere with the sensing of the change in the magnetic field/flux generated by the plurality of magnets 110 by the Hall effect sensor 120 of the throttle position sensing unit, such as the APS/TPS unit, thus affecting the performance of the APS/TPS unit. In particular, the APS/TPS unit of the conventional mounting assembly may malfunction due to undesirable voltage output which may lead to sudden acceleration or deceleration of the vehicle.
[0055] Now, referring to Figure 7B, the shielding unit 130 of the mounting assembly 100 may provide a barrier to the emitted plurality of external magnetic field/flux by the external magnetic source 702. In particular, the shielding unit 130 may provide a low reluctance path to the plurality of external magnetic field/flux emitted by the external magnetic source 702. Accordingly, the Hall effect sensor 120 of the throttle position sensing unit, such as the APS/TPS unit, may only sense the change in the magnetic field/flux generated by the plurality of magnets 110 and may have negligible interference by the plurality of external magnetic field/flux emitted by the external magnetic source 702. As shown, there is a significant reduction in the penetration of the plurality of external magnetic field/flux emitted by the external magnetic source 702 within the mounting assembly 100. Therefore, the overall change or fluctuation in the voltage for the APS/TPS unit within the mounting assembly 100 is significantly reduced. The reduction in the voltage may facilitate a stable signal processing and transmission of the signals by the APS/TPS unit, thereby, reducing any fluctuation in the throttle with reference to the emitted plurality of external magnetic field/flux by the external magnetic source 702.
[0056] Figure 8A illustrates an exemplary representation of a magnetic circuit of the conventional mounting assembly without the shielding unit, in accordance with an embodiment of the present disclosure. Figure 8B illustrates a graphical representation depicting the change in a magnetic flux due to the external magnetic fields within the housing of the conventional mounting assembly without the shielding unit 130, in accordance with an embodiment of the present disclosure. Figures 8A and 8B are described in conjunction hereinafter for ease of explanation.
[0057] As shown in Figure 8A, the external magnetic source 702 may be in proximity to the magnetic circuit of the mounting assembly 100, and may emit the plurality of external magnetic field/flux. In an embodiment, the Hall effect sensor 120 may be positioned in an X-Z orientation adapted to sense magnetic field/flux from a Z-component/direction and an X-component/direction. Here, the Z-component/direction may correspond to the magnetic flux received by the Hall effect sensor 120 from a vertical direction. Further, the X-component/direction may correspond to the magnetic flux received by the Hall effect sensor 120 from a direction parallel to the axis of the throttle grip 502. As shown, the plurality of external magnetic field/flux emitted by the external magnetic source 702 may penetrate within the conventional mounting assembly without the shielding unit 130 and may affect the magnetic flux density sensed by the Hall effect sensor 120 of the throttle position sensing unit with respect to a change in an angle of rotation of the throttle in the Z-component/direction and the X- component/direction.
[0058] Referring to Figure 8B, the X-axis may represent a throttle rotation angle in degrees, and the Y-axis may represent a magnetic flux density.
[0059] A plotted line 802 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of Z-component/direction, as shown in Figure 8A, of the conventional mounting assembly in the presence of the external magnetic fields. The waveform of the plotted line 802 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the conventional mounting assembly and may be affected by the external magnetic fields generated by the external magnetic source 702. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 802, may be proportional to the change in the angle of rotation of the throttle.
[0060] A plotted line 804 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of Z-component/direction, as shown in Figure 8A, of the conventional mounting assembly in the absence of the external magnetic fields. The waveform of the plotted line 804 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the conventional mounting assembly. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 804, may be proportional to the change in the angle of rotation of the throttle.
[0061] A plotted line 806 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of X-component/direction, as shown in Figure 8A, of the conventional mounting assembly in the presence of the external magnetic fields. The waveform of the plotted line 806 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the conventional mounting assembly and may be affected by the external magnetic fields generated by the external magnetic source 702. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 806, may be proportional to the change in the angle of rotation of the throttle.
[0062] A plotted line 808 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of X-component/direction, as shown in Figure 8A, of the conventional mounting assembly in the absence of the external magnetic fields. The waveform of the plotted line 808 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the conventional mounting assembly. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 808, may be proportional to the change in the angle of rotation of the throttle.
[0063] A gap 810 between the plotted line 802 and the plotted line 804 may indicate the maximum magnetic flux density amplitude change due to external magnetic fields. Therefore, the signal generated by the Hall effect sensor 120 corresponding to the sensed waveform of the plotted line 802 may be transmitted to the PCB. The PCB may be configured to generate a voltage based on the signal transmitted by the Hall effect sensor 120 corresponding to the sensed waveform of the plotted line 802. Further, the PCB may emit a signal, based on the generated voltage, to facilitate the actuation of the acceleration/deceleration of the vehicle. However, the waveform of plotted line 802 sensed by the Hall effect sensor 120 may be affected due to the external magnetic flux of the external magnetic source 702, which may result in an incorrect signal generated by the Hall effect sensor 120 leading to sudden acceleration/deceleration of the vehicle. This may cause fluctuation in the vehicle’s movement.
[0064] In an alternative embodiment (not shown), the position of the Hall effect sensor 120 of the conventional mounting assembly without the shielding unit may be shifted horizontally to about 90° into a Y-Z orientation. Accordingly, the Hall effect sensor 120 may be adapted to sense the magnetic flux generated by the plurality of magnets 110 from the Z-component/direction and a Y-component/direction. Here, the Z-component/direction may correspond to the magnetic flux sensed by the Hall effect sensor 120 from the vertical direction. Further, the Y-component/direction may correspond to the magnetic flux sensed by the Hall effect sensor 120 from the direction parallel to the axis of the throttle grip 502. Further, even in the Y-Z orientation of the Hall effect sensor 120, the plurality of external magnetic field/flux emitted by the external magnetic source 702 may penetrate within the conventional mounting assembly without the shielding unit 130 and may affect the magnetic flux density sensed by the Hall effect sensor 120 with respect to a change in the angle of rotation of the throttle in the Z-direction and the Y-direction.
[0065] Now, the Hall effect sensor 120 may sense a waveform corresponding to the change in the magnetic flux density of Z-component/direction, and a waveform corresponding to the change in the magnetic flux density of Y-component/direction. The waveforms may be generated based on the magnetic flux generated by the plurality of magnets 110 configured within the conventional mounting assembly in the presence and in the absence of the external magnetic field/flux emitted by the external magnetic source 702 and may be graphically plotted. Here, again a gap similar to the gap 810 may be observed when the waveform is sensed in the presence and in the absence of the external magnetic field/flux. This may indicate that the maximum magnetic flux density amplitude sensed by the Hall effect sensor 120 may change due to the external magnetic field/flux. Accordingly, the change in magnetic flux due to the external magnetic fields within the housing of the conventional mounting assembly without the shielding unit 130 when depicted in the graphical representation, it may be observed that the gap 810 observed between the plotted line 802 and the plotted line 804 may still exist.
[0066] Figure 9A illustrates an exemplary representation of a magnetic circuit of the mounting assembly 100 with the shielding unit 130, in accordance with an embodiment of the present disclosure. Figure 9B illustrates a graphical representation depicting the change in the magnetic flux due to the external magnetic fields within the housing 102 of the mounting assembly 100 with the shielding unit 130, in accordance with an embodiment of the present disclosure. Figures 9A and 9B are described in conjunction hereinafter for ease of explanation.
[0067] As shown in Figure 9A, an external magnetic source 702 may be in proximity to the magnetic circuit of the mounting assembly 100 of the present disclosure, and may emit a plurality of external magnetic field/flux. In an embodiment, the Hall effect sensor 120 may be positioned in an X-Z orientation. Here, the Z-component/direction may correspond to the magnetic flux received by the Hall effect sensor 120 from the vertical direction. Further, the X-component/direction may correspond to the magnetic flux received by the Hall effect sensor 120 from the direction parallel to the axis of the throttle grip 502. Further, the shielding unit 130 of the mounting assembly 100 may provide a barrier to the emitted plurality of external magnetic field/flux by the external magnetic source 702. In particular, the shielding unit 130 may provide a low reluctance path to the plurality of external magnetic field/flux emitted by the external magnetic source 702. Accordingly, the plurality of external magnetic field/flux emitted by the external magnetic source 702 may have negligible interference with the Hall effect sensor 120 of the throttle position sensing unit with respect to the change in the angle of rotation of the throttle in the Z-direction and the X-direction.
[0068] Referring to Figure 9B, the X-axis may represent a throttle rotation angle in degrees, and the Y-axis may represent a magnetic flux density.
[0069] A plotted line 812 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of Z-component/direction, as shown in Figure 9A, of the mounting assembly 100 having the shielding unit 130 in the presence of the external magnetic fields. The waveform of the plotted line 812 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the housing 102 of the mounting assembly 100, and may have negligible effect of the external magnetic fields generated by the external magnetic source 702 due to shielding provided to the Hall effect sensor 120 by the shielding unit 130. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 812, may be proportional to the change in the angle of rotation of the throttle.
[0070] A plotted line 814 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of Z-component/direction, as shown in Figure 9A, of the mounting assembly 100 having the shielding unit 130 in the absence of the external magnetic fields. The waveform of the plotted line 814 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the housing 102 of the mounting assembly 100. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 814, may be proportional to the change in the angle of rotation of the throttle.
[0071] A plotted line 816 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of X-component/direction, as shown in Figure 9A, of the mounting assembly 100 having the shielding unit 130 in the presence of the external magnetic fields. The waveform of the plotted line 816 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the housing 102 of the mounting assembly 100, and may have negligible effect of the external magnetic fields generated by the external magnetic source 702 due to shielding provided to the Hall effect sensor 120 by the shielding unit 130. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 816, may be proportional to the change in the angle of rotation of the throttle.
[0072] A plotted line 818 may indicate a waveform sensed by the Hall effect sensor 120 corresponding to the change in the magnetic flux density of X-component/direction, as shown in Figure 9A, of the mounting assembly 100 having the shielding unit 130 in the absence of the external magnetic fields. The waveform of the plotted line 818 may be generated based on the magnetic field generated by the plurality of magnets 110 configured within the housing 102 of the mounting assembly 100. Here, the change in the magnetic flux density, as depicted by the waveform of the plotted line 818, may be proportional to the change in the angle of rotation of the throttle.
[0073] A gap 820 between the plotted line 812 and the plotted line 814 may indicate the maximum magnetic flux density amplitude change due to external magnetic fields. Now, when the gap 820 may be compared with the gap 810, it may be concluded that there may be a negligible change in the amplitude of the magnetic flux density due to the external magnetic field within the housing 102 of the mounting assembly 100 having the shielding unit 130. Therefore, the signal generated by the Hall effect sensor 120 corresponding to the sensed waveform of the plotted line 812 may be transmitted to the PCB. The PCB may be configured to generate a voltage based on the signal transmitted by the Hall effect sensor 120 corresponding to the sensed waveform of the plotted line 812. Further, the PCB may emit a signal, based on the generated voltage, to facilitate the actuation of the acceleration/deceleration of the vehicle. Further, the waveform of plotted lines 812 and 816, sensed by the Hall effect sensor 120, is negligibly affected by the external magnetic flux of the external magnetic source 702, which may result in the generation of the signal by the Hall effect sensor 120 based on the actual sensing of the magnetic field/flux generated by the plurality of magnets 110, leading to proper acceleration/deceleration of the vehicle. This may prevent any fluctuations in the vehicle’s movement.
[0074] In an alternative embodiment (not shown), the position of the Hall effect sensor 120 of the mounting assembly 100 having the shielding unit 130 may be shifted horizontally to about 90° into a Y-Z orientation. Accordingly, the Hall effect sensor 120 may sense the magnetic flux generated by the plurality of magnets 110 from the Z-component/direction and the Y-component/direction. Here, the Z-component/direction may correspond to the magnetic flux sensed by the Hall effect sensor 120 from the vertical direction. Further, the Y-component/direction may correspond to the magnetic flux sensed by the Hall effect sensor 120 from the direction parallel to the axis of the throttle grip 502. Further, even in the Y-Z orientation of the Hall effect sensor 120, the shielding unit 130 may prevent the plurality of external magnetic field/flux emitted by the external magnetic source 702 from penetrating the mounting assembly 100. This may ensure that the plurality of external magnetic field/flux emitted by the external magnetic source 702 may negligibly affect the magnetic flux density sensed by the Hall effect sensor 120 with respect to a change in the angle of rotation of the throttle in the Z-direction and the Y-direction.
[0075] Now, the Hall effect sensor 120 may sense a waveform corresponding to the change in the magnetic flux density of Z-component/direction, and a waveform corresponding to the change in the magnetic flux density of Y-component/direction. The waveforms may be generated based on the magnetic flux generated by the plurality of magnets 110 configured within the housing 102 of the mounting assembly 100 in the presence and in the absence of the external magnetic field/flux emitted by the external magnetic source 702 and may be graphically plotted. Here, again a negligible gap similar to gap 820 may be observed. This may indicate that the maximum magnetic flux density amplitude sensed by the Hall effect sensor 120 may be negligibly affected due to the external magnetic field/flux due to the presence of the shielding unit 130.
[0076] Therefore, whether the Hall effect sensor 120 is oriented in the X-Z orientation or the Y-Z orientation, the change in magnetic flux within the housing 102 of the mounting assembly 100 of the present disclosure due to the external magnetic field is negligible. Accordingly, there may be very low interference of the external magnetic field on the voltage fluctuation or magnetic field inside the throttle position sensing unit. This may advantageously prevent any fluctuations and thereby, does not hamper the performance of the throttle position sensing unit such as the TPS/APS unit. In this manner, the change in the magnetic field generated by the plurality of magnets 110 may be sensed by the Hall effect sensor 120 and may easily be transmitted to the ECU/control unit without any change in voltage, thereby resulting in proper throttle control of the vehicle. This also improves the ride-handling capabilities of the user.
[0077] Further, the mounting assembly 100 of the present disclosure having the shielding unit 130 may advantageously enable magnetic isolation of the throttle position sensing unit within the mounting assembly. Therefore, there may be negligible or less variation in the amplitude of the voltage beyond a threshold due to the external magnetic field or a change in the external magnetic field around the mounting assembly 100. Further, this may improve the ride quality of the user by providing a constant and predictable acceleration and deceleration of the vehicle in response to the rotation of the throttle grip by the user.
[0078] While specific language has been used to describe the present disclosure, 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 mounting assembly (100) for a handlebar of a vehicle, the mounting assembly (100) comprising:
a housing (102) having a throttle position sensing unit adapted to receive a rotational input from a throttle grip (502) of the handlebar of the vehicle; and
a shielding unit (130) coupled with the housing (102) and adapted to cover a portion of the housing (102), the shielding unit (130) comprising:
a first shielding member (132) adapted to cover the housing (102) along a first side (156) of the housing (102); and
a second shielding member (134) disposed spaced apart from the first shielding member (132) and adapted to cover a second side (158) disposed opposite to the first side (156) of the housing (102),
wherein the first shielding member (132) and the second shielding member (134) are adapted to isolate the throttle position sensing unit in the housing (102) from an external magnetic flux.
2. The mounting assembly (100) as claimed in claim 1, wherein each of the first shielding member (132) and the second shielding member (134) is made of ferromagnetic materials.
3. The mounting assembly (100) as claimed in claim 2, wherein the throttle position sensing unit comprises:
a rotor (104) disposed inside the housing (102) and adapted to rotate in response to the rotational input received from the throttle grip (502);
a plurality of magnets (110) disposed circumferentially within the housing (102);
a Hall effect sensor (120) disposed along a bottom of the mounting assembly (100) to sense the change in magnetic flux of the plurality of magnets (110); and
a spring (106) disposed inside the housing (102) and adapted to couple the rotor (104) with the housing (102), wherein the spring (106) facilitates the rebounding of the rotor (104).
4. The mounting assembly (100) as claimed in claim 4, wherein the first shielding member (132) comprises:
a first portion (140) coupled to the first side (156) of the housing (102), wherein the first portion (140) is adapted to completely cover the first side (156) of the housing (102); and
a second portion (142) orthogonally extending from the first portion (140) and adapted to cover a bottom portion of the housing (102).
5. The mounting assembly (100) as claimed in claim 4, wherein:
the first portion (140) of the first shielding member (132) includes a central opening (144) adapted to facilitate the passing of a portion of the handlebar of the vehicle, and
a portion of the first shielding member (132) proximate to the central opening (144) comprises a step profile (145) to facilitate the locking of a portion of the rotor (104).
6. The mounting assembly (100) as claimed in claim 2, wherein the second shielding member (134) of the shielding unit (130) comprises:
a first portion (150) adapted to partially cover the second side (158) of the housing (102), wherein the first portion comprises a plurality of slots (150a) to enable the locking with the housing (102);
a second portion (152) orthogonally extending along an end of the first portion (150), wherein the second portion (152) is adapted to partially cover a first end (160) of the housing (102); and
a third portion (154) positioned spaced apart from the second portion (152) and adapted to extend orthogonally along an end of the first portion (150), wherein the third portion (154) is adapted to partially cover a second end (162) of the housing (102).
7. A shielding unit (130) for a housing (102) of a mounting assembly (100) for a handlebar of a vehicle, the shielding unit (130) comprising:
a first shielding member (132) adapted to cover the housing (102) along a first side (156) of the housing (102); and
a second shielding member (134) disposed spaced apart from the first shielding member (132) and adapted to cover a second side (158) disposed opposite to the first side (156) of the housing (102), wherein the first shielding member (132) and the second shielding member (134) are adapted to isolates the throttle position sensing unit in the housing (102) from external magnetic flux.
8. The shielding unit (130) as claimed in claim 7, wherein each of the first shielding member (132) and the second shielding member (134) are made of ferromagnetic materials.
9. The shielding unit (130) as claimed in claim 7, wherein the first shielding member (132) comprising:
a first portion (140) coupled with the first side (156) of the housing (102), the first portion (140) is adapted to completely cover the first side (156) of the housing (102),
wherein the first portion (140) of the first shielding member (132) of the shielding unit (130) includes a central opening (144) adapted to facilitate the passing of a portion of the handlebar of the vehicle, wherein a portion of the first shielding member (132) proximate to the central opening (144) includes a step profile (145) to facilitate the locking of a portion of a rotor (104); and
a second portion (142) orthogonally extending from the first portion (140) and adapted to cover the housing (102) along a bottom portion of the housing (102)
10. The shielding unit (130) as claimed in claim 7, wherein the second shielding member (134) of the shielding unit (130) comprises:
a first portion (150) adapted to partially cover the second side (158) of the housing (102), wherein the first portion comprises a plurality of slots (150a) to enable the locking with the housing (102):
a second portion (152) orthogonally extending along an end of the first portion (150), wherein the second portion (152) is adapted to partially cover a first end (160) of the housing (102); and
a third portion (154) positioned spaced apart from the second portion (152) and adapted to extend orthogonally along an end of the first portion (150), wherein the third portion (154) is adapted to partially cover a second end (162) of the housing (102).