DESC:SYSTEM AND METHOD OF THROTTLE CONTROL
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421020624 filed on 13/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to a throttle control of a vehicle. Particularly, the present disclosure relates to a throttle output control system. Furthermore, the present disclosure relates to a method of throttle output control system.
BACKGROUND
Recently, there has been a rapid development in the automotive technologies. The automobiles contain a propulsion system that propels the vehicle from one position to another by generating power and transferring the generated power to the wheels of the vehicle. The vehicles comprise a throttle to control the power output of the propulsion system responsible for movement of the vehicle.
Conventionally, the throttle input is mechanically linked to the propulsion system to control the power output. However, modern vehicles, especially those with electric and hybrid propulsion systems, require precise throttle output control to optimize power delivery, efficiency, and performance. Unlike internal combustion engines (ICE), which rely on mechanical linkages for throttle control, electric propulsion systems regulate power electronically via motor controllers. Conventional mechanical throttle controls, such as cable-driven mechanisms, are incompatible because the mechanism cannot directly modulate electrical signals required for motor speed regulation. Instead, modern vehicles use electronic throttle control (ETC) or drive-by-wire systems, where sensors, control units, and actuators ensure accurate power modulation, enhancing responsiveness, energy efficiency, and seamless integration with advanced vehicle dynamics and safety features.
Recently, the modern throttle control systems used electronic sensors to convert driver input into signals for precise power delivery in electric and hybrid vehicles. However, accurately interpreting the physical input remains a challenge due to sensor limitations, environmental factors, and mechanical inconsistencies. Variations in pedal pressure, sensor drift, or electromagnetic interference may introduce errors, leading to irregular throttle responses. Additionally, latency in signal processing or faults in the input receiver (such as potentiometers or Hall-effect sensors) may cause fluctuations, resulting in unintended acceleration or hesitation.
Therefore, there exists a need for a system and method that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a throttle output control system.
Another object of the present disclosure is to provide a method of a throttle output control system.
In accordance with first aspect of the present disclosure, there is provided a throttle output control system. The system comprises at least one sensor to generate at least one throttle position signal and a processing unit. The processing unit is configured to receive the at least one throttle position signal from the at least one sensor, determine an accurate throttle position based on the received at least one throttle position signal and generate a normalized throttle output based on the determined throttle position.
The present disclosure discloses the throttle output control system. The system as disclosed by present disclosure is advantageous in terms of providing an enhanced throttle precision, consistency, and adaptability across various vehicle applications. Beneficially, the system ensures accurate and smooth power delivery. Furthermore, the system beneficially allows for customization of throttle behaviour, enabling manufacturers to define a linear or standardized response that enhances drivability and user experience. Additionally, the system enables storage of calibration data and throttle mapping profiles, thereby ensures the long-term stability and adaptability. Furthermore, the system significantly reduces the mechanical inconsistencies, improves throttle response accuracy, and enhances safety by preventing unintended acceleration or erratic throttle behaviour. Beneficially, the system allows for better control over power delivery in different driving conditions, optimizing vehicle efficiency and performance. Overall, the system provides a robust and adaptable throttle control system that may be applied to various types of vehicles, improving operational reliability and user experience.
In accordance with second aspect of the present disclosure, there is provided a method of a throttle output control system. The method comprises receiving at least one throttle position signal from at least one sensor, determining an accurate throttle position based on the received at least one throttle position signal and generating a normalized throttle output based on the determined throttle position.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a block diagram of a throttle output control system, in accordance with an aspect of the present disclosure.
FIG. 2 illustrates a flow chart of a method of a throttle output control system, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a throttle output control system and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “throttle output control system” and “system” are used interchangeably and refer to a system configured to receive at least one throttle position signal, process the signal to determine an accurate throttle position, and generate a corresponding throttle output based on a predefined mapping profile. The system typically comprises at least one sensor for detecting throttle position, a processing unit for signal calibration and mapping, and optionally a memory unit for storing calibration data and throttle mapping profiles.
As used herein, the term “at least one sensor” and “sensor” are used interchangeably and refer to one or more sensing components capable of detecting and generating signals related to a specific parameter, such as throttle position, in the system. The at least one sensor may include, but is not limited to throttle position sensor (TPS), hall effect sensor, potentiometer, optical or magnetic sensor etc.
As used herein, the term “at least one throttle position signal” and “throttle position signal” are used interchangeably and refer to an electrical or electronic signal generated by the at least one sensor in response to the detected physical position of a throttle control mechanism. The throttle control mechanism may include, but is not limited to, an accelerator pedal, an accelerator grip, or any other user-operated throttle actuator.
As used herein, the term “processing unit” refers to an electronic control device, microcontroller, microprocessor, application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or any computational hardware configured to execute instructions, process input signals, and generate corresponding output signals. The processing unit is operably coupled to one or more sensors, memory units, and/or communication interfaces to receive, analyse, and process data based on predefined algorithms, lookup tables, or mapping profiles. The processing unit may execute firmware or software instructions to perform calibration, signal normalization, data storage, or control operations in accordance with system requirements. The processing unit may further communicate with external systems or components to regulate, adjust, or optimize system performance based on received input and predefined control logic.
As used herein, the term “accelerator pedal” refers to a foot-operated control mechanism in a vehicle that regulates the power output of an engine or motor by adjusting the throttle position in response to user input. The accelerator pedal is typically mounted within the vehicle's footwell and is mechanically or electronically linked to a throttle control system, which interprets the pedal's position to modulate fuel delivery in internal combustion engines or power output in electric and hybrid vehicles. The accelerator pedal may incorporate sensors, such as throttle position sensors or pressure sensors, to generate signals corresponding to pedal displacement, enabling precise throttle modulation.
As used herein, the term “accelerator grip” refers to a user-operable control mechanism configured to regulate the throttle input of a vehicle, typically integrated into a handlebar assembly. The accelerator grip is designed to detect rotational or linear movement imparted by the user and generate a corresponding throttle position signal. It is commonly employed in two-wheeled vehicles, such as motorcycles and scooters, where twisting or actuating the grip modulates the engine or motor output. The accelerator grip may incorporate sensors, such as potentiometers, Hall-effect sensors, or strain gauges, to accurately detect and transmit the throttle position to a processing unit for further processing and throttle control.
As used herein, the term “closed throttle position” refers to the position of a throttle control mechanism, such as an accelerator pedal, throttle valve, or grip, at which the throttle is fully closed, resulting in minimal or no air, fuel, or power delivery to the engine or motor. This position corresponds to the default state where no intentional throttle input is applied by the user, typically serving as the baseline for throttle calibration and signal processing in a throttle control system.
As used herein, the term “open throttle position” refers to the state of a throttle mechanism in which the throttle valve, throttle plate, or equivalent control element is positioned to allow airflow or fuel flow at a level greater than the closed throttle position. This position corresponds to a degree of throttle actuation that facilitates increased power output or acceleration. The open throttle position may be variably defined, ranging from a partially open state to a fully open state, depending on the operational requirements of the system.
As used herein, the term “throttle mapping profile” refers a predefined correlation between a detected throttle position and a corresponding output signal that governs throttle response. The throttle mapping profile establishes a systematic relationship between the input from a throttle position sensor and the resulting power or torque output, ensuring a controlled and predictable throttle response. The mapping profile may define various response characteristics, including but not limited to, a linear, progressive, or customized throttle response curve based on operational requirements.
As used herein, the term “memory unit” refers to an electronic storage component configured to store data, instructions, or parameters relevant to the operation of a system. The memory unit may include, but is not limited to, volatile memory (e.g., Random Access Memory (RAM)), non-volatile memory (e.g., Read-Only Memory (ROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Flash memory), or any combination thereof. The memory unit may be integrated within or externally coupled to the processing unit and may store calibration data, system configurations, operational parameters, or predetermined mapping profiles required for system functionality.
As used herein, the term “at least one calibration data” and “calibration data” are used interchangeably and refer to one or more sets of predefined or dynamically generated data used to adjust, correct, or optimize the accuracy of a system's operation. Specifically, in a throttle output control system, the calibration data may include parameters, reference values, or correction factors that enable the system to accurately determine the throttle position and normalize the output accordingly. The calibration data may include, but not limited to baseline throttle position values, correction factors, throttle response profiles and historical adjustment data.
As used herein, the term “throttle response rate” refers to the rate at which a throttle control system translates an input throttle position signal into a corresponding output throttle signal. The throttle response rate defines the dynamic relationship between the detected throttle position and the resulting throttle output, influencing acceleration characteristics, power delivery smoothness, and system responsiveness. The throttle response rate may be standardized or adjusted based on predefined throttle mapping profiles, ensuring controlled and predictable throttle modulation in various operating conditions.
Figure 1, in accordance with an embodiment describes a throttle output control system 100. The system 100 comprises at least one sensor 102 to generate at least one throttle position signal and a processing unit 104. The processing unit 104 configured to receive the at least one throttle position signal from the at least one sensor 102, determine an accurate throttle position based on the received at least one throttle position signal and generate a normalized throttle output based on the determined throttle position.
The present disclosure discloses the throttle output control system 100. The system 100 as disclosed by present disclosure is advantageous in terms of providing an precise throttle position detection and standardized output generation. Beneficially, by utilizing the at least one sensor 102 to generate the throttle position signals and the processing unit 104 to determine an accurate throttle position, the system 100 enhances throttle response accuracy, thereby reducing the deviations caused by mechanical tolerances or signal noise. Furthermore, the calibration of throttle position signals with closed and maximum open throttle positions advantageously ensures the consistent operation across different vehicles and environmental conditions. Additionally, the system 100 incorporates a predetermined throttle mapping profile, stored in a memory unit 106, which significantly enables dynamic mapping of throttle positions to output signals, thereby allows for the customizable and standardized throttle response rates. Moreover, the throttle mapping profile defines a linear or adaptive relationship, ensuring smooth acceleration characteristics suited for various driving conditions. Furthermore, the normalization of the throttle output improves vehicle control, particularly in electric and hybrid powertrains where precise power modulation is critical for efficiency and drivability. Furthermore, the stored calibration data and mapping profiles allows the system 100 for adaptive learning and optimization over time, thereby reducing the need for manual recalibration. Additionally, by ensuring a controlled and predictable throttle response, the system 100 enhances the overall vehicle safety, user experience, and compatibility which makes the system 100 ideal for integration into advanced automotive.
In an embodiment, the at least one sensor 102 comprises a throttle position sensor configured to detect a physical position of at least one of an accelerator pedal or an accelerator grip. Furthermore, determining the accurate throttle position comprises calibrating the at least one throttle position signal with a closed throttle position and a maximum open throttle position. The throttle position sensor may be included, but not limited to the potentiometric sensors, Hall effect sensors, or non-contact optical sensors. The system 100 performs the calibration process by referencing two key throttle positions the closed throttle position and the maximum open throttle position based on the accurate throttle position detection of the at least one sensor 102. The calibration process allows the system 100 to establish a precise baseline and range for throttle operation, compensating for sensor tolerances, mechanical variations, and environmental factors. Beneficially, the calibration process ensures that the system 100 reliably interpret throttle input variations, thereby optimizing throttle response and preventing signal drift or inaccuracies over time.
In an embodiment, the processing unit 104 is configured to access a predetermined throttle mapping profile, mapping the determined accurate throttle position to the predetermined throttle mapping profile and generate a normalized output signal based on the mapping to generate the normalized throttle output. Furthermore, the predetermined throttle mapping profile defines a linear relationship between at least one throttle position and an output signal. Upon receiving the at least one throttle position signal, the processing unit 104 determines the accurate throttle position by referencing calibration data. The processing unit 104 accesses the predetermined throttle mapping profile, which defines the relationship between the throttle position inputs and corresponding output signals. Based on the mapping profile, the processing unit 104 associates the determined accurate throttle position with the corresponding value in the throttle mapping profile. Subsequently, the processing unit 104 generates the normalized output signal that corresponds to the mapped throttle position, ensuring a standardized throttle response. Additionally, the predetermined throttle mapping profile establishes a direct, linear relationship between the at least one throttle position and the output signal. The linear relationship defines that as the throttle position increases or decreases, the output signal changes at a constant rate. Such a linear mapping ensures predictable and smooth throttle response, improving vehicle control.
In an embodiment, the system 100 comprises a memory unit 106 coupled to the processing unit 104. The memory unit 106 is configured to store at least one calibration data. Furthermore, the memory unit 106 is configured to store the predetermined throttle mapping profile. Furthermore, the predetermined throttle mapping profile defines a standardized throttle response rate. The memory unit 106 which stores the at least one calibration data facilitates the accurate determination of the throttle position by compensating for variations in the sensor signals, mechanical tolerances, and environmental conditions. The calibration data may include reference values corresponding to the closed throttle position and the maximum open throttle position, enabling real-time adjustments and ensuring precise throttle response. Furthermore, the memory unit 106 may be further configured to store the predetermined throttle mapping profile. The throttle mapping profile defines the correlation between the determined throttle position and the corresponding normalized throttle output. Beneficially, the integration of the memory unit 106 ensures the consistency and reduces the need for frequent recalibration and enhances the adaptability of the throttle control system 100.
In an exemplary embodiment, the system 100 receives the throttle position signals from five different vehicles with five different sensors having multiple readings, each detecting throttle position at both closed and maximum open throttle conditions. The detected values for the closed throttle position are 0.3V, 0.5V, 0.2V, 0.6V, and 0.7V, while the values for the maximum open throttle position are 4.6V, 4.7V, 4.1V, 3.8V, and 4.8V. The processing unit 104 is configured to normalize the values to an exemplary range where the closed throttle position corresponds to 0.5V, and the maximum open throttle position corresponds to 4.5V. To achieve the exemplary range, the processing unit 104 first calibrates the received sensor signals by determining the difference between the actual sensor reading at the closed throttle position and the desired exemplary value. Furthermore, the system 100 applies a linear transformation to map the detected values onto the exemplary range (0.5V to 4.5V), ensuring uniform throttle response across different sensors. The normalization process enables consistent throttle output by eliminating sensor discrepancies and standardizing the throttle mapping profile. The processed and mapped throttle position values then used to generate a normalized throttle output signal, thereby ensuring the accurate and predictable vehicle acceleration. By storing the calibration data and the throttle mapping profiles in a memory unit 106, the system 100 maintains the long-term stability and allows recalibration when required. Beneficially, the process to achieve exemplary range enhances drivability, improves throttle response accuracy, and ensures smooth power delivery, particularly in vehicles where multiple throttle sensors are utilized for redundancy and precision.
In an embodiment, the throttle output control system 100. The system 100 comprises the at least one sensor 102 to generate the at least one throttle position signal and the processing unit 104. The processing unit 104 is configured to receive the at least one throttle position signal from the at least one sensor 102, determine the accurate throttle position based on the received the at least one throttle position signal and generate the normalized throttle output based on the determined throttle position. Furthermore, the at least one sensor 102 comprises the throttle position sensor configured to detect the physical position of the at least one of the accelerator pedal or the accelerator grip. Furthermore, determining the accurate throttle position comprises calibrating the at least one throttle position signal with the closed throttle position and the maximum open throttle position. Furthermore, the processing unit 104 is configured to access the predetermined throttle mapping profile, mapping the determined accurate throttle position to the predetermined throttle mapping profile and generate the normalized output signal based on the mapping to generate the normalized throttle output. Furthermore, the predetermined throttle mapping profile defines the linear relationship between the at least one throttle position and the output signal. Furthermore, the system 100 comprises the memory unit 106 coupled to the processing unit 104. The memory unit 106 is configured to store the at least one calibration data. Furthermore, the memory unit 106 is configured to store the predetermined throttle mapping profile. Furthermore, the predetermined throttle mapping profile defines the standardized throttle response rate.
Figure 2, describes a method 200 of a throttle output control system 100. The method 200 starts at step 202 and completes at step 206. At step 202, the method 200 comprises receiving at least one throttle position signal from at least one sensor 102. At step 204, the method 200 comprises determining an accurate throttle position based on the received at least one throttle position signal. At step 206, the method 200 comprises generating a normalized throttle output based on the determined throttle position.
In an embodiment, the method 200 comprises accessing a predetermined throttle mapping profile, mapping the determined accurate throttle position to the predetermined throttle mapping profile and generating a normalized output signal based on the mapping to generate the normalized throttle output.
It would be appreciated that all the explanations and embodiments of the portable device 100 also applies mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A throttle output control system (100), wherein the system (100) comprises:
- at least one sensor (102) to generate at least one throttle position signal; and
- a processing unit (104), configured to:
- receive the at least one throttle position signal from the at least one sensor (102);
- determine an accurate throttle position based on the received at least one throttle position signal; and
- generate a normalized throttle output based on the determined throttle position.
2. The system (100) as claimed in claim 1, wherein the at least one sensor (102) comprises a throttle position sensor configured to detect a physical position of at least one of: an accelerator pedal or an accelerator grip.
3. The system (100) as claimed in claim 1, wherein determining the accurate throttle position comprises calibrating the at least one throttle position signal with:
- a closed throttle position; and
- a maximum open throttle position.
4. The system as claimed in claim 1, wherein the processing unit (104) is configured to:
- access a predetermined throttle mapping profile;
- mapping the determined accurate throttle position to the predetermined throttle mapping profile; and
- generate a normalized output signal based on the mapping to generate the normalized throttle output.
5. The system (100) as claimed in claim 4, wherein the predetermined throttle mapping profile defines a linear relationship between at least one throttle position and an output signal.
6. The system (100) as claimed in claim 1, wherein the system comprises a memory unit (106) coupled to the processing unit (104), wherein the memory unit (106) is configured to store at least one calibration data.
7. The system (100) as claimed in claim 4, wherein the memory unit (106) is configured to store the predetermined throttle mapping profile.
8. The system (100) as claimed in claim 4, wherein the predetermined throttle mapping profile defines a standardized throttle response rate.
9. A method (200) of a throttle output control system (100), wherein the method (200) comprises:
- receiving at least one throttle position signal from at least one sensor (102);
- determining an accurate throttle position based on the received at least one throttle position signal; and
- generating a normalized throttle output based on the determined throttle position.
10. The method (200) as claimed in claimed in claim 9, wherein the method (200) comprises:
- accessing a predetermined throttle mapping profile;
- mapping the determined accurate throttle position to the predetermined throttle mapping profile; and
- generating a normalized output signal based on the mapping to generate the normalized throttle output.