DESC:FIELD
This invention relates to carburettors, more specifically air control means for carburettors.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Carburettors are widely used in internal combustion engines to regulate the air-fuel mixture necessary for combustion. A conventional carburettor includes a fuel chamber in fluid communication with an air passage that is configured to receive air from an air filter. The air passage typically includes a piston that moves linearly within the passage to regulate airflow. The movement of this piston controls the volume of air entering the air passage and further, the fuel is drawn into the air passage due to the negative pressure created by the venturi effect in the air passage. The air-fuel mixture from the carburettor is then conveyed into the engine’s combustion chamber.
Conventionally, the linear displacement of the piston is mechanically controlled through a throttle cable connected to the vehicle’s accelerator. When the accelerator is engaged, the cable pulls the piston in the first direction to increase airflow, facilitating fuel intake and combustion. Conversely, when the accelerator is released, the cable allows the piston to move in a second direction, thereby restricting airflow and reducing fuel intake.
However, after prolonged usage, the throttle cable is prone to stretching, leading to increased play in the acceleration mechanism. This mechanical slack disrupts the precise regulation of the air-fuel mixture by causing unintended airflow variations. As a result, the carburettor may operate in an unstable manner, fluctuating between rich and lean fuel-air mixtures.
In particular, during deceleration, the slack in the cable can prevent the piston from fully returning to its intended position, allowing more air to flow than required. This leads to the creation of excessive negative pressure, which in turn draws an unintended surplus of fuel into the combustion chamber, leading to a rich mixture. This rich mixture results in incomplete combustion, increased carbon deposits, excessive emissions (such as unburned hydrocarbons and carbon monoxide), and overall fuel wastage.
Conversely, in situations where the piston does not advance as needed due to slack in the throttle cable, an excessive amount of air may enter the carburettor relative to the fuel supply, leading to a lean mixture. A lean mixture, where the fuel-to-air ratio is lower than the stoichiometric value, can cause engine knocking, overheating, and power loss as well as startability issues. This condition negatively impacts throttle response, requiring the rider or driver to compensate by over-throttling in an attempt to achieve the desired acceleration.
Additionally, if the cable develops excessive slack, the engine may struggle to maintain idle speed, leading to stalling or erratic idling behaviour. Such inconsistencies not only degrade engine performance but also compromise fuel efficiency and rider control.
Moreover, conventional throttle cable systems require frequent maintenance to address issues such as cable wear, friction, and eventual breakage. The mechanical nature of the system also makes it less responsive and prone to inconsistencies in performance. The inability of the throttle cable to maintain precise control over airflow not only diminishes engine efficiency but also affects drivability. Unpredictable fluctuations between rich and lean mixtures degrade engine performance, contribute to higher emissions, and necessitate frequent maintenance.
There is therefore felt a need for a system that alleviates the aforementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide an air control system for a carburettor.
An object of the present disclosure is to provide a motorized air control system for a carburettor that eliminates the need for a mechanical throttle cable.
Another object of the present disclosure is to provide an air control system for a carburettor that is precise and electronically controls air regulation, thereby maintaining an optimal fuel-to-air ratio.
Another object of the present disclosure is to provide an air control system for a carburettor that dynamically adjusts airflow through the air passage of the carburettor.
Yet another object of the present disclosure is to an air control system for a carburettor that prevents excessive negative pressure and unintended fuel draw.
Still another object of the present disclosure is to provide an air control system for a carburettor that mitigates fluctuations between rich and lean fuel mixtures to prevent incomplete combustion, engine knocking, power loss, and emissions.
Yet another object of the present disclosure is to provide an air control system for a carburettor that increases engine performance and throttle response.
Still another object of the present disclosure is to provide an air control system for a carburettor that reduces mechanical wear and minimizes maintenance requirements associated with throttle cable systems.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.

SUMMARY
The present disclosure envisages an air control system for a carburettor of an internal combustion engine. The system comprises a first Sensor, an electronic control unit (ECU), and a throttle control assembly. The first Sensor is configured to be operatively coupled to an accelerator The first Sensor is further configured to detect a displacement of the accelerator in real-time and generate a corresponding electrical signal indicative of throttle demand. The ECU is configured to be in communication with the first Sensor. The ECU is further configured to process the received electrical signal to generate at least one actuating signal corresponding to the requirement of airflow adjustment based on engine operating conditions. The throttle control assembly is configured to be coupled to an air intake passage of the carburettor. The throttle control assembly comprises a piston and an actuator. The piston is configured to be movably disposed within the air intake passage. The piston is configured to regulate airflow through the air intake passage based on positional adjustments. The actuator is operatively coupled to the piston and controlled by the ECU. The actuator is further configured to adjust the position of the piston in real-time based on the actuating signal received from the ECU. The electronic control unit is configured to dynamically adjust the position of the piston within the air intake passage based on the received actuating signal, wherein the regulation of the position of the piston enables dynamic modulation of airflow entering the carburettor in response to the displacement of the accelerator in an operative configuration of the system.
In an embodiment, the first Sensor is operatively coupled to the accelerator, grip of a vehicle. The first Sensor is selected from a group consisting of a Hall effect Sensor, a linear potentiometer, an optical displacement Sensor, a linear displacement Sensor, an optical encoder, a resistive position Sensor, a rotary encoder, a strain gauge Sensor, a force-sensitive resistor Sensor and any combination thereof.
In an embodiment, the first Sensor is configured to detect an accelerating motion and a decelerating motion of the accelerator and is further configured to generate a first set of sensed signals and a second set of sensed signals, respectively.
In an embodiment, the ECU is configured to receive the first set of sensed signals and the second set of sensed signals to determine a required displacement of the piston within the air passage of the carburettor.
In an embodiment, the ECU is further configured to process the received signals to generate a first set of actuating signals based on the first set of signals to regulate air intake during acceleration and to generate a second set of actuating signals based on the second set of signals to regulate air intake during deceleration.
In an embodiment, the actuator is selected from a group consisting of an electric linear actuator, a servo motor, a stepper motor, a solenoid actuator, a pneumatic actuator, a hydraulic actuator and any combination thereof. The actuator is configured to linearly displace the piston in a first direction upon receiving the first actuating signals to dynamically increase the air supply to the air passage. Further, the actuator is linearly displacing the piston in a second direction upon receiving the second actuating signals to dynamically decrease air supply to the air passage.
In an embodiment, the system includes a second Sensor. The second Sensor is configured to be operatively coupled to the throttle control assembly. The second Sensor is configured to detect the instantaneous position of the piston within the air intake passage and generate a corresponding position feedback signal indicative of the detected position.
In an embodiment, the ECU is configured to receive the position feedback signal from the second Sensor, determine a corresponding airflow based on the detected position of the piston, and compare the detected position of the piston with a target position of the piston, wherein the target position of the piston is dynamically computed based on the displacement of the accelerator and predefined engine operating parameters.
In an embodiment, the ECU is configured to generate a corrective actuation signal upon detecting a deviation between the detected position of the piston and the computed target position of the piston. The ECU is further configured to transmit the corrective actuation signal to the actuator to dynamically adjust the position of the piston to align with the target position of the piston, for ensuring real-time airflow regulation based on throttle demand and engine operating conditions.
In an embodiment, the second Sensor is selected from a group consisting of a Hall effect Sensor, a linear potentiometer, an optical displacement Sensor, a linear displacement Sensor, an optical encoder, a resistive position Sensor and a combination thereof.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
An air control system for a carburettor of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates an isometric view of a carburettor with an air control system in accordance with the present disclosure;
Figure 2A illustrates a top view of a carburettor with an air control system of Figure 1;
Figure 2B illustrates a sectional view of a carburettor with an air control system along the A-A of Figure 2A;
Figure 3 illustrates a block diagram of the air control system with the first Sensor in accordance with the present disclosure;
Figure 4 illustrates a block diagram of the air control system with the first Sensor and second Sensor in accordance with an embodiment of the present disclosure;
Figure 5 illustrates a front view of a carburettor with an air control system of Figure 1; and
Figure 6 illustrates a left-side view of a carburettor with an air control system of Figure 1.
LIST OF REFERENCE NUMERALS
100 – Air control system
102 – First Sensor
104 – Piston
105 – Carburettor body
106 – Second Sensor
107 – Air intake passage
108 – Electronic Control Unit (ECU)
109 – Hollow chamber
110 – Actuator
111 – Inlet (Air intake)
112 – Accelerator
113 – Outlet (Air-fuel mixture discharge)
117 – Float chamber
119 – Main fuel jet
122 – pilot jets
124 – Float mechanism
130 – Throttle control assembly

DETAILED DESCRIPTION
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including”, “includes” and “having” are open-ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
Conventional carburettor-based throttle systems rely on a mechanically operated throttle cable to regulate airflow into the combustion chamber. However, over prolonged usage, throttle cables are prone to stretching, developing slack, or even breaking, leading to unintended fluctuations in the air-fuel mixture. This results in unstable combustion conditions, inefficient fuel consumption, increased emissions, and poor throttle response. Additionally, a sticking or broken cable may prevent the throttle from returning to the idle position, causing the engine to operate at higher RPMs than intended. Conversely, excessive slack in the cable may lead to erratic idling or even engine stalling.
To address the shortcomings of the conventional air control system of the carburettor, the present disclosure introduces an air control system (100) that dynamically regulates airflow in real-time based on throttle demand and engine conditions. The system (100) eliminates mechanical cable dependency and replaces the throttle cable with an electronically controlled actuator driven mechanism for precise airflow control.
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
The air control system (100) for a carburettor of an internal combustion engine, of the present disclosure, will now be described in detail with reference to Figure 1 through Figure 6.
Referring to Figure 1, a carburettor includes a carburettor body (105) configured to house all essential components, including a throttle control assembly (130) including a piston (104) and an actuator (110), an air passage (107), fuel passages, and a float chamber (117). The body (105) further includes a hollow chamber or a bore (109).
In an embodiment, the chamber or the bore (109) extending perpendicularly from the passage (107) to accommodate the throttle control assembly (130) to dynamically regulate the flow of air through the air intake passage (107).
The passage (107) is configured to extend from an inlet (111) to an outlet (113). The inlet (111) is located at one end of the body (105) and is configured to receive air there through. The outlet (113) is located at the other end of the body (105) and is configured to discharge an air-fuel mixture to the engine’s combustion chamber. The air intake passage (107) is further configured to receive air from an air filter (not shown) and regulate its flow into the engine.
The chamber (109) is configured to slidably receive the piston (104) therein. The piston (104) is configured to be movably disposed within the passage (107) to regulate airflow based on the rider’s or driver’s throttle input, allowing increasing or decreasing the air intake into the carburettor. The actuator (110) is configured to be mounted on the chamber (109) such that one end of the actuator (110) is configured to be operatively coupled to the piston (104).
The carburettor further includes the float chamber (117), which serves as a fuel reservoir to maintains a consistent fuel level. The float chamber (117) comprises a fuel inlet valve (not numbered) that regulates the inflow of fuel from a fuel tank (not shown) and a float mechanism (124) that ensures proper fuel levels. A main fuel jet (119) is positioned within the float chamber (117) to supply fuel to the air intake passage (107) during high-speed and heavy throttle conditions. The carburettor also includes idle and pilot jets (122) for supplying fuel during low-speed and idle conditions.
The air control system (100) for the carburettor comprises a first Sensor (102), an electronic control unit (ECU) (108), and a throttle control assembly.
The first Sensor is configured to be operatively coupled to an accelerator (112) as shown in Figure 3 and Figure 4. In an embodiment, the first Sensor (102) is operatively coupled to the accelerator (112), throttle grip, or vehicle wheel. In another embodiment, the first Sensor (102) is selected from a group consisting of a Hall effect Sensor, a linear potentiometer, an optical displacement Sensor, a linear displacement Sensor, an optical encoder, a resistive position Sensor, a rotary encoder, a strain gauge Sensor, a force-sensitive resistor (FSR) Sensor and combination thereof.
The first Sensor (102) is configured to detect the displacement of the accelerator (112) in real-time and generate a corresponding electrical signal indicative of throttle demand. More specifically, the first Sensor (102) is configured to detect both an accelerating motion and a decelerating motion of the accelerator (112) and, in response, generate a first set of sensed signals corresponding to the accelerating motion and a second set of sensed signals corresponding to the decelerating motion. The first set and the second set of sensed signals are then transmitted to the electronic control unit (ECU) (108), which processes the received signal and determines the required airflow adjustment based on predefined engine operating parameters.
The electronic control unit (ECU) (108) is configured to be in communication with the first Sensor (102) for receiving electrical sensed signals indicative of throttle demand. The ECU (108) is further configured to process the received electrical sensed signals to generate at least one actuating signal corresponding to the requirement for airflow adjustment based on various engine operating conditions.
To achieve precise control, the system (100) features the throttle control assembly that is fluidly coupled to the air intake passage (107) of the carburettor. The throttle control assembly (130) comprises the piston (104) and the actuator (110).
The piston (104) is configured to be movably disposed within the air intake passage (107) and is responsible for regulating airflow as shown in Figure 2B. Unlike conventional systems where the piston (104) is mechanically linked to a throttle cable, in the system (100), the movement of the piston (104) is electronically controlled. The movement of the piston (104) is controlled by the actuator (110) and the ECU (108). The actuator (110) is configured to be operatively coupled to the piston (104) and further adjust the position of the piston (104) in real-time based on the actuating signal received from the ECU (108).
In an embodiment, the actuator (110) is selected from a group consisting of an electric linear actuator motor, a servo motor, a stepper motor, a motor, a solenoid actuator, a pneumatic actuator, or a hydraulic actuator motor and a combination thereof.
In a preferred embodiment, the actuator (110) is typically a motor, which controls the displacement of the piston (104) with the help of ECU (108). The motor is operatively coupled to the piston in the carburettor’s air intake passage (107), and accordingly adjusts the airflow through the air passage (107).
The ECU (108) is configured to continuously adjusts the position of the piston (104) within the air intake passage (107) in response to the received actuating signal. This regulation of the position of the piston (104) enables dynamic modulation of airflow entering the carburettor, effectively responding to the displacement of the accelerator (112) in an operative configuration of the system (100).
Specifically, the ECU (108) receives the first set of sensed signals corresponding to the accelerating motion of the accelerator (112) and the second set of sensed signals corresponding to the decelerating motion of the accelerator (112). Upon receiving sensed signals from the first Sensor (102), the ECU (108) processes the first set of sensed signals to generate a set of first actuating signals, which are used to regulate air intake during acceleration. Accordingly, the actuator (110) linearly displaces the piston (104) in the first direction upon receiving the first actuating signals to dynamically increase the air supply to the passage (107).
Conversely, the ECU (108) processes the second set of sensed signals to generate a second set of actuating signals, which regulate air intake during deceleration. Accordingly, the actuator (110) linearly displaces the piston (104) in a second direction upon receiving the second actuating signals to dynamically decrease air supply to the passage (107).
The ECU (108) dynamically adjusts the position of the piston (104) within an air intake passage (107) based on the generated actuating signals. By continuously modulating the position of the piston (104), the ECU (108) enables real-time control of airflow entering the carburettor in response to the displacement of the accelerator (112). This continuous regulation of the piston (104) within the air intake passage (107) ensures that the airflow is dynamically adjusted according to the throttle demand, optimizing engine performance and efficiency. Through its ability to precisely modulate airflow based on both acceleration and deceleration conditions, the ECU (108) contributes to improved fuel efficiency, reduced emissions, and enhanced overall engine responsiveness.
The present disclosure envisages the air control system (100) in accordance with another embodiment of the present disclosure as shown in Figure 4. In addition to the first Sensor (102), the air control system (100) further includes a second Sensor (106), which is operatively coupled to the piston (104) and configured to detect its instantaneous position within the air intake passage (107). The second Sensor (106) is configured to generate a corresponding position feedback signal indicative of the detected position of the piston.
The ECU (108) is configured to receive the position feedback signal from the second Sensor (106) and determine the corresponding airflow based on the detected position of the piston (104). To maintain optimal control, the ECU (108) continuously compares the detected position of the piston (104) with a dynamically computed target position. This target position is determined based on the displacement of the accelerator (112) and predefined engine operating parameters. By comparing the actual position of the piston (104) against the target position, the ECU (108) ensures that the airflow entering the carburettor is modulated precisely according to the engine's real-time needs, improving combustion efficiency and throttle response.
In instances where the detected position of the piston (104) deviates from the computed target position, the ECU (108) generates a corrective actuation signal. This corrective signal is transmitted to the actuator (110), which dynamically adjusts the position of the piston (104) to bring it in alignment with the target position. By continuously monitoring and adjusting the piston's position, the air control system (100) facilitates real-time airflow regulation based on throttle demand and engine operating conditions.
The working principle of the air control system for the carburettor is explained below:
The operation begins with the first Sensor (102), which is operatively coupled to the accelerator (112). The first Sensor (102) detects real-time displacement of the accelerator and generates an electrical signal proportional to the degree of throttle input. This electrical signal is then transmitted to the electronic control unit (ECU) (108) for further processing.
The ECU (108) serves as the central processing unit of the system, receiving and analysing the signal from the first Sensor (102). Based on the detected throttle position, the ECU determines the required airflow adjustment and generates an actuating signal. This actuating signal is then sent to the actuator(110), which is operatively coupled to the piston (104) positioned within the air intake passage (107) of the carburettor.
When the accelerator (112) is pressed, indicating an increase in throttle demand, the first Sensor (102) generates a first set of sensed signals corresponding to the acceleration motion. The ECU (108) processes these signals and generates a first actuating signal, instructing the actuator (110) to move the piston (104) in the first direction. This movement increases the air supply to the air intake passage (107), ensuring an optimal air-fuel mixture for efficient combustion and smooth acceleration.
Conversely, when the accelerator (112) is released or moved in the opposite direction, indicating deceleration, the first Sensor (102) generates a second set of sensed signals. The ECU (108) processes these signals and generates a second actuating signal, which commands the actuator (110) to move the piston (104) in a second direction. This movement decreases the air supply to the carburettor, thereby preventing excess air intake and optimizing fuel efficiency during deceleration.
Further, the system (100) includes the second Sensor (106) in addition to the first Sensor (102), which is operatively coupled to the piston (104). The second Sensor (106) continuously detects the instantaneous position of the piston (104) within the passage (107) and generates a corresponding position feedback signal. This position feedback signal is sent to the ECU (108), which compares the detected piston position with a dynamically computed target position. The target position is calculated based on the displacement of the accelerator and predefined engine operating parameters.
If the ECU (108) detects a deviation between the actual piston position and the computed target position, it generates a corrective actuation signal. This corrective signal is sent to the actuator (110) to adjust the position of the piston (104) in real-time, ensuring that the airflow remains precisely regulated. This continuous feedback and correction mechanism allows the system to dynamically adapt to throttle inputs and engine conditions, providing a real-time, closed-loop control system for optimal engine performance.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described here in above has several technical advantages including, but not limited to, the realization of an air control system for a carburettor which:
• eliminates mechanical throttle cables, thereby preventing issues related to cable stretching, wear, and increased play;
• enhances fuel efficiency by mitigating fuel wastage and reducing unburned hydrocarbon emissions;
• prevents excessive negative pressure in the carburettor, thereby avoiding unintentional fuel draw and ensuring efficient combustion;
• enhances fuel efficiency by mitigating fuel wastage and reducing unburned hydrocarbon emissions;
• electronically controls air regulation and dynamically adjusts airflow into the air passage of the carburettor, thereby maintaining an optimal fuel-to-air ratio;
• improves throttle response and acceleration consistency, reducing the need for over-throttling and enhancing rider experience; and
• minimizes maintenance requirements by eliminating cable-related issues, thus reducing long-term wear and tear on engine components.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Any discussion of materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. An air control system (100) for a carburettor of an internal combustion engine, said system (100) comprising:
o a first Sensor (102), configured to be operatively coupled to an accelerator (112), said first Sensor (102) further configured to detect a displacement of the accelerator (112) in real-time and generate a corresponding electrical signal indicative of throttle demand;
o an electronic control unit (ECU) (108), configured to be in communication with said first Sensor (102), said ECU (108) configured to process said received electrical signal to generate at least one actuating signal corresponding to the requirement of airflow adjustment based on engine operating conditions;
o a throttle control assembly (130), configured to be fluidly coupled to an air intake passage (107) of said carburettor, said throttle control assembly (130) comprising:
• a piston (104), configured to be movably disposed within the air intake passage (107), said piston (104) configured to regulate airflow through the air intake passage (107) based on positional adjustments;
• an actuator (110), operatively coupled to said piston (104) and controlled by said ECU (108), said actuator (110) configured to adjust the position of said piston (104) in real-time based on said actuating signal received from said ECU (108); and
wherein said electronic control unit (ECU) (108) is configured to dynamically adjust the position of said piston (104) within the air intake passage (107) based on said received actuating signal, wherein the regulation of the position of said piston (104) enables dynamic modulation of airflow entering the carburettor in response to the displacement of the accelerator (112) in an operative configuration of said system (100).
2. The air control system (100) as claimed in claim 1, wherein said first Sensor (102) is operatively coupled to the accelerator (112), throttle grip, or vehicle wheel and is selected from a group consisting of a Hall effect Sensor, a linear potentiometer, an optical displacement Sensor, a linear displacement Sensor, an optical encoder, a resistive position Sensor, a rotary encoder, a strain gauge Sensor, a force-sensitive resistor (FSR) Sensor and any combination thereof.
3. The air control system (100) as claimed in claim 1, wherein said first Sensor (102) is configured to detect an accelerating motion and a decelerating motion of the accelerator (112) and is further configured to generate a first set of sensed signals and a second set of sensed signals, respectively.
4. The air control system (100) as claimed in claim 3, wherein said ECU (108) is configured to receive said first set of sensed signals and said second set of sensed signals to determine a required displacement of said piston (104) within the passage (107) of said carburettor.
5. The air control system (100) as claimed in claim 4, wherein said ECU (108) is further configured to process said received signals to generate a first set of actuating signals based on said first set of signals to regulate air intake during acceleration and to generate a second set of actuating signals based on said second set of signals to regulate air intake during deceleration.
6. The air control system (100) as claimed in claim 5, wherein said actuator (110) is selected from a group consisting of an electric linear actuator, a servo motor, a stepper motor, a solenoid actuator, a pneumatic actuator, a hydraulic actuator and any combination thereof, said actuator (110) is configured to:
o linearly displace said piston (104) in a first direction upon receiving said first actuating signals to dynamically increase the air supply to the passage (107); and
o linearly displace said piston (104) in a second direction upon receiving said second actuating signals to dynamically decrease air supply to the passage (107).
7. The air control system (100) as claimed in claim 1, includes a second Sensor, (106) configured to be operatively coupled to said throttle control assembly, wherein said second Sensor (106) is configured to detect the instantaneous position of said piston (104) within the air intake passage (107) and generate a corresponding position feedback signal indicative of the detected position.
8. The air control system (100) as claimed in claim 7, wherein said ECU (108) is configured to:
o receive said position feedback signal from said second Sensor (106);
o determine a corresponding airflow based on the detected position of said piston (104); and
o compare the detected position of said piston (104) with a target position of said piston (104), wherein the target position of said piston (104) is dynamically computed based on the displacement of the accelerator (112) and predefined engine operating parameters.
9. The air control system (100) as claimed in claim 8, wherein said ECU (108) is configured to generate a corrective actuation signal upon detecting a deviation between the detected position of said piston (104) and the computed target position of said piston (104), and is further configured to transmit the corrective actuation signal to said actuator (110) to dynamically adjust the position of said piston (104) to align with the target position of said piston (104), for ensuring real-time airflow regulation based on throttle demand and engine operating conditions.
10. The air control system (100) as claimed in claim 7, wherein said second Sensor (106) is selected from a group consisting of a Hall effect Sensor, a linear potentiometer, an optical displacement Sensor, a linear displacement Sensor, an optical encoder, a resistive position Sensor and any combination thereof.

Dated this 02nd Day of April 2025

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
OF R. K. DEWAN & CO.
AUTHORIZED AGENT OF APPLICANT

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT MUMBAI