Description:FIELD OF THE INVENTION

[0001] The present disclosure relates to vehicles, and more particularly, to a system and a method for generating dynamic feedback in a throttle handle of a vehicle.
BACKGROUND

[0002] A two-wheeled vehicle (referred to as ‘vehicle’) includes a frame, a handlebar, a pair of wheels, and a parking stand such as a side stand, mounted on the frame. The handlebar provides a rider with a comfortable and adjustable grip to steer the vehicle. Particularly, the handlebar includes a throttle handle to assist the rider in propelling the vehicle. The throttle handle provides a throttle to propel the vehicle when the rider rotates the grip of the throttle handle in a predefined direction.
[0003] The throttle handle includes a mechanical spring. The mechanical spring is adapted to ensure that the throttle handle moves to its original position when the rider releases the throttle handle. Further, the mechanical spring provides mechanical feedback that is experienced by the rider while riding the vehicle. In particular, when the throttle handle is rotated by the rider, the mechanical spring comes under stress to provide the mechanical feedback to the rider.
[0004] However, the present configuration has the limitation, that the mechanical feedback as received by the rider is static feedback which depends on the material property of the mechanical spring. Further, the mechanical feedback may also be generated depending on the material property of the mechanical spring and the angle of rotation of the throttle handle. However, the generated mechanical feedback fails to convey different parameters of the vehicle to the rider, where the parameters may be important for the rider while riding the vehicle. Thus, based on the mechanical feedback as received, the riders are unable to know the different parameters associated with the vehicle, while riding the vehicle. Therefore, the rider has to depend on a display unit of the vehicle or has to operate the display unit to know the different parameters associated with the vehicle while riding the vehicle. This configuration poses a safety risk to the rider as the rider has to continually and consciously check the display unit of the vehicle while riding the vehicle. Further, this configuration also compromises the riding experience of the rider.
[0005] Therefore, in view of the above-mentioned problems, it is desirable to provide a system and a method that can eliminate one or more of the above-mentioned problems associated with the existing configuration of the throttle handle to provide feedback to the rider.
SUMMARY

[0006] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.
[0007] The present disclosure provides a system for generating dynamic feedback in a throttle handle of a vehicle. The system includes a dynamic feedback generator, and at least one processing unit. The dynamic feedback generator is disposed in the throttle handle and configured to generate the dynamic feedback in the throttle handle. The dynamic feedback includes at least a haptic feedback and a resistive feedback. The at least one processing unit is in communication with the dynamic feedback generator and a sensing unit of the vehicle. The at least one processing unit is configured to receive, from the sensing unit, at least one of an operational parameter of the vehicle and an input indicative of an amount of rotation associated with the throttle handle. The at least one processing unit is configured to determine operational values associated with the dynamic feedback to be generated in the throttle handle, based on at least one of the operational parameter and the input indicative of the amount of rotation associated with the throttle handle. The at least one processing unit is configured to operate the dynamic feedback generator, based on the determined operational values.
[0008] Further, a method for generating dynamic feedback in a throttle handle of a vehicle is disclosed. The method includes receiving, by at least one processing unit, from a sensing unit, at least one of an operational parameter of the vehicle, and an input indicative of an amount of rotation associated with the throttle handle. The method includes determining, by the at least one processing unit, operational values associated with the dynamic feedback, generated by a dynamic generator, to be generated in the throttle handle based on at least one of the operational parameter and the input indicative of the amount of rotation associated with the throttle handle. Further, the dynamic feedback comprises at least a haptic feedback and a resistive feedback. The method includes operating, by the at least one processing unit, the dynamic feedback generator to generate the dynamic feedback in the throttle handle based on the determined operational values.
[0009] 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

[0010] 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:
[0011] Figure 1A illustrates a side schematic view of a vehicle having a system, according to an embodiment of the present disclosure;
[0012] Figure 1B illustrates a partial planar view of a throttle handle having the system, according to an embodiment of the present disclosure;
[0013] Figure 2 illustrates a block diagram of the vehicle having the system for generating dynamic feedback in the throttle handle of the vehicle, according to an embodiment of the present disclosure;
[0014] Figure 3 illustrates the block diagram of the vehicle having the system including at least one processing unit, according to an embodiment of the present disclosure;
[0015] Figure 4 illustrates a flow chart depicting a method for generating the dynamic feedback in the throttle handle of the vehicle, according to an embodiment of the present disclosure;
[0016] Figure 5A illustrates a block diagram depicting an exemplary implementation of the system, according to an embodiment of the present disclosure;
[0017] Figure 5B(i-iv) illustrates graphical representations of an exemplary use case depicting a relationship between the dynamic feedback and an amount of rotation of the throttle handle, according to an embodiment of the present disclosure.
[0018] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.
DETAILED DESCRIPTION OF FIGURES

[0019] 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.
[0020] 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.
[0021] 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.”
[0022] 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.
[0023] 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.
[0024] 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.
[0025] 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.
[0026] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[0027] Figure 1A illustrates a side schematic view of a vehicle 100 having a system 104, according to an embodiment of the present disclosure. Figure 1B illustrates a partial planar view of a throttle handle 140 having a dynamic feedback generator 130 of the system 104, according to an embodiment of the present disclosure. The vehicle 100 may include, but is not limited to, a handlebar, the system 104, a battery 118, a motor 120, a dashboard 122, a transmission system 124, a charging infrastructure 126, and an on-board charger 128.
[0028] In an embodiment, the vehicle 100 may be, but not limited to, a two-wheeler vehicle such as scooters, mopeds, and/or motorcycles, that primarily works on the principle of driving an electric motor 120 using the power from the battery 118 provided in the vehicle 100. In another embodiment, the vehicle 100 may primarily work on the principle of driving the vehicle 100 with a power unit, for example, an engine, without departing from the scope of the present disclosure. In yet another embodiment, the vehicle 100 may primarily work on the principle of driving the vehicle 100 with the engine and the electric motor 120, without departing from the scope of the present disclosure.
[0029] The vehicle 100 may be supported with software modules comprising intelligent features including but not limited to a navigation assistance, a hill assistance, a cloud connectivity, one or more Over-The-Air (OTA) updates, adaptive display techniques, and so on.
[0030] The firmware of the vehicle 100 may also comprise Artificial Intelligence (AI) & Machine Learning (ML) driven modules which enable the prediction of a plurality of parameters such as and not limited to driver/rider behavior, road condition, charging infrastructures/charging grids in the vicinity, and so on. The data pertaining to the intelligent features may be displayed through a display unit present in the dashboard 122 of the vehicle 100. In one embodiment, the display unit may contain a Liquid Crystal Display (LCD) screen of a predefined dimension. In another embodiment, the display unit may contain a Light-Emitting Diode (LED) screen of a predefined dimension. The display unit may be a water-resistant display supporting one or more Rider-Interface (UI) designs. The vehicle 100 may support multiple frequency bands such as 2G, 3G, 4G, 5G, and so on. Additionally, the electric vehicle may also be equipped with wireless infrastructure such as, and not limited to Bluetooth, Wi-Fi, and so on to facilitate wireless communication with other EVs or the cloud.
[0031] Further, in construction, the vehicle 100 typically comprises hardware components such as the battery 118 or a battery module enclosed within a battery casing to form a battery pack and includes a Battery Management System (BMS), the on-board charger 128, a Motor Controller Unit (MCU), the electric motor 120, and the transmission system 124. The primary function of the above-mentioned elements may be detailed in the subsequent paragraphs: The battery 118 of the vehicle 100 (also known as Electric Vehicle Battery (EVB) or traction battery) is rechargeable in nature and is the primary source of energy required for the operation of the vehicle 100. The battery 118 is typically charged using the electric current taken from the grid through the charging infrastructure 126. The battery 118 may be charged using an Alternating Current (AC) or a Direct Current (DC). In the case of the AC input, the on-board charger 128 converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in the case of the DC charging, the on-board charger 128 is bypassed, and the current is transmitted directly to the battery 118 via the BMS. In an embodiment, the on-board charger 128 may be interchangeably referred to as a battery charger, without departing from the scope of the present disclosure.
[0032] The battery 118 is made up of a plurality of cells which may be grouped into a plurality of modules such that the temperature difference between the cells does not exceed 5 degrees Celsius. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current, and so on, and communicates these parameters to the processing unit and the Motor Controller Unit (MCU) in the vehicle 100 using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the vehicle 100 without the requirement of a host computer.
[0033] In an embodiment, the vehicle 100 may be adapted to be steered by the handlebar after receiving power from at least one of the battery 118 or the engine. Further, the handlebar may also be adapted to maintain the balance of the vehicle 100, thus providing riding comfort to the rider.
[0034] Figure 2 illustrates a block diagram of the vehicle 100 having the system 104 for generating the dynamic feedback in the throttle handle 140 of the vehicle 100, according to an embodiment of the present disclosure.
[0035] In an embodiment, the vehicle 100 may include the system 104. The system 104 may be deployed in the throttle handle 140 of the handlebar, without departing from the scope of the present disclosure. In another embodiment, the system 104 may be deployed in the vehicle 100, without departing from the scope of the present disclosure.
[0036] In an embodiment, the system 104 may include, but is not limited to, the dynamic feedback generator 130 and the at least one processing unit 208, without departing from the scope of the present disclosure. In an embodiment, the at least one processing unit 208 may be referred as a processing unit, without departing from the scope of the present disclosure. The processing unit 208 may be communicatively coupled to a sensing unit 204 of the vehicle 100. In an embodiment, the sensing unit 204 may be adapted to receive a signal corresponding to an operational parameter 206 of the vehicle 100. Further, the sensing unit 204 may be adapted to receive a signal corresponding to a rotation of the throttle handle 140, without departing from the scope of the present disclosure. In an embodiment, the throttle handle 140 may be configured to be rotated in A-A’ axis and provide the signal to the sensing unit 204.
[0037] In an embodiment, the sensing unit 204 may be configured to transfer the signals to the processing unit 208.
[0038] In an embodiment, the processing unit 208 may be communicatively coupled to the dynamic feedback generator 130. The processing unit 208 may be configured to operate the dynamic feedback generator 130 based on the received signals to generate dynamic feedback in the throttle handle 140.
[0039] In an embodiment, the dynamic feedback generator 130 may be disposed in the throttle handle 140, without departing from the scope of the present disclosure. In an embodiment, the dynamic feedback generator 130 may be a motor, without departing from the scope of the present disclosure. In an embodiment, the motor may be embodied as a BLDC motor, without departing from the scope of the present disclosure. The dynamic feedback generator 130 may include a magnetic encoder 132, a motor shaft 134, a magnet 136, and a rotor 138. Further, the magnetic encoder 132, the motor shaft 134, the magnet 136, and the rotor 138 (as shown in Figure 1B) may be adapted to operate the dynamic feedback generator 130 in the system 104 to generate the dynamic feedback.
[0040] In subsequent paragraphs, the operational aspects of the system 104 to generate the dynamic feedback in the throttle handle 140 of the vehicle 100 through the dynamic feedback generator 130 are explained with reference to Figure 3 in conjunction with Figure 2.
[0041] Figure 3 illustrates a block diagram of the vehicle 100 having the system 104 including the processing unit 208, according to an embodiment of the present disclosure.
[0042] In an embodiment, the processing unit 208 may be configured to receive at least one of the operational parameter 206 and an input indicative of an amount of rotation associated with the throttle handle 140 from the sensing unit 204.
[0043] In an embodiment, the sensing unit 204 may include several types of sensors, for example, hall effect sensor. In an embodiment, the hall effect sensor may be adapted to sense the amount of rotation associated with the throttle handle 140 and generate the input indicative of the amount of rotation associated with the throttle handle 140. In an embodiment, the hall effect sensor may generate the input indicative of different positions of the throttle handle 140 based on the amount of rotation associated with the throttle handle 140, without departing from the scope of the present disclosure. Further, the sensing unit 204 may be adapted to sense the operational parameter 206 of the vehicle 100. In an embodiment, the operational parameter 206 may be provided by at least one of a wired network or a wireless network in the vehicle 100. In one example, the operational parameter 206 may be provided by a CAN bus in the vehicle 100 which may be further sensed by the sensing unit 204.
[0044] Further, the processing unit 208, after receiving at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140, determines the dynamic feedback in the throttle handle 140.
[0045] In an embodiment, the processing unit 208 may include, but is not limited, memory unit(s) 302, module(s) 304, and a database 322.
[0046] The key elements of the processing unit 208 typically include communication protocols including, but not limited to, a CAN protocol, Serial Communication Interface (SCI) protocol and so on. The sequence of programmed instructions and data associated therewith may be stored in a non-transitory computer-readable medium such as the memory unit(s) 302 or a storage device which may be any suitable memory apparatus such as, but not limited to, read-only memory (ROM), programmable read-only memory (PROM), electrically erasable programmable read-only memory (EEPROM), random-access memory (RAM), flash memory, disk drive, and the like. In one or more embodiments of the disclosed subject matter, non-transitory computer-readable storage media may be embodied with a sequence of programmed instructions for monitoring and controlling the operation of different components of the vehicle 100.
[0047] The processing unit 208 may include any computing system which includes, but is not limited to, a Central Processing Unit (CPU), an Application Processor (AP), a Graphics Processing Unit (GPU), a Visual Processing Unit (VPU), and/or an AI-dedicated processor such as a Neural Processing Unit (NPU). In an embodiment, the processing unit 208 may be a single processing unit or several units, all of which could include multiple computing units. The processing unit 208 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions.
[0048] Among other capabilities, the processing unit 208 may be configured to fetch and execute computer-readable instructions and data stored in the memory 302. The instructions may be compiled from source code instructions provided in accordance with a programming language such as Java, C++, C#.net, or the like. The instructions may also comprise code and data objects provided in accordance with, for example, the Visual Basic™ language, LabVIEW, or another structured or object-oriented programming language. The one or a plurality of processors control the processing of the input data in accordance with a predefined operating rule or artificial intelligence (AI) model stored in the non-volatile memory and the volatile memory. The predefined operating rule or artificial intelligence model is provided through training or learning algorithms which include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.
[0049] Furthermore, the modules 304, processes, systems, and devices may be implemented as a single processor or as a distributed processor. Also, the processes, the modules 304, and sub-modules described in the various figures of and for embodiments herein may be distributed across multiple computers or systems or may be co-located in a single processor or system. Further, the modules 304 may be implemented in hardware, instructions executed by the processing unit 208, or by a combination thereof. The processing unit 208 may comprise a computer, a processor, such as the processor, a state machine, a logic array, or any other suitable devices capable of processing instructions.
[0050] The processing unit 208 may be a general-purpose processor which executes instructions to cause the general-purpose processor to perform the required tasks or, the processing unit 208 may be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules 304 may be machine-readable instructions (software) which, when executed by the processor/processing unit 208, perform any of the described functionalities. The database 322 serves, amongst other things, as a repository for storing data processed, received, and generated by the modules 304.
[0051] Exemplary structural embodiment alternatives suitable for implementing the modules 304, sections, systems, means, or processes described herein are provided below. In an implementation, the module(s) 304 may include a receiving module 306, a determining module 308, a comparing module 310, a monitoring module 312, an identifying module 314, a retrieving module 316, an operating module 318, and a controlling module 320. The receiving module 306, the determining module 308, the comparing module 310, the monitoring module 312, the identifying module 314, the retrieving module 316, the operating module 318, and the controlling module 320 may be in communication with each other.
[0052] In the present disclosure, the receiving module 306, the determining module 308, the comparing module 310, the monitoring module 312, the identifying module 314, the retrieving module 316, the operating module 318, and the controlling module 320 in combination are configured as the processing unit 208 to perform one or more operations disclosed herein in conjunction with Figure 2 to 3 which are explained in subsequent paragraphs.
[0053] In an embodiment, the receiving module 306 may be configured to receive at least one of the operational parameter 206 of the vehicle 100 and the input indicative of the amount of rotation associated with the throttle handle 140, from the sensing unit 204. In an embodiment, the amount of rotation may be defined as an angle of rotation of the throttle handle 140 rotated by the rider while riding the vehicle 100 to control the acceleration/speed of the vehicle 100, without departing from the scope of the present disclosure.
[0054] In an embodiment, the operational parameter 206 may include at least one of a type of the vehicle 100, a plurality of ride modes of the vehicle 100, a state of the vehicle 100, a speed of the vehicle 100, a type of the battery 118, a target State of Charge (SoC) of the battery 118, a current SoC of the battery 118, an initial SoC of the battery 118, feedback from a vehicle control unit, input from at least one of a plurality of vehicle sensors, input from at least one of a connected device to the vehicle 100, and at least one electrical parameter associated with the dynamic feedback generator 130, without departing from the scope of the present disclosure.
[0055] In an embodiment, the determining module 308 may be configured to determine operational values associated with the dynamic feedback to be generated in the throttle handle 140. The determination of the operational values may be based on at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140.
[0056] In an embodiment, after determining the operational values, the operating module 318 may be configured to operate the dynamic feedback generator 130, based on the determined operational values. In an embodiment, the dynamic feedback generator 130 may include a motor driver (not shown) which receives communication from the operating module 318 and operates the dynamic feedback generator 130 accordingly, without departing from the scope of the present disclosure. In an embodiment, the dynamic feedback may be generated based on the input indicative of the amount of rotation of the throttle handle 140, in real-time, without departing from the scope of the present disclosure. In another embodiment, the dynamic feedback may be generated based on a comparison of the input indicative of the amount of rotation of the throttle handle 140 with an input indicative of a threshold/target amount of rotation of the throttle handle 140,in real-time, without departing from the scope of the present disclosure In yet another embodiment, the dynamic feedback may be generated based on a comparison of the input indicative of the amount of rotation of the throttle handle 140 with the input indicative of the threshold/target amount of rotation of the throttle handle 140 as pre-stored in the memory 302 of the processing unit 208, without departing from the scope of the present disclosure.
[0057] In an embodiment, the controlling module 320 may be configured to control the at least one electrical parameter associated with the dynamic feedback generator 130 based on the determined operational values. In an embodiment, the at least one electrical parameter may be current drawn by the dynamic feedback generator 130, without departing from the scope of the present disclosure. Further, in an embodiment, a current sensor 504 (shown in Figure 5A) may be configured to sense the current drawn by the dynamic feedback generator 130 such that the controlling module 320 controls the current drawn by the dynamic feedback generator 130.
[0058] In an embodiment, the dynamic feedback generator 130 may be configured to generate the dynamic feedback in the throttle handle 140. In an embodiment, the dynamic feedback generator 130 may have a Field Oriented Control which controls the dynamic feedback generator 130 with respect to assisting-force, and the amount of rotation associated with the throttle handle 140. Thus, this configuration provides flexibility to the dynamic feedback generator 130 to generate efficient dynamic feedback, without departing from the scope of the present disclosure.
[0059] In an embodiment, the dynamic feedback may include at least a haptic feedback and a resistive feedback, without departing from the scope of the present disclosure. In an embodiment, the rider may activate (switch On/Off) an option of the dynamic feedback provided on the display unit of the vehicle 100, as per requirement, and thus, the dynamic feedback may be provided in the throttle handle 140 of the vehicle 100.
[0060] Further, in an embodiment, the haptic feedback may include at least one of a vibrational feedback and a vibrotactile feedback. Further, the operational values may include at least one of an intensity of the haptic feedback, a duration of the haptic feedback, and an amount of the haptic feedback.
[0061] In an embodiment, the resistive feedback may be indicative of a counter-force (counter-torque) applied on the throttle handle 140 by the dynamic feedback generator 130. In an embodiment, the counter-force may be applied opposite to a direction of rotation of the throttle handle 140, without departing from the scope of the present disclosure. Further, the operational values may include at least one of an amount of the counter-force, a duration of the counter-force, and an intensity of the counter-force, without departing from the scope of the present disclosure.
[0062] In an embodiment, the dynamic feedback may also include a non-resistive feedback, feedback based on a variation of at least one of the operational parameter 206 and the input indicative of the amount of rotation of the throttle handle 140, a restrictive feedback, without departing from the scope of the present disclosure. The non-resistive feedback indicates the assisting-force (torque) applied on the throttle handle 140 by the dynamic feedback generator 130. The assisting-force may be applied in the direction of rotation of the throttle handle 140, without departing from the scope of the present disclosure. Further, the operational values may include at least one of an amount of the assisting-force, a duration of the assisting-force, and an intensity of the assisting-force, without departing from the scope of the present disclosure. Further, the restrictive feedback may be indicative of a restrictive force applied on the throttle handle 140 by the dynamic feedback generator 130, without departing from the scope of the present disclosure.
[0063] In an embodiment, each of the dynamic feedback may be generated in combination, without departing from the scope of the present disclosure. In another embodiment, each of the dynamic feedback may be generated independently, without departing from the scope of the present disclosure. Further, operations performed by the system 104 to generate the different types of dynamic feedback are explained in subsequent paragraphs.
[0064] Further, in one embodiment, the dynamic feedback may be generated based on the variation in at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140. The monitoring module 312 may be configured to monitor the variation in at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140. The determining module 308 may be configured to determine operational values associated with the dynamic feedback based on the monitored variation. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the dynamic feedback in the throttle handle 140 based on the determined operational values. In the present embodiment, the dynamic feedback may be the haptic feedback, the resistive feedback, or a combination thereof.
[0065] In another embodiment, the receiving module 306 may be configured to receive at least one of the operational parameter 206 of the vehicle 100 and the input indicative of the amount of rotation associated with the throttle handle 140. The determining module 308 may be configured to determine a first set of the operational values associated with the dynamic feedback based on at least one of the operational parameter and the input indicative of the amount of rotation. In an embodiment, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the dynamic feedback based on the first set of the operational values.
[0066] In such an embodiment, the monitoring module 312 may be configured to monitor a variation in the input indicative of the amount of rotation associated with the throttle handle 140 with respect to the input indicative of the threshold amount of rotation of the throttle handle 140. The determining module 308 may be configured to determine a second set of operational values associated with the dynamic feedback. The second set of operational values may be determined if the input indicative of the amount of rotation is equal to the threshold amount of rotation. Further, the second set of operational values may be higher or lower as compared to the first set of operational values. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the dynamic feedback in the throttle handle 140 based on the second set of operational values. In the present embodiment, the dynamic feedback may be the haptic feedback, the resistive feedback, or a combination thereof.
[0067] In another embodiment, the receiving module 306 may be configured to receive the operational parameter 206 of the vehicle 100 from the sensing unit 204. The determination module 308 may be configured to determine the input indicative of the target amount of rotation associated with the throttle handle 140. The receiving module 306 may be configured to receive the input indicative of the amount of rotation associated with the throttle handle 140. The comparing module 310 may be configured to compare the received input indicative of the amount of rotation with the input indicative of the target amount of rotation. The determining module 308 may be configured to determine operational values associated with the assisting-force if the indicative of the received amount of rotation is equal to the input indicative of the target amount of rotation. In an embodiment, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the non-resistive feedback based on the determined operational values. Further, the assisting-force may be applied on the throttle handle 140 in the direction of rotation of the throttle handle 140.
[0068] In an embodiment, if the amount of assisting-force applied by the rider exceeds the amount of the counter-force as applied on the throttle handle 140. Then, the dynamic feedback generator 130 may be adapted to drift while continuing to generate the dynamic feedback and tend to return to the original position of the dynamic feedback generator 130, without departing from the scope of the present disclosure.
[0069] In yet another embodiment, the receiving module 306 may be configured to receive the operational parameter 206 of the vehicle 100 from the sensing unit 204. In an embodiment, the determining module 308 may be configured to determine the input indication of the threshold amount of rotation associated with the throttle handle 140, based on the operational parameter 206.
[0070] In such an embodiment, the receiving module 306 may be configured to receive the input indicative of the amount of rotation associated with the throttle handle 140. The comparing module 310 may be configured to compare the received input indicative of the amount of rotation with the input indicative of the threshold amount of rotation of the throttle handle 140. The determining module 308 may be configured to determine operational values associated with the restrictive feedback if the received input indicative of the amount of rotation may be equal to the input indicative of the threshold amount of rotation. The operational values may include at least one of an amount of the restrictive force and the intensity of the restrictive force. The operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the restrictive feedback based on the determined operational values. The restrictive force may be applied on the throttle handle 140 by the dynamic feedback generator 130 to restrict the rotation of the throttle handle 140 beyond the threshold amount of rotation.
[0071] In another embodiment, the system 104 discloses a plurality of mechanical stoppers configured to control travel/rotation of the throttle handle 140. In such an embodiment, the processing unit 208 may be configured to receive the at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140, from the sensing unit 204. Based on the received operational parameter 206 and the input indicative of the amount of rotation, the processing unit 208 may be configured to operate a linear actuator. Further, the linear actuator operates the plurality of mechanical stoppers. Each of the mechanical stoppers may move in and out with the assistance of the linear actuator and thus assist in controlling the rotation of the throttle handle 140. Therefore, when each of the mechanical stoppers moves out, then each of the mechanical stoppers conveys the feedback, for example, the dynamic feedback in the throttle handle 140.
[0072] In yet another embodiment, the system 104 discloses a disc and a brake, where the disc may be disposed around the break. In such an embodiment, the processing unit 208 may be configured to receive the at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140, from the sensing unit 204. Based on the received operational parameter 206 and the input indicative of the amount of rotation, the processing unit 208 may be configured to operate the brake. Further, a small brake may be communicated by the processing unit 208 which may be adapted to engage the brake when the hard barrier needs to be generated. This configuration provides granular control over manual barriers. Further, when the brake engages with the disc, the feedback, for example, the dynamic feedback, may be conveyed to the rider while riding the vehicle 100.
[0073] The present disclosure also relates to a method 400 for generating the dynamic feedback in the throttle handle 140 of the vehicle 100 as shown in Figure 4. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps may be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.
[0074] The method 400 for generating dynamic feedback in the throttle handle 140 of the vehicle 100 may be performed by using the system 104 as shown at least in Figure 2 and 3.
[0075] The method 400 begins at step 402 by receiving, by the processing unit 208, from the sensing unit 204, at least one of the operational parameter 206 of the vehicle 100, and the input indicative of the amount of rotation associated with the throttle handle 140.
[0076] At step 404, the method 400 includes determining, by the processing unit 208, the operational value associated with the dynamic feedback, generated by the dynamic feedback generator 130, to be generated in the throttle handle 140 based on at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140. Further, the dynamic feedback may include at least the haptic feedback and the resistive feedback.
[0077] At step 406, the method 400 includes operating, by the processing unit 208, the dynamic feedback generator 130 to generate the dynamic feedback in the throttle handle 140 based on the determined operational values.
[0078] Figure 5A illustrates a block diagram of an exemplary implementation of the system 104, according to an embodiment of the present disclosure.
[0079] Referring to Figure 5A, the determining module 308 determines the operational values associated with the dynamic feedback to be generated in the throttle handle 140 based on at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140. In an embodiment, to determine the operational values associated with the dynamic feedback, the identifying module 314 may be configured to identify a ride mode of the vehicle 100 based on the operational parameter 206 received from the sensing unit 204. In an embodiment, the retrieving module 316 may be configured to retrieve a set of predefined operational values based on the identified ride mode of the vehicle 100. In one embodiment, the predefined operational values may include a predefined feedback, and the threshold amount of rotation of the throttle handle 140 in the identified ride mode, without departing from the scope of the present disclosure. In an embodiment, the determining module 308 may be configured to determine the operational values in response to the input indicative of the amount of rotation associated with the throttle handle 140, based on the set of predefined operational values, without departing from the scope of the present disclosure.
[0080] Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the dynamic feedback. In an embodiment, the controlling module 320 may be configured to control the current drawn by the dynamic feedback generator 130, which may be sensed by the current sensor 504. Further, the operating module 318 operates the dynamic feedback generator 130 to generate the dynamic feedback. Particularly, the current drawn by the dynamic feedback generator 130 may be directly related to the assisting-force exerted in the throttle handle 140 and thus, accordingly generate the dynamic feedback as required in the throttle handle 140 of the vehicle 100.
[0081] In an embodiment, the dynamic feedback may be the haptic feedback, the resistive feedback, the non-resistive feedback, the feedback based on the variation of at least one of the operational parameter 206, and the input indicative of the amount of rotation of the throttle handle 140, the restrictive feedback, etc., without departing from the scope of the present disclosure.
[0082] Figure 5B(i-iv) illustrates graphical representations of an exemplary use case depicting a relationship between the dynamic feedback and the amount of rotation of the throttle handle 140, according to an embodiment of the present disclosure.
[0083] In an embodiment, referring to Figures 5B(i), the identifying module 314 may be configured to identify ride modes such as, a first ride mode, a second ride mode, and a third ride mode, of the vehicle 100. The graphical representation depicts the amount of rotation of the throttle handle 140 in X axis and the amount of assisting-force in Y axis.
[0084] For one instance, the identifying module 314 may identify the ride mode as the first ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the first ride mode which requires a lowest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(i)). The operational values may indicate a lowest amount of counter-force depending on the lowest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the lowest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0085] For another instance, the identifying module 314 may identify the ride mode as the second ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the second ride mode which requires a highest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(i)). The operational values may indicate a highest amount of counter-force depending on the highest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the highest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0086] For yet another instance, the identifying module 314 may identify the ride mode as the third ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the third ride mode which requires a varying amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(i)). The operational values may indicate varying amount of the counter-force depending on the varying amount of assisting-force. The varying amount of the counter-force may be determined by the variation in at least one of the operational parameter 206 and the input indicative of the amount of rotation associated with the throttle handle 140. Further, the operating module 318, based on the variation, may be configured to operate the dynamic feedback generator 130 to generate the varying amount of the counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0087] Referring to Figure 5B(ii), the identifying module 314 may be configured to identify the ride mode of the vehicle 100, such as the first ride mode, the second ride mode, and the third ride mode of the vehicle 100. Further, the input indicative of the threshold amount of rotation of the throttle handle 140 may be less than the input indicative of the threshold amount of rotation of the throttle handle 140 as depicted in the Figure 5B(i). The graphical representation depicts the amount of rotation of the throttle handle 140 in the X axis and the amount of assisting force in the Y axis.
[0088] For one instance, the identifying module 314 may identify the ride mode as the first ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the first ride mode which requires the lowest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(ii)). The operational values may indicate the lowest amount of counter-force depending on the lowest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the lowest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0089] For another instance, the identifying module 314 may identify the ride mode as the second ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the second ride mode which requires the highest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(ii)). The operational values may indicate the highest amount of counter-force depending on the highest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the highest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0090] Further, while indicating the highest amount of the counter-force, the determining module 308 may be configured to determine the operational values associated with the restrictive feedback. The operational values may include at least one of the amount of the restrictive force and the intensity of the restrictive force. The operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the restrictive feedback based on the determined operational values. The restrictive force may be applied on the throttle handle 140 by the dynamic feedback generator 130 to restrict the rotation of the throttle handle 140 beyond the input indicative of the threshold amount of rotation of the throttle handle 140. The input indicative of the threshold amount of rotation of the throttle handle 140 may be lesser than the input indicative of the throttle amount of rotation of the throttle handle 140 as depicted in the Figure 5B(i).
[0091] For yet another instance, the identifying module 314 may identify the ride mode as the third ride mode. In such an instance, the determining module 308 may be configured to determine the operational values based on the third ride mode which requires the varying amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(ii)). The operational values may indicate varying amount of counter-force depending on the varying amount of assisting-force. The varying amount of counter-force may be determined by the variation in the input indicative of the amount of rotation associated with the throttle handle 140. Further, the operating module 318, based on the variation, may be configured to operate the dynamic feedback generator 130 to generate the varying amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0092] Referring to Figure 5B(iii), the identifying module 314 may be configured to identify the ride mode of the vehicle 100, such as the first ride mode, the second ride mode, of the vehicle 100. The graphical representation depicts the amount of rotation of the throttle handle 140 in the X axis and the amount of assisting-force in the Y axis.
[0093] For one instance, the identifying module 314 may identify the ride mode as the first ride mode. In such an instance, the determining module 308 may be configured to determine the first set of operational values based on the first ride mode which requires the lowest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(iii)). The first set of operational values may indicate the lowest amount of counter-force depending on the lowest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the lowest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140. Further, when the input indicative of the amount of rotation of the throttle handle 140 reaches the input indicative of the threshold amount of rotation of the throttle handle 140, then the haptic feedback may be generated. The haptic feedback indicates shifting of the vehicle 100 from the first ride mode to the second ride mode.
[0094] Further, the identifying module 314 may identify the ride mode as the second ride mode. In such an instance, the determining module 308 may be configured to determine the second set of operational values based on the second ride mode which requires the highest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(iii)). The second set of operational values may indicate the highest amount of counter-force depending on the highest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the highest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0095] Referring to Figure 5B(iv), the identifying module 314 may be configured to identify ride mode of the vehicle 100, such as the first ride mode, the second ride mode, of the vehicle 100. The graphical representation depicts the amount of rotation of the throttle handle 140 in the X axis and the amount of assisting-force in the Y axis.
[0096] For one instance, the identifying module 314 may identify the ride mode as the first ride mode which requires the lowest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(iv)). In such an instance, the determining module 308 may be configured to determine the first set of operational values based on the first ride mode. The first set of operational values may indicate the lowest amount of counter-force depending on the lowest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the lowest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140. Further, when the input indicative of the amount of rotation of the throttle handle 140 reaches the input indicative of the threshold amount of rotation of the throttle handle 140, then the non-resistive feedback may be generated. The non-resistive feedback indicates shifting of the vehicle 100 from the first ride mode to the second ride mode.
[0097] Further, the identifying module 314 may identify the ride mode as the second ride mode which requires the highest amount of assisting-force from the throttle handle 140 (as shown in Figure 5B(iv)). In such an instance, the determining module 308 may be configured to determine the second set of operational values based on the second ride mode. The second set of operational values may indicate the highest amount of counter-force depending on the lowest amount of assisting-force. Further, the operating module 318 may be configured to operate the dynamic feedback generator 130 to generate the highest amount of counter-force to convey the dynamic feedback, such as the resistive feedback, to the rider operating the throttle handle 140.
[0098] In an embodiment, the dynamic feedback as generated may be also based on the speed of the vehicle 100 instead of the assisting-force and the resistive feedback generated in the vehicle 100. This provides flexibility to the vehicle 100 to determine the assisting-force to be provided to attain a predefined speed set for the throttle handle 140.
[0099] The system 104 of the present disclosure generates the dynamic feedback in the throttle handle 140 of the vehicle 100 based on the angle of rotation of the throttle handle 140 and at least one operational parameter 206 of the vehicle 100. Further, this configuration may ensure that the rider remains aware of the different operational parameters of the vehicle 100 while riding the vehicle 100. Thus, the rider does not have to look at the display unit of the vehicle 100 to know the different operational parameters of the vehicle 100. This improves the safety of the rider and prevents the occurrence of any accidents. This configuration also improves the riding experience of the rider. Therefore, the system 104 provides a simpler provision to generate the dynamic feedback in the throttle handle 140 of the vehicle 100. Further, the present configuration also provides customization of the dynamic feedback depending on the type of the vehicle 100, thus improving the experience of the rider while riding the vehicle 100.
[00100] It will be appreciated that the modules, processes, systems, and devices described above can be implemented in hardware, hardware programmed by software, software instruction stored on a non-transitory computer readable medium or a combination of the above. Embodiments of the methods, processes, modules, devices, and systems (or their sub-components or modules), may be implemented on a general-purpose computer, a special-purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element, an ASIC or other integrated circuit, a digital signal processor, a hardwired electronic or logic circuit such as a discrete element circuit, a programmed logic circuit such as a programmable logic device (PLD), programmable logic array (PLA), field-programmable gate array (FPGA), programmable array logic (PAL) device, or the like. In general, any process capable of implementing the functions or steps described herein may be used to implement embodiments of the methods, systems, or computer program products (software program stored on a non-transitory computer readable medium).
[00101] Furthermore, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that may be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product may be implemented partially or fully in hardware using, for example, standard logic circuits or a very-large-scale integration (VLSI) design. Other hardware or software may be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[00102] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features. , Claims:1. A system (104) for generating dynamic feedback in a throttle handle (140) of a vehicle (100), the system (104) comprising:
a dynamic feedback generator (130) disposed in the throttle handle (140) and configured to generate the dynamic feedback in the throttle handle (140), wherein the dynamic feedback comprising at least a haptic feedback and a resistive feedback; and
at least one processing unit (208) in communication with the dynamic feedback generator (130) and a sensing unit (204) of the vehicle (100), the at least one processing unit (208) configured to:
receive, from the sensing unit (204), at least one of:
an operational parameter (206) of the vehicle (100); and
an input indicative of an amount of rotation associated with the throttle handle (140);
determine operational values associated with the dynamic feedback to be generated in the throttle handle (140), based on at least one of the operational parameter (206) and the input indicative of the amount of rotation associated with the throttle handle (140); and
operate the dynamic feedback generator (130), based on the determined operational values.

2. The system (104) as claimed in claim 1, wherein the operational parameter (206) comprises at least one of a type of the vehicle (100), a plurality of ride modes of the vehicle (100), a state of the vehicle (100), a speed of the vehicle (100), a type of a battery (118), a target State of Charge (SoC) of the battery (118), a current SoC of the battery (118), an initial SoC of the battery (118), feedback from a vehicle control unit, input from at least one of a plurality of vehicle sensors, input from at least one of a connected device to the vehicle (100), and at least one electrical parameter associated with the dynamic feedback generator (130).

3. The system (104) as claimed in claim 1, wherein:
the haptic feedback comprises at least one of a vibratory feedback and a vibrotactile feedback, and the operational values comprise at least one of an intensity of the haptic feedback, a duration of the haptic feedback, and an amount of the haptic feedback, and
the resistive feedback is indicative of a counter-force applied on the throttle handle (140) by the dynamic feedback generator (130), and the operational values comprise at least one of an amount of the counter-force, a duration of the counter-force, and an intensity of the counter-force.

4. The system (104) as claimed in claim 1, wherein the dynamic feedback comprises a non-resistive feedback indicative of an assisting-force applied on the throttle handle (140) by the dynamic feedback generator (130), and the operational values comprise at least one of an amount of the assisting-force, a duration of the assisting-force, and an intensity of the assisting-force.

5. The system (104) as claimed in claim 4, wherein the at least one processing unit (208) is configured to:
receive, from the sensing unit (204), the operational parameter (206) of the vehicle (100);
determine, based on the operational parameter (206), an input indicative of a target amount of rotation associated with the throttle handle (140);
receive, from the sensing unit (204), the input indicative of the amount of rotation associated with the throttle handle (140);
compare the received input indicative of the amount of rotation with the input indicative of the target amount of rotation;
determine operational values associated with the assisting-force if the input indicative of the received amount of rotation is equal to the input indicative of the target amount of rotation; and
operate the dynamic feedback generator (130) to generate the non-resistive feedback based on the determined operational values, wherein the assisting-force is applied on the throttle handle (140) in a direction of rotation of the throttle handle (140).

6. The system (104) as claimed in claim 1, wherein the dynamic feedback comprises a restrictive feedback indicative of a restrictive force applied on the throttle handle (140) by the dynamic feedback generator (130).

7. The system (104) as claimed in claim 6, wherein the at least one processing unit (208) is configured to:
receive, from the sensing unit (204), the operational parameter (206) of the vehicle (100);
determine, based on the operational parameter (206), an input indicative of a threshold amount of rotation associated with the throttle handle (140);
receive, from the sensing unit (204), the input indicative of the amount of rotation associated with the throttle handle (140);
compare the received input indicative of the amount of rotation with the input indicative of the threshold amount of rotation;
determine operational values associated with the restrictive feedback if the received input indicative of the amount of rotation is equal to the input indicative of the threshold amount of rotation, wherein the operational values comprise at least one of an amount of the restrictive force and the intensity of the restrictive force; and
operate the dynamic feedback generator (130) to generate the restrictive feedback based on the determined operational values, wherein the restrictive force is applied on the throttle handle (140) by the dynamic feedback generator (130) to restrict the rotation of the throttle handle (140) beyond the threshold amount of rotation.

8. The system (104) as claimed in claim 7, wherein the at least one processing unit (208) is configured to:
receive from the sensing unit (204), at least one of the operational parameter (206) of the vehicle (100) and the input indicative of the amount of rotation associated with the throttle handle (140);
determine a first set of the operational values associated with the dynamic feedback based on at least one of the operational parameter (206) and the input indicative of the amount of rotation;
operate the dynamic feedback generator (130) to generate the dynamic feedback based on the first set of the operational values;
monitor a variation in the input indicative of the amount of rotation associated with the throttle handle (140) with respect to the input indicative of the threshold amount of rotation;
determine a second set of operational values associated with the dynamic feedback if the input indicative of the amount of rotation equals to the input indicative of the threshold amount of rotation, wherein the second set of operational values are higher or lower compared to the first set of operational values; and
operate the dynamic feedback generator (130) to generate the dynamic feedback in the throttle handle (140) based on the second set of operational values.

9. The system (104) as claimed in claim 1, wherein the at least one processing unit (208) is configured to:
monitor a variation in at least one of the operational parameter (206) and the input indicative of the amount of rotation associated with the throttle handle (140);
determine operational values associated with the dynamic feedback based on the monitored variation; and
operate the dynamic feedback generator (130) to generate the dynamic feedback in the throttle handle (140) based on the determined operational values.

10. The system (104) as claimed in claim 1, wherein to determine the operational values associated with the dynamic feedback, the at least one processing unit (208) is configured to:
identify a ride mode of the vehicle (100) based on the operational parameter (206) received from the sensing unit (204);
retrieve a set of predefined operational values based on the identified ride mode of the vehicle (100); and
determine, based on the set of predefined operational values, the operational values in response to the input indicative of the amount of rotation associated with the throttle handle (140).

11. The system (104) as claimed in claim 1, wherein to operate the dynamic feedback generator (130), the at least one processing unit (208) is configured to:
control at least one electrical parameter associated with the dynamic feedback generator (130) based on the determined operational values.

12. A method (400) for generating dynamic feedback in a throttle handle (140) of a vehicle (100), the method (400) comprising:
receiving (402), by at least one processing unit (208), from a sensing unit (204), at least one of an operational parameter (206) of the vehicle (100), and an input indicative of an amount of rotation associated with the throttle handle (140);
determining (404), by the at least one processing unit (208), an operational value associated with the dynamic feedback, generated by a dynamic feedback generator (130), to be generated in the throttle handle (140) based on at least one of the operational parameter (206) and the input indicative of the amount of rotation associated with the throttle handle (140), wherein the dynamic feedback comprises at least a haptic feedback and a resistive feedback; and
operating (406), by the at least one processing unit (208), the dynamic feedback generator (130) to generate the dynamic feedback in the throttle handle (140) based on the determined operational values.