Claims:

1. A mechanism (100) for actuating a throttle valve (107) of an engine, the mechanism (100) comprising:
a continuously variable transmission drive (101) coupled between a throttle actuator (106) and a throttle valve (107), wherein the continuously variable transmission drive (101) comprising:
a primary drive unit (102), coupled to the throttle actuator (106), wherein the throttle actuator (106) is configured to operate the primary drive unit (102) in variable speeds based on a position of an accelerator pedal (115); and
a secondary drive unit (103), coupled to the primary drive unit (102) through a belt drive (108), and to a shaft of a throttle valve (107);
wherein, the primary drive unit (102) and the secondary drive unit (103) are configured to vary a belt ratio of the continuously variable transmission drive (101), based on rotational speed of the throttle actuator (106) for delivering variable torque to the shaft of the throttle valve (107), to actuate the throttle valve (107).

2. The mechanism (100) as claimed in claimed 1, wherein the throttle actuator (106) is a motor.

3. The mechanism (100) as claimed in claim 1, wherein the throttle actuator (106) operates the primary drive unit (102) at variable speed, based on torque required to actuate the shaft of the throttle valve (107).

4. The mechanism (100) as claimed in claim 1, wherein the primary drive unit (102) comprises a first movable sheave (109) and a first fixed sheave (110), mounted on a first shaft (111).

5. The mechanism (100) as claimed in claim 1, wherein the secondary drive unit (103) comprises a second movable sheave (112) and a second fixed sheave (113), mounted on a second shaft (114).

6. The mechanism (100) as claimed in claims 4 and 5, the first movable sheave (109) and the second movable sheave (112) are configured to axially displace relative to each other to vary belt ratio, based on speed of the throttle actuator (106).

7. The mechanism (100) as claimed in claim 1, wherein each of the first movable sheave (109) and second movable sheave (112) acts as a clutch.

8. The mechanism (100) as claimed in claim 1, wherein the belt (108) is a V-belt, made of at least one of a polymeric material and a metal.

9. A system (200) for actuating a throttle valve (107) of an engine, the system (108) comprising:
at least one sensor (105) associated with an accelerator pedal (115), the at least one sensor (105) is configured to generate a signal corresponding to a position of the accelerator pedal (115);
an electronic control unit [ECU] (104) communicatively coupled to a sensor (105), wherein the ECU (104) is configured to receive signal from the at least one sensor (105) and generate an actuation signal to a throttle actuator (106), corresponding to the signal received from the at least one sensor (105); and
a continuously variable transmission drive (101) coupled between a throttle actuator (106) and a throttle valve (107), wherein the continuously variable transmission drive (101) comprising:
a primary drive unit (102), coupled to the throttle actuator (106), wherein the throttle actuator (106) is configured to operate the primary drive unit (102) in variable speeds based on a position of an accelerator pedal (115); and
a secondary drive unit (103), coupled to the primary drive unit (102) through a belt drive (108), and to a shaft of a throttle valve (107);
wherein, the primary drive unit (102) and the secondary drive unit (103) are configured to vary a belt ratio of the continuously variable transmission drive (101), based on rotational speed of the throttle actuator (106) for delivering variable torque to the shaft of the throttle valve (107), to actuate the throttle valve (107).

10. The system (108) as claimed in claim 9, wherein the throttle actuator (106) operates the primary drive unit (102) at variable speed, based on torque required to actuate the shaft of the throttle valve (107).

11. The system (108) as claimed in claim 9, wherein the primary drive unit (102) comprises a first movable sheave (109) and a first fixed sheave (110), mounted on a first shaft (111).

12. The system (108) as claimed in claim 9, wherein the secondary drive unit (103) comprises a second movable sheave (112) and a second fixed sheave (113), mounted on a second shaft (114).

13. The system (108) as claimed in claims 11 and 12, the first movable sheave (109) and the second movable sheave (112) are configured to axially displace relative to each other, to vary a belt ratio, based on speed of the throttle actuator (106).

14. A vehicle comprising a mechanism for actuating a throttle valve of an engine, as claimed in claim 1.
, Description:[001] TECHNICAL FIELD

[002] The present disclosure generally relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a system for actuating of a throttle valve of an engine. Further, embodiments of the present disclosure disclose a mechanism for actuating the throttle valve, which includes a continuous variable transmission drive that may attain different belt ratios to deliver desired torque for actuating the throttle valve.

[003] BACKGROUND OF THE DISCLOSURE

[004] Vehicles typically include a drive train with a prime mover, such as an internal combustion engine to deliver necessary power for maneuvering the vehicle. Generally, internal combustion engines include a number of cylinders, and each cylinder defines a combustion chamber. Internal combustion engines are equipped with fuel control systems for regulating flow of air-fuel mixture into the combustion chamber, such that a desired amount of air-fuel mixture is supplied into the combustion chamber, for catering variable power requirements. Usually, the fuel control systems include throttle valves, actuators etc., all housed within a throttle body. This throttle body is disposed in an intake passage of the engine, and includes a throttle plate which may be actuated by the actuator (i.e. to displace the throttle valve between an open and a closed position), to regulate the supply of air-fuel mixture into the cylinder. Conventionally, the throttle valves are operated by cable-linkages, which may be configured to mechanically connect the throttle valve, which is spring loaded to an accelerator pedal within a cabin of the vehicle. The cable linkages exhibited certain limitations such as wear and tear, slacking and the like, and hence demand for constant maintenance and calibration. Further due to slackness of the cables over time, rapid transmission of the pedal movement to the throttle valve may not be possible, resulting in slow response time, and thus jerks during movement of the vehicle. Further, improper actuation of the throttle valve may result in irregular flow of fuel-air mixture into the combustion chamber. This irregular flow of the fuel-air mixture into the combustion chamber may lead to incomplete combustion of the fuel and thus, affecting the performance of the engine. In other cases, where the throttle valve is mechanically operated, the vehicle fuel system may get rich even when the driver stamps on the accelerator pedal when the vehicle is in OFF condition.

Considering the above, and with the advent of technology, electronic throttle control systems have been developed and, have been used to replace the mechanically operated fuel control systems. Generally, electronic throttle control systems adapt actuators such as motors for actuating the throttle valves. The conventional electronic throttle control systems may include a plurality of gears for transmitting torque form the throttle actuator to the throttle valve. However, in such conventional arrangements there may be delay experienced for operating the throttle valve, since each of the plurality of gears exhibit lapse time in engagement with each other, which results in slow response time in operating the throttle valve, which may be undesirable. This slow response of the plurality of gears may lead to sudden jerks, during gradient travel of the vehicle. Further, as the plurality of gears have fixed gear ratios, the plurality of gears may not deliver desired variable torque required for operating the throttle valve, to meet small variations in the vehicle parameters. This may lead to compromising on emission norms of the engine.

[005] The present disclosure is directed to overcome one or more limitations stated above or other such limitations associated with the prior art.

[006] SUMMARY OF THE DISCLOSURE

[007] One or more shortcomings of conventional systems are overcome, and additional advantages are provided through the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered as a part of the claimed disclosure.

[008] In one non-limiting embodiment of the disclosure, a mechanism for actuating a throttle valve of an engine is disclosed. The mechanism includes a continuously variable transmission drive, which is coupled between a throttle actuator and a throttle valve. The continuously variable transmission drive includes a primary drive unit, coupled to the throttle actuator. The throttle actuator is configured to operate the primary drive unit in variable speeds based on position of the accelerator pedal. Further, the continuously variable transmission drive includes a secondary drive unit, which is coupled to the primary drive unit through a belt drive, and to a shaft of a throttle valve. The primary drive unit and the secondary drive unit are configured to vary a belt ratio of the continuously variable transmission drive, based on rotational speed of the throttle actuator for delivering variable torque to the shaft of the throttle valve, to actuate the throttle valve.

[009] In an embodiment of the disclosure, the throttle actuator is a motor.

[010] In an embodiment of the disclosure, the throttle actuator operates the primary drive unit at variable speed, based on torque required to actuate the shaft of the throttle valve.

[011] In an embodiment of the disclosure, the primary drive unit comprises a first movable sheave and a first fixed sheave, mounted on a first shaft.

[012] In an embodiment of the disclosure, the secondary drive unit comprises a second movable sheave and a second fixed sheave, mounted on a second shaft.

[013] In an embodiment of the disclosure, the first movable sheave and the second movable sheave are configured to axially displace relative to each other to vary belt ratio, based on speed of the throttle actuator.

[014] In an embodiment of the disclosure, each of the first movable sheave and second movable sheave acts as a clutch.

[015] In an embodiment of the disclosure, the belt is a V-belt, made of at least one of a polymeric material and a metal.

[016] In another non-limiting embodiment of the present disclosure, a system for actuating a throttle valve of an engine is disclosed. The system includes at least one sensor associated with an accelerator pedal, the at least one sensor is configured to generate a signal corresponding to a position of the accelerator pedal. Further, the system includes an electronic control unit communicatively coupled to a sensor. The ECU is configured to receive signal from the at least one sensor and generate an actuation signal to a throttle actuator, corresponding to the signal received from the at least one sensor. Furthermore, the system includes a continuously variable transmission drive coupled between a throttle actuator and a throttle valve. The continuously variable transmission drive includes a primary drive unit, coupled to the throttle actuator. The throttle actuator is configured to operate the primary drive unit in variable speeds based on position of the accelerator pedal. Further, the continuously variable transmission drive includes a secondary drive unit, which is coupled to the primary drive unit through a belt drive, and to a shaft of a throttle valve. The primary drive unit and the secondary drive unit are configured to vary a belt ratio continuously variable transmission drive, based on rotational speed of the throttle actuator for delivering variable torque to the shaft of the throttle valve, to actuate the throttle valve.
[017] In an embodiment of the disclosure, the throttle actuator operates the primary drive unit at variable speed, based on torque required to actuate the shaft of the throttle valve.

[018] In an embodiment of the disclosure, the primary drive unit comprises a first movable sheave and a first fixed sheave, mounted on a first shaft.

[019] In an embodiment of the disclosure, the secondary drive unit comprises a second movable sheave and a second fixed sheave, mounted on a second shaft.

[020] In an embodiment of the disclosure, the first movable sheave and the second movable sheave are configured to axially displace relative to each other to vary belt ratio, based on speed of the throttle actuator.

[021] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

[022] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[023] BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

[024] The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

[025] Figure. 1 illustrates block diagram of a system for actuating a throttle valve of an engine, in accordance with an embodiment of the present disclosure;

[026] Figure. 2 illustrates a schematic view of a mechanism adapted within the system of Figure. 1, in accordance with an embodiment of the present disclosure; and

[027] Figures. 3a-3c illustrates a schematic view of the mechanism of Figure. 2, depicting different belt ratios attained during actuation of the throttle valve, in accordance with an embodiment of the present disclosure.

[028] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

[029] DETAILED DESCRIPTION

[030] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

[031] It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the mechanism and system, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having benefit of the description herein. Also, the mechanism and the system of the present disclosure may be employed in variety of engines having different specification. However, the engine is not illustrated in the drawings of the disclosure for the purpose of simplicity.

[032] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a mechanism or system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, method, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.

[033] Embodiments of the present disclosure disclose a system for actuating a throttle valve of an engine. Conventional systems for actuating the throttle valve, includes a plurality of gears positioned between a throttle actuator and a throttle valve. The plurality of gears are configured to transmit torque from the throttle actuator to the throttle valve, for actuating the throttle valve. However, in the conventional systems there may be lapse of time to actuate the throttle valve due to engagement of the individual gears, which may result in slow response time or lag in operating the throttle valve, which is undesired. This slow response due to additional time consumed by the plurality of gears, may cause delay or mis-timed throttle opening, during sudden acceleration or when the vehicle is travelling over a gradient, resulting in jerks. Further, as the plurality of gears consists of fixed gear ratios, the gears may not deliver variable torque for operating the throttle valve, to meet small variations of the vehicle parameters. This may lead to irregular opening of the throttle valve thereby leading to irregular supply of the air-fuel mixture into the engine, which may result in incomplete combustion and thus leading to more exhaust emissions.

[034] Accordingly, the present disclosure discloses a system for actuating the throttle valve of the engine. The system may include a mechanism i.e. a continuously variable transmission drive (CVT drive), which may facilitate in reducing the lapse time in transferring the torque from a throttle actuator to the throttle valve, and thus improves the response time in actuating the throttle valve. Further, the mechanism may attain different belt ratios, to deliver variable torque to actuate the throttle valve, as a result of change in vehicle parameters.

[035] The system embodiments of the present disclosure may include at least one sensor, which may be configured to generate a signal corresponding to position of the accelerator pedal. Further, the system may include an Electronic Control Unit (ECU), which may be configured to receive the signal from the at least one sensor and generate an actuation signal (thus, voltage signal), which may be an input to a throttle actuator. Furthermore, the system may include mechanism, disposed between the throttle actuator and a throttle valve. The mechanism may include a Continuously Variable Transmission drive (CVT drive) for transferring necessary torque from the throttle actuator to the throttle valve, for actuating the throttle valve.

[036] In an embodiment, the CVT drive may include a primary drive unit and a secondary drive unit, which are coupled to each other through a belt. The belt facilitates in minimizing the lapse time in engagement of the primary drive unit and the secondary unit and thus, improves response time in actuating the throttle valve. The primary drive unit may include a first movable sheave and a first fixed sheave positioned on a first shaft, and the secondary drive unit may include a second movable sheave and a second fixed sheave, positioned on a second shaft. The first movable sheave and second movable sheave are configured to axially displace on the first shaft and the second shaft, respectively to vary belt ratio. During operation of the system i.e. during rotation of the throttle actuator at certain speed, corresponding to the actuation signal by the ECU, the first movable sheave and the second movable sheave axially displace to vary the belt ratio, for delivering required variable torque for actuating the throttle valve, instantaneously. In an embodiment, varying the belt ratio may facilitate in delivering wide range of torque values for actuating the throttle valve, instantaneously [i.e. without any time delay] and thus, time required for actuating the throttle valve from an idle position to a fully open position and vice-versa, may be reduced.

[037] The following paragraphs describe the present disclosure with reference to Figures. 1 to 3c. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.

[038] Figure. 1 shows a block diagram of a system (200) for actuating a throttle valve (107) of an engine [not shown in figures]. The system (200) may broadly include a throttle actuator (106) and a mechanism (100) disposed between the throttle actuator (106) and a throttle valve (107). The mechanism (100) includes a continuously variable transmission drive (101) [hereinafter interchangeably referred as CVT drive], which may be configured to transfer required torque from the throttle actuator (106) to a shaft [not shown in figures] of the throttle valve (107) through a belt (108). The CVT drive (101) may be configured to attain different belt ratios, for delivering variable torque to actuate the throttle valve (107), based on the requirement. Since, the system (200) is employed with the CVT drive (101), it aids in reducing lag time in transferring torque from the throttle actuator (106) to the throttle valve (107) and thus, increases response time of the system (200). Further, the system (200) may also facilitate in transferring wide range of torque values for actuating the throttle valve (107), based on the changes in vehicle operating parameters.

[039] As seen in Figure. 1, the system (200) may include at least one sensor (105), which may be associated with an accelerator pedal (115). In an embodiment, the at least one sensor (105) may be an acceleration position sensor. The at least one sensor (105) may be configured to generate a signal corresponding to a position of the accelerator pedal (115). The position of the accelerator pedal (115) may change by way of depressing the accelerator pedal (115) by an operator or a driver or letting off the accelerator pedal (115). Further, the system (108) may include an Electronic control unit (104) [hereinafter referred as ECU]. The ECU (104) may be communicatively coupled to the at least one sensor (105) and a throttle actuator (106). The ECU (104) may be configured to receive a signal from the at least one sensor (105) and generate an actuation signal for the throttle actuator (106), based on the signal received by the at least one sensor (105). The generated actuation signal may be an input signal to a throttle actuator (106). In an embodiment, the actuation signal generated by the ECU (104) may be voltage signal, which may correspond to rotational speed of the throttle actuator (106). As an example, the voltage signal generated by the ECU (104) may range from 0-5V, based on the signal received from the at least one sensor (105). In an embodiment, range 0-5V of the voltage signals generated by the ECU (104) may not be construed as a limitation, as the ECU (104) may generate wide range of voltage signals based on the signal received from the at least one sensor (105).

In an embodiment, the throttle actuator (106) may be a motor such as, but not limiting to a servo motor.

[040] Referring further to Figure. 1, the system (200) may further include a mechanism (100), which may be disposed between the throttle actuator (106) and a shaft of the throttle valve (107). In an embodiment, the mechanism (100) may be a continuously variable transmission drive (101)[CVT drive], which may be configured to transfer variable torque from the throttle actuator (106) to the shaft of the throttle valve (107), for actuating (i.e. operating between a close and an open position) the throttle valve (107), based on actuation speed of the throttle actuator (106). In an embodiment, the system (200) may include at least throttle position sensor (116), which may be associated with the throttle valve (107). The throttle position sensor (116) may be communicatively coupled to the ECU (104) and may generate a signal corresponding to the position of the throttle valve (107). Based on the signal from the throttle position sensor (116), the ECU may generate voltage signal for the throttle actuator (106) to either stop operation (thus, rotation) so as to arrest the throttle valve (107) in the desired position or continue operation for actuating the throttle valve (107) to a different position. In an embodiment, the throttle actuator (106) may be capable of operating at different variable speeds. As an example, sudden operation or depression of the accelerator pedal (115) by the driver, may impart faster or quicker operation (rotation) of the throttle actuator (106) for quick actuation of the throttle valve (107).

[041] In an embodiment, the actuator (106), the mechanism (100) and the throttle valve (107) may be termed as electronic throttle body [ETB] in the art. The ETB may be associated with an Electronic control unit [ECU] (104).

[042] Now referring to Figure. 2, which illustrates a schematic view of the mechanism (100) i.e. the continuously variable transmission drive (101). The continuously variable transmission drive (101) may include a primary drive unit (102) and a secondary drive unit (103). In an embodiment, the primary drive unit (102) may be coupled to the throttle actuator (106). As an example, the primary drive unit (102) may be coupled to a shaft of the throttle actuator (106). Further, the secondary drive unit (103) may be coupled to the primary drive unit (102) and a shaft of the throttle valve (107). As apparent from Figure. 2, the primary drive unit (102) may include a first fixed sheave (110) and a first movable sheave (109). The first fixed sheave (110) and a first movable sheave (109) may be mounted adjacent to each other, on a first shaft (111) of the primary drive unit (102). Further, the secondary drive unit (103) may include a second fixed sheave (113) and a second movable sheave (112). The second fixed sheave (113) and a second movable sheave (112) may be mounted adjacent to each other, on a second shaft (114) of the secondary drive unit (103). As an example, the first movable sheave (109), the first fixed sheave (110), the second movable sheave (112) and the second fixed sheave (113) may be circular in shape. In an embodiment, the first movable sheave (109) and the second movable sheave (112) may act as a clutch, in order to displace therebetween in order to change the belt ratios. As seen in Figure. 2, the secondary drive unit (103) and the primary drive unit (102) may be coupled to each other through a belt (108) such as but not limiting to a V-belt, made of at least one of polymeric belt such as a rubber belt and a steel belt. As an example, the belt (108) may rotate through a space between the first fixed sheave (110) and the first movable sheave (109) of the primary drive unit (102) and a space between the second fixed sheave (113) and the second movable sheave (112) of the secondary drive unit (103), for coupling the primary drive unit (102) and the secondary drive unit (103). In an embodiment, the space between the sheaves (109, 110) of the primary drive unit (102) and the sheaves (112, 113) of the secondary drive unit (103) may define a V-groove. The belt (108) may facilitate in minimizing the lapse time in engagement of the primary drive unit (102) and the secondary unit (103) and thus, improves response time in actuating the throttle valve (107). In an embodiment, the first and second movable sheaves (109,112) may be configured to axially displace relative to each other on the first shaft (111) and the second shaft (114) respectively, to vary belt ratios.

[043] Further referring to Figure. 2, inner surfaces of the first movable sheave (109), the first fixed sheave (110), the second movable sheave (112) and the second fixed sheave (113) may be defined with a tapered profile. In an embodiment, the tapered profile of the sheaves (109, 110, 112, 113) may correspond to profile of the V-belt, in order to vary the belt ratios, during axial displacement of the first and second movable sheaves (109, 112). In an embodiment, the first movable sheave (109) and the second movable sheave (112) may axially displace on the first shaft (111) and the second shaft (114), due to centrifugal forces generated during rotation of the primary drive unit (102) and the secondary drive unit (103). As an example, the first movable sheave (109) and the second movable sheave (112) may include a plurality of centrifugal weights (not shown in figures). These plurality of centrifugal weights in first movable sheave (109) and the second movable sheave (112) may move outwardly during rotation of the primary drive unit (102) and the secondary drive unit (103). Due to displacement of the centrifugal weights, the first movable sheave (109) and the second movable sheave (112) may displace axially relative to each other on their respective shafts, to vary the belt ratio. In an embodiment, attaining different belt ratios depends on rotational speed of the throttle actuator (106).

[044] In an embodiment, the first movable sheave (109) and the second movable sheave (112) may axially displace based on fluid pressure. The first shaft (111) and the second shaft (114) may include passages [not shown in figures] for supplying fluid. Based on the requirement of the torque, the fluid such as hydraulic oil may apply pressure on to the first movable sheave (109) and the second movable sheave (112) for displacing axially, for varying the belt ratio, for delivering variable torque for actuating the throttle valve (107)

[045] In an embodiment, based on the speed of rotation of the throttle actuator (106), the movable sheaves (109, 112) of the primary drive unit (102) and the secondary drive unit (103) may displace axially relative to each other on the first shaft (111) and the second shaft (114), respectively. As an example, the upon rotation of the throttle actuator (106), the primary drive unit (102) is set into motion (thus, rotation) and so the secondary drive unit (103), instantaneously by the belt (108). Due to the rotation of the primary drive unit (102) and the secondary drive unit (103), the first movable sheave (109) and the second movable sheave (112) may displace axially for a certain length, relative to each other on the first shaft (111) and the second shaft (114), respectively. In an embodiment, relative axial displacement of the first movable sheave (109) and the second movable sheave (112) may be inferred as, when the first movable sheave (109) axially displaces towards the first fixed sheave (110), the second movable sheave (112) axially displaces away from the second fixed sheave (113) and vice versa. In an embodiment, the axial displacement of the first and second movable sheaves (109, 112) relative to each other on the first and second shafts (111, 114) and may facilitate in varying the belt ratio. As an example, if the first movable sheave (109) axially displaces towards the first fixed sheave (110), the belt (108) may rise upwardly by abutting the tapered surfaces of the first movable sheave (109) and first fixed sheave (110), as the space between the first movable sheave (109) and the fixed sheave (110) reduces. Simultaneously, the second movable sheave (112) may axially displace away from the second fixed sheave (113), which may result in lowering of the belt (108) due increase in space between the second movable sheave (112) and the second fixed sheave (113). This risi0ng and lowering of the belt (108) in the primary drive unit (102) and secondary drive unit (103) may facilitate in attaining different belt ratios, to deliver required variable torque for actuating the throttle valve (107).

[046] Turning now to Figures. 3a to 3c, which illustrates a schematic view of the continuously variable transmission drive (101), depicting different positions of the belt (108) in the primary drive unit (102) and the secondary drive unit (103). As apparent from Figure. 3a, the belt (108) is at a first position, which may correspond to idle position i.e. belt ratio may be one. At this position the primary drive unit (102) and the secondary drive unit (103) may transmit same speed of the throttle actuator (106) to the shaft of the throttle valve (107). As apparent in Figure. 3b, the belt (108) is at a second position, which may correspond to high belt ratio. At this position, speed of the primary drive unit (102) may be higher than the speed of the secondary drive unit (103). Furthermore, apparent in Figure. 3c, the belt (108) is at a third position, which may correspond to low belt ratio. At this position, speed of the primary drive unit (102) is lower than the speed of the secondary drive unit (103). In an embodiment, the belt (108) at the first position, the second position and the third position, may not be construed as a limitation, as the belt (108) may switch to any positions between the first, second and the third positions, to attain different belt ratio, based on the speed of the throttle actuator (106), in order to deliver variable torque for actuating the throttle valve (107).

[047] Now referring back to Figure. 1, in an operational embodiment, the at least one sensor (105) associated with the accelerator pedal (115), may generate a signal corresponding to the position of the accelerator pedal (115). This signal from the at least one sensor (105) may be an input to the ECU (104). The ECU (104), upon receiving the signal from the at least one sensor (105), may generate the actuation signal (thus, the voltage signal), which may be an input to the throttle actuator (106). The throttle actuator (106), upon receiving the actuation signal may rotate at certain speed, which may be associated with the actuation signal. This rotation of the throttle actuator (106), may rotate the primary drive unit (102) and thus, the secondary drive unit (103), instantaneously due to belt (108) connection between the primary drive unit (102) and the secondary drive unit (103). Thus, the belt (108) may facilitate in minimizing the lapse time and thus, faster response time. Further, based on the rotational speed of the throttle actuator (106), the belt ratio may vary in the CVT drive (101), for delivering variable torque required to actuate the throttle valve (107). In other words, based on the rotational speed of the throttle actuator (106), the first and second movable sheaves of the primary drive unit (102) and the secondary drive unit (103), may axially displace for varying the belt ratios, for delivering necessary variable torque to the shaft of the throttle valve (107), for actuating the throttle valve (107).

[048] In an embodiment, for small or finer change in position of the accelerator pedal (115), the speed of the throttle actuator (106) may be altered slightly corresponding to the actuation signal (thus, voltage signal) from the ECU (104). For small variation in the operational speed of the throttle actuator (106), the mechanism (100), may change the belt (108) ratio instantaneously, for delivering the necessary variable torque for actuating the throttle valve (107). Thus, the mechanism (100) responds to small variations and wide ranges of the engine parameters [thus, wide range of voltage signals from the ECU (104)], and delivers required variable torque to actuate the throttle valve (107). Hence, the mechanism (100) may facilitate in better air-fuel management, and thus aids in minimizing emissions from the engine.

[049] In an embodiment of the disclosure, the ECU may be a centralized control unit or a dedicated control unit associated with the electronic throttle body of the engine. The control unit may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The control unit may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.

[050] In some embodiments, the ECU may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.

[051] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.

[052] It is to be understood that a person of ordinary skill in the art may develop a mechanism and a system of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
[053] Equivalents:

[054] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

[055] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (108) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (108) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[056] Referral Numerals:

Mechanism 100
Continuously variable transmission drive 101
Primary drive unit 102
Secondary drive unit 103
ECU 104
Sensor 105
Throttle actuator 106
Throttle valve 107
Belt 108
First movable sheave 109
First fixed sheave 110
First shaft 111
Second movable sheave 112
Second fixed sheave 113
Second shaft 114
Accelerator pedal 115
Throttle position sensor 116
System 200