Description:FORM 2
THE PATENTS ACT, 1970
(39 OF 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]

TITLE OF INVENTION
A SYSTEM AND METHOD FOR AUTOMATICALLY CONTROLLING A THROTTLE OF A VEHICLE

APPLICANT
TVS MOTOR COMPANY LIMITED, an Indian company, having its address at “Chaitanya”, No. 12 Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006, Tamil Nadu, India.

PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in which it is to be performed.

FIELD OF THE INVENTION
[001] The present invention relates to a vehicle. More particularly, the present invention relates to a system and a method for automatically controlling a throttle of the vehicle.

BACKGROUND OF THE INVENTION
[002] In vehicles having transmission (gearbox), each of the gears has maximum torque and maximum speed generating capacity. Such maximum torque and speed generating capacity is spread across a range of RPM (revolution per minute i.e., number of times crankshaft of an internal combustion engine is making a full rotation every minute). For example, in the third gear, when throttle is opened by 20 percent, speed of 40km/hr can be achieved and when the throttle is further opened up to 60 percent, speed of 80km/hr can be achieved. However, if a rider of the vehicle releases the throttle and thereafter opens the throttle up to 40 percent, the same speed of 80km/hr can be achieved. Thus, with less amount of throttle opening, same speed can be achieved. The rider of the vehicle, however, experiences discomfort in releasing the throttle and again pressing the same to achieve maximum fuel efficiency. Also, the rider of the vehicle is generally unaware of factors such as exact maximum speed/torque that a particular gear can deliver, exact timing at which the throttle should be released and exact percentage up to which the throttle should be pressed again to achieve maximum fuel efficiency.
[003] As the rider is not aware of the above-mentioned factors, there is a good probability that the rider might release the throttle beforehand and may hamper the performance and the driving comfort of the vehicle. Further, as an exact time for releasing the throttle is not known to the rider, achieving better fuel efficiency and at the same time achieving better acceleration and speed for the vehicle may be compromised. Additionally, the rider is not aware of the exact percentage up to which the throttle should be pressed again so as to achieve maximum fuel efficiency and the rider may either press the throttle less which may lead to lesser acceleration and speed of the vehicle or the rider may press the throttle more which may lead to excessive fuel consumption, which is undesirable.
[004] In view of the foregoing, there is a need felt in the art for providing a system and method for automatically controlling a throttle of the vehicle which addresses at least the above-mentioned disadvantages of the prior art.

SUMMARY OF THE INVENTION
[005] In one aspect of the present invention, a system for automatically controlling a throttle of a vehicle is disclosed. The system comprises one or more throttle position sensors, one or more speed sensors, one or more gear position sensors and a control unit.
[006] The one or more throttle position sensors are mounted on the vehicle. The one or more throttle position sensors are configured to detect a current position of a throttle and transmit the current position of the throttle to a control unit. The one or more speed sensors are mounted on the vehicle. The one or more speed sensors are configured to detect a current speed of the vehicle and transmit the current speed of the vehicle to the control unit. The one or more gear position sensors are mounted on the vehicle. The one or more gear position sensors are configured to detect a current gear position and transmit the gear position to the control unit. Current gear position merely indicates whether the vehicle is in a first gear or a second gear or a third gear or a fourth gear or a fifth gear and so on. The control unit is mounted on the vehicle. The control unit receives information transmitted by the one or more throttle position sensors, one or more speed sensors and one or more gear position sensors. Based on such inputs, the control unit is configured to: (i) predict a time instant at which a rider of the vehicle intends to accelerate the vehicle, deaccelerate the vehicle or drive the vehicle at a constant speed and (ii) control an actuator to release the throttle and automatically adjust the position of the throttle from the current position to a pre-determined position based on satisfaction of one or more pre-determined conditions. The control unit controls the actuator at the predicted time instant only upon satisfaction of one or more pre-determined conditions. The actuator is operably connected to the throttle of the vehicle.
[007] In an embodiment, the pre-determined position of the throttle is based on current gear position and gear ratio of a current gear and a driving gear. The driving gear is a gear operably connected to the crankshaft of the vehicle. The gear ratio is determined as ratio of number of teeth on the current gear and number of teeth of the driving gear.
[008] In an embodiment, the one or more pre-defined conditions correspond to the current speed of the vehicle being greater than or equal to 50 percent of maximum speed of the vehicle associated with the current gear position. It is to be understood that each gear in the gear box has maximum torque and maximum speed generating capacity. The maximum torque and maximum speed generating capacity for each gear is pre-calibrated and stored in the control unit. For a current gear position, the current speed of the vehicle is compared with the pre-calibrated maximum speed associated with said current gear position.
[009] In an embodiment, the pre-determined position of the throttle is within a range of 25-50 percent of the current position of the throttle.
[010] In an embodiment, the time instant is predicted based on a drive pattern of the vehicle and one or more surrounding conditions of the vehicle. The drive pattern of the vehicle is based on input to the throttle received by the rider of the vehicle over a pre-defined interval of time. The surrounding condition of the vehicle comprises traffic and/or terrain information. The control unit receives one or more surrounding conditions of the vehicle via one or more image capturing units, LIDAR sensors and/or GPS sensors. The one or more image capturing units, LIDAR sensors and/or GPS sensors are mounted on the vehicle.
[011] In an embodiment, the control unit is operably connected to a display unit. The display unit is mounted on the vehicle. The display unit is configured to display a signal indicative of automatic control of the throttle.
[012] In an embodiment, the control unit is operably connected to a switch provided on the vehicle. The switch is configured to receive input from the rider of the vehicle to allow or prevent the automatic throttle control of the vehicle.
[013] In another aspect, a method for automatically controlling a throttle of a vehicle is disclosed. The method comprises a step of receiving a current position of the throttle. The step of receiving a current position of the throttle is performed by a control unit. The current position of the throttle is detected by one or more throttle position sensors mounted on the vehicle. The method further comprises a step of receiving a current speed of the vehicle. The step of receiving a current speed of the vehicle is performed by the control unit. The current speed of the vehicle is detected by one or more speed sensors mounted on the vehicle. The method further comprises a step of receiving a current gear position of the vehicle. The step of receiving a current gear position of the vehicle is performed by the control unit. The current gear position of the vehicle is detected by one or more gear position sensors mounted on the vehicle. The method further comprises a step of predicting a time instant at which a rider of the vehicle intends to accelerate the vehicle, deaccelerate the vehicle or drive the vehicle at a constant speed. The method further comprises a step of controlling an actuator to release the throttle of the vehicle and automatically adjust the position of the throttle from the current position to a pre-determined position. The step of controlling the actuator is performed by the control unit at the predicted time instant and on satisfaction of one or more pre-determined conditions.
[014] In an embodiment, the step of predicting the time instant comprises predicting a drive pattern of the vehicle and receiving one or more surrounding conditions of the vehicle. The step of predicting the drive pattern of the vehicle and the step of receiving the surrounding conditions of the vehicle is performed by the control unit. The drive pattern of the vehicle is determined based on input received by the throttle by the rider of the vehicle over a pre-defined interval of time. The one or more surrounding conditions of the vehicle is received by the control unit via one or more image capturing units, LIDAR sensors and/or GPS sensors mounted on the vehicle.
[015] In an embodiment, the one or more pre-defined conditions correspond to the current speed of the vehicle being greater than or equal to 50 percent of maximum speed of the vehicle associated with the current gear position.
[016] In an embodiment, the pre-determined position of the throttle is within a range of 25-50 percent of the current position of the throttle.
[017] In an embodiment, the pre-determined position of the throttle is based on current gear position and gear ratio of a current gear and a driving gear. The driving gear is a gear operably connected to the crankshaft of the vehicle. The gear ratio is determined as ratio of number of teeth on the current gear and number of teeth of the driving gear.

BRIEF DESCRIPTION OF THE DRAWINGS
[018] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a block diagram illustrating a system for automatically controlling a throttle of a vehicle, in accordance with an embodiment of the present invention.
Figure 2 is a flow chart illustrating a method for automatically controlling a throttle of a vehicle, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[019] The present invention relates to a vehicle. More particularly, the present invention relates to a system and a method for automatically controlling a throttle of the vehicle. Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.
[020] Figure 1 is a block diagram illustrating a system 102 for automatically controlling a throttle 104 of a vehicle 100, in accordance with an embodiment of the present invention.
[021] For the purpose of the present invention, the term “vehicle” comprises any vehicle provided with an internal combustion engine and a transmission (gearbox) having a plurality of gears 124 such as, not being limited to scooters, motorcycles, rickshaws, cars, trucks, etc. The term “vehicle” also comprises, not being limited to, conventional internal combustion engine vehicles and hybrid vehicles.
[022] As shown, the vehicle 100 comprises one or more throttle position sensors 106, one or more speed sensors 108, one or more gear position sensors 110 and a control unit 112.
[023] The one or more throttle position sensors 106 are configured to detect a current position of the throttle 104 and transmit the current position of the throttle 104 to the control unit 112. The one or more throttle position sensors 106 are mounted on the vehicle 100. In one non-limiting example, the one or more throttle position sensors 106 are mounted usually on a butterfly spindle/shaft, so that it can directly monitor position of the throttle. The construction and working of the throttle position sensor 106 is well known in the art and has not been discussed in detail.
[024] The one or more speed sensors 108 are configured to detect a current speed of the vehicle 100 and transmit the current speed of the vehicle 100 to the control unit 112. The one or more speed sensors 108 are mounted on the vehicle 100. In one non-limiting example, rim of each wheel 122 of the vehicle 100 is provided with one or more speed sensors 108. The construction and working of the speed sensor 108 is well known in the art and has not been discussed in detail.
[025] The one or more gear position sensors 110 are configured to detect a current gear position. The current gear position indicates a driven gear which is engaged with a driving gear operably connected to a crankshaft of the vehicle 100. In other words, the current gear position merely indicates whether the vehicle 100 is in first gear, second gear, third gear or fourth gear or fifth gear and so on. The one or more gear position sensors 110 are mounted on the vehicle 100. In one non-limiting example, the one or more gear position sensors 110 are placed on a gearbox/transmission housing (not shown). The construction and working of the gear position sensor 110 is well known in the art and have not been discussed in detail.
[026] The control unit 112 is mounted on the vehicle 100. In one non-limiting example, the control unit 112 is positioned on a downtube of the vehicle 100. In another non-limiting example, the control unit 112 is positioned under a seat of the vehicle 100. As already mentioned, the control unit 112 is configured to receive information indicative of current speed, current gear position and current throttle position from the one or more speed sensors 108, the gear position sensors 110 and the throttle position sensors 106 respectively. The control unit 112 is further configured to predict a time instant at which a rider of the vehicle 100 intends to accelerate the vehicle 100, deaccelerate the vehicle 100 or drive the vehicle 100 at a constant speed. At the predicted time instant, upon satisfaction of one or more pre-determined conditions, the control unit 112 is further configured to control an actuator 114 to release the throttle 104 and automatically adjust the position of the throttle 104 from the current position to a pre-determined position. It is to be understood that actuator 114 is operably connected to the throttle 104 of the vehicle 100. In one non-limiting example, the actuator 114 is an electrical actuator, electric linear actuator, hydraulic actuator, pneumatic actuator, magnetic actuator, mechanical actuator and the likes.
[027] In an embodiment, the pre-determined position of the throttle 104 is based on the current gear position and a gear ratio of a current gear and a driving gear. The driving gear is a gear operably connected to the crankshaft of the vehicle 100. The gear ratio is determined as a ratio of number of teeth on the current gear and number of teeth of the driving gear.
[028] In an embodiment, the one or more pre-defined conditions correspond to the current speed of the vehicle 100 being greater than or equal to 50 percent of maximum speed of the vehicle 100 associated with the current gear position. The maximum torque and maximum speed associated with each gear of the gear box/transmission is already stored as a look up table in the control unit 112.
[029] In one non-limiting example, the look up table indicating the maximum speed associated with each gear is as follows:
Gear number Maximum Speed
1 11
2 35
3 60
4 75
5 100
6 125

[030] Rider A is driving in a city with normal traffic and opens the throttle 104 to 50 percent at 3rd gear. The control unit 112 determines that there is no hindrance for the rider and the rider intends to maintain constant speed in the city with moderate traffic conditions. In such a scenario, as the 3rd gear has a maximum speed limit of 60km/hr (as shown in the pre-stored table stored in the control unit), as soon as the current speed of the vehicle 100 crosses 30km/hr, the control unit 112 releases the throttle 104 to zero and, thereafter, immediately opens the throttle 104 to only 30 percent. Thus, with less throttle 104 opening, the vehicle 100 can cruise with the same speed. Thus, same speed is achieved with less throttle opening resulting in fuel efficiency.
[031] In an embodiment, the pre-determined position of the throttle 104 is within a range of 25-50 percent of the current position of the throttle 104. It is to be understood that pre-determined position of the throttle 104 is always less than the current position of the throttle 104 which leads to fuel efficiency without compromising on the speed of the vehicle 100.
[032] In an embodiment, the time instant is predicted using a drive pattern of the vehicle 100 and one or more surrounding conditions of the vehicle. The drive pattern of the vehicle 100 is determined by the control unit 112 based on inputs received on the throttle 104 by the rider of the vehicle 100 over a pre-determined interval of time. The pre-determined intervals of time can be pre-set in the control unit 112 by the manufacturer of the vehicle 100. The one or more surrounding conditions of the vehicle 100 comprises traffic and/or terrain information. The one or more surrounding conditions of the vehicle 100 are received by the control unit 112 via one or more image capturing units, one or more LIDAR (Light Detection and Ranging) sensors and/or one or more global positioning sensors (GPS) mounted on the vehicle 100.
[033] In an embodiment, the control unit is operably connected with a display unit 118. The display unit 118 is configured to display a visual signal indicative of automatic control of the throttle 104. The display unit 118 may also be configured to display a signal indicative of manual control of the throttle 104. The display unit 118 is located on the vehicle 100 such that it is easily visible to the rider while riding the vehicle. In one non-limiting example, the display unit 118 is provided in an instrument cluster of the vehicle 100. The signal indicative of automatic control of the throttle 104 may also be an audio signal or a haptic signal. The audio signal is generated by an audio device mounted on the vehicle 100. The haptic signal is generated by a haptic device mounted on the vehicle 100. The haptic devices are generally mounted on vehicle 100 at locations which are in contact with body of the rider of the vehicle 100 such as handlebar of the vehicle 100, steering wheel of the vehicle 100 and seat of the vehicle 100.
[034] In an embodiment, a switch 120 is provided on the vehicle 100 which is configured to receive input from the rider of the vehicle 100 to switch ON or switch OFF the automatic control of the throttle 104. The switch 120 is provided on the vehicle 100 such that they are easily accessible to the rider while riding the vehicle 100. In one non-limiting example, the switch 102 is provided on the handlebar of the vehicle 100 or the steering wheel of the vehicle 100.
[035] In an embodiment, the control unit 112 comprises a drive pattern and surrounding condition indication unit 112b, a time instant prediction unit 112a, a throttle control unit 112c and a storage unit 116.
[036] The drive pattern and surrounding condition indication unit 112b receives information indicative of input to throttle 104 by the rider of the vehicle 100 over a pre-determined interval of time. The drive pattern and surrounding condition indication unit 112b also receives information indicative of surrounding conditions of the vehicle 100 such as traffic and/or terrain information. The information from the drive pattern and surrounding condition indication unit 112b is transmitted to the time instant prediction unit 112a. The time instant prediction unit 112a is configured to predict a time instant at which the rider of the vehicle 100 intends to accelerate the vehicle, deaccelerate the vehicle 100 or drive the vehicle 100 at a constant speed. The time instant prediction unit 112a transmits the predicted time instant to the throttle control unit 112c. The throttle control unit 112c also receives current throttle position, current speed and current gear position of the vehicle 100 from one or more throttle position sensors 106, one or more speed sensors 108 and one or more gear position sensors 110 respectively. Based on the information received from the time instant prediction unit 112a and one or more above-mentioned sensors 106, 108, 110, the throttle control unit 112c automatically adjust the position of the throttle 104 from the current position to the pre-determined position based on satisfaction of the one or more pre-determined conditions. The storage unit 116 of the control unit 112 is operably connected to the throttle control unit 112c and stores maximum torque and/or maximum speed associated with each gear in the transmission.
[037] Figure 2 is a flow chart illustrating a method 200 for automatically controlling a throttle 104 of a vehicle 100, in accordance with an embodiment of the present invention.
[038] At step 201, the method comprises receiving a current position of the throttle 104. The current position of the throttle 104 is detected by one or more throttle position sensors 106 mounted on the vehicle 100. The current position of the throttle 104 is transmitted from the one or more throttle position sensors 106 to a control unit 112. In one non-limiting example, the one or more throttle position sensors 106 are mounted on a butterfly spindle/shaft, so that it can directly monitor position of the throttle.
[039] At step 202, the method comprises receiving a current speed of the vehicle 100. The current speed of the vehicle 100 is detected by one or more speed sensors 108 mounted on the vehicle 100. The current speed of the vehicle 100 is transmitted from the one or more speed sensors 108 to the control unit 112. In one non-limiting example, a rim of each wheel 122 of the vehicle 100 is provided with one or more speed sensors 108.
[040] At step 203, the method comprises receiving a current gear position of the vehicle 100. The current gear position of the vehicle 100 is detected by one or more gear position sensors 110 mounted on the vehicle 100. The current gear position of the vehicle 100 is transmitted from the one or more gear position sensors 110 to the control unit 112. In one non-limiting example, one or more gear position sensors 110 are mounted on the transmission/gear box housing.
[041] At step 204, the method comprises predicting a time instant at which a rider of the vehicle 100 intends to accelerate the vehicle, deaccelerate the vehicle 100 or drive the vehicle 100 at a constant speed. The step of predicting a time instant is performed by the control unit 112. In one non-limiting example, the step 204 of predicting the time instant is performed by a time instant prediction unit 112a of the control unit 112.
[042] At step 205, the method comprises controlling an actuator 114 to release the throttle 104 and dynamically adjust the position of the throttle 104 from the current position to a pre-determined position. The control unit 112 controls the actuator 114 at the predicted time instant upon satisfaction of one or more pre-determined condition. In one non-limiting example, the step 205 of controlling the actuator 114 is performed by a throttle control unit 112c of the control unit 112. The throttle control unit 112c is operably coupled to the time instant determination unit 112a and is configured to receive predicted time instant from the time instant determination unit 112a.
[043] In an embodiment, the one or more pre-defined conditions correspond to the current speed of the vehicle 100 being greater than or equal to 50 percent of maximum speed of the vehicle 100 associated with the current gear position. The maximum speed and maximum speed generating capacity of the vehicle 100 associated with each gear is already stored as a look up table in the control unit 112. In one non-limiting example, the look up table is stored in a storage unit 116 of the control unit 112.
[044] In an embodiment, the pre-determined position of the throttle 104 is within a range of 25-50 percent of the current position of the throttle 104. It is to be understood that the pre-determined position of the throttle 104 is always less than the current position of the throttle 104 which leads to fuel efficiency without compromising on the speed of the vehicle 100.
[045] In an embodiment, the pre-determined position of the throttle 104 is based on current gear position and gear ratio of a current gear and a driving gear. The driving gear is a gear operably connected to the crankshaft of the vehicle. The gear ratio is determined as ratio of number of teeth on the current gear and number of teeth of the driving gear.
[046] In an embodiment, the step 204 of predicting the time instant comprises predicting a drive pattern of the vehicle 100 and receiving one or more surrounding conditions of the vehicle 100. Both the steps of predicting the drive pattern of the vehicle 100 and receiving the one or more surrounding conditions of the vehicle 100 are performed by the control unit 112. The drive pattern of the vehicle 100 is based on throttle input received by the rider over a pre-defined interval of time. The one or more surrounding conditions are received by the control unit 112 via one or more image capturing units, LIDAR sensors and/or GPS sensors mounted on the vehicle 100. In one non-limiting example, the step of predicting a drive pattern of the vehicle 100 and receiving one or more surrounding conditions of the vehicle 100 is performed by a drive pattern and surrounding condition indication unit 112b of the control unit 112. The drive pattern and surrounding condition indication unit 112b is operably connected to the time instant prediction unit 112a.
[047] It is to be understood that typical hardware configuration of the control unit 112 can include a set of instructions that can be executed to cause the control unit 112 to perform the above-disclosed method.
[048] The control unit 112 may include a processor which may be a central processing unit (CPU), a graphics processing unit (GPU), or both. The processor may be one or more general processors, digital signal processors, application specific integrated circuits, field programmable gate arrays, servers, networks, digital circuits, analog circuits, combinations thereof, or other now known or later developed devices for analyzing and processing data. The processor may implement a software program, such as code generated manually i.e., programmed.
[049] The control unit 112 also include the memory/storage unit 116. The memory 116 may be a main memory, a static memory, or a dynamic memory. The memory 116 may include, but is not limited to, computer readable storage media such as various types of volatile and non-volatile storage media, including but not limited to random access memory, read-only memory, programmable read-only memory, electrically programmable read-only memory, electrically erasable read-only memory, flash memory, magnetic tape or disk, optical media and the like. The memory 116 is operable to store instructions executable by the processor. The functions, acts or tasks illustrated in the figures or described may be performed by the programmed processor executing the instructions stored in the memory.
[050] The control unit 112 may further include a display unit 118 such as a liquid crystal display (LCD), an organic light emitting diode (OLED), a flat panel display, a solid state display, a cathode ray tube or other now known or later developed display device for outputting determined information. The display unit 118 may act as an interface for the user to see the functioning of the processor, or specifically as an interface with the software stored in the memory.
[051] Additionally, the control unit 112 may include an input device configured to allow a user to interact with any of the components of the control unit 112. The input device may be a number pad, a keyboard, or a cursor control device, such as a mouse, or a joystick, touch screen display, remote control or any other device operative to interact with the control unit 112.
[052] The control unit 112 may also include a disk or optical drive unit. The disk drive unit may include a computer-readable medium in which one or more sets of instructions, e.g., software, can be embedded. Further, the instructions may embody one or more of the methods or logic as described. In a particular example, the instructions may reside completely, or at least partially, within the memory or within the processor during execution by the control unit. The memory and the processor also may include computer-readable media as discussed above. The present invention contemplates a computer-readable medium that includes instructions or receives and executes instructions responsive to a propagated signal so that a device connected to a network can communicate data over the network. Further, the instructions may be transmitted or received over the network. The network may include wired networks, wireless networks, Ethernet AVB networks, or combinations thereof. The wireless network may be a cellular telephone network. Further, the network may be a public network, such as the Internet, a private network, such as an intranet, or combinations thereof, and may utilize a variety of networking protocols now available or later developed.
[053] The claimed features/method steps of the present invention as discussed above are not routine, conventional, or well understood in the art, as the claimed features/method steps of the present invention enable the following solutions to the existing problems in conventional technologies. Specifically, the technical problem of the vehicle 100 being driven in a less fuel efficient manner, is solved by the present invention.
[054] The present invention automatically controls the throttle 104 of the vehicle 100 such that the vehicle 100 can operate at a lesser opening of the throttle 104 resulting in better fuel efficiency without compromising on the speed of the vehicle 100.
[055] The overall operating cost of the vehicle 100 is decreased as the vehicle 100 is more fuel efficient as compared with conventional vehicles wherein the throttle 104 is operated manually by the rider of the vehicle 100.
[056] The overall performance of the vehicle 100 is increased as the vehicle 100 is more fuel efficient without compromising on the drivability/speed of the vehicle 100.
[057] The handling of the vehicle 100 is also improved as the throttle control is performed automatically by the control unit 112. The rider of the vehicle 100 does not have to release or press the throttle 104 periodically for achieving maximum fuel efficiency.
[058] The mileage of the vehicle 100 is also improved as the throttle 104 is controlled automatically for maximum speed at low throttle 104 openings.
[059] The market attractiveness of the vehicle 100 is increased as the vehicle employing the system 102 and the method of the present invention is fuel efficient without compromising on the drivability of the vehicle 100.
[060] The emission from the vehicle is also reduced as the throttle 104 of the vehicle 100 is automatically controlled and operates in the most fuel efficient manner.
[061] As already stated, the drivability of the vehicle 100 is not compromised. Accordingly, the power/pick up of the vehicle is also not compromised, even when the vehicle is riding at low throttle openings.
[062] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
100- vehicle
102- system
104- throttle
106- throttle position sensors
108- speed sensors
110- gear position sensors
112- control unit
112a- time instant determination unit
112b-drive pattern and surrounding condition indication unit
112c-throttle control unit
114- actuator
116-storage unit
118- display unit
120- switch
122- wheels
124- gears
, Claims:WE CLAIM:
1. A system (102) for automatically controlling a throttle (104) of a vehicle (100), the system (102) comprising:
- one or more throttle position sensors (106) mounted on the vehicle (100), the one or more throttle position sensors (106) configured to detect a current position of the throttle (104);
- one or more speed sensors (108) mounted on the vehicle (100), the one or more speed sensors (108) configured to detect a current speed of the vehicle (100);
- one or more gear position sensors (110) mounted on the vehicle (100), the one or more gear position sensors (110) configured to detect a current gear position;
- a control unit (112) mounted on the vehicle (100), the control unit (112) in communication with the one or more throttle position sensors (106), the one or more speed sensors (108) and the one or more gear position sensors (110), the control unit (112) configured to:
• predict a time instant at which a rider of the vehicle (100) intends to perform one of: accelerate the vehicle (100), deaccelerate the vehicle (100) and drive the vehicle (100) at a constant speed;
• control, at the predicted time instant, an actuator (114) to release the throttle (104) and automatically adjust the position of the throttle (104) from the current position to a pre-determined position based on satisfaction of one or more pre-determined conditions.

2. The system (102) as claimed in claim 1, wherein the one or more pre-determined conditions correspond to the current speed of the vehicle (100) being greater than or equal to 50 percent of a maximum speed of the vehicle (100) associated with the current gear position.

3. The system (102) as claimed in claim 1, wherein the pre-determined position of the throttle (104) is based on the current gear position and gear ratio of a current gear and a driving gear.

4. The system (102) as claimed in claim 2, wherein the maximum speed is a pre-calibrated speed stored in a storage unit (116) of the control unit (112).

5. The system (102) as claimed in claim 1, wherein the pre-determined position of the throttle (104) is within a range of 25-50 percent of the current position of the throttle (104).

6. The system (102) as claimed in claim 1, wherein the control unit (112) is configured to predict a drive pattern of the vehicle (100) and receive one or more surrounding conditions of the vehicle (100) to predict the time instant.

7. The system (102) as claimed in claim 6, wherein the drive pattern of the vehicle (102) is based on input to throttle (104) received by the rider over a pre-determined interval of time.

8. The system (102) as claimed in claim 6, wherein the one or more surrounding conditions are received by the control unit (112) via at least one of: one or more image capturing units, LIDAR sensors and GPS sensors mounted on the vehicle (100).

9. The system (102) as claimed in claim 1, wherein the control unit (112) is operably connected to a display unit (118) mounted on the vehicle (100), the display unit (118) configured to display a signal indicative of automatic control of the throttle (104).

10. The system (102) as claimed in claim 1, wherein the control unit (112) is operably connected to a switch (120), the switch (120) configured to receive input from the rider of the vehicle (100) to allow or prevent automatic control of the throttle (104) of the vehicle (100).

11. A method (200) for automatically controlling a throttle (104) of a vehicle (100), the method comprising:
- receiving (201), by a control unit (112), a current position of the throttle (104), the current position of the throttle (104) being detected by one or more throttle position sensors (106) mounted on the vehicle (100);
- receiving (202), by the control unit (112), a current speed of the vehicle (100), the current speed of the vehicle (100) being detected by one or more speed sensors (108) mounted on the vehicle (100);
- receiving (203), by the control unit (112), a current gear position, the current gear position being detected by the one or more gear position sensors (110) mounted on the vehicle (100);
- predicting (204), by the control unit (112), a time instant at which a rider of the vehicle (100) intends to perform one of: accelerate the vehicle (100), deaccelerate the vehicle (100) and drive the vehicle at a constant speed; and
- controlling (205), at the predicted time instant, an actuator (114) to release the throttle (104) and automatically adjust the position of the throttle (104) from the current position to a pre-determined position based on satisfaction of one or more pre-determined conditions.

12. The method (200) as claimed in claim 11, wherein the pre-determined condition corresponds to the current speed of the vehicle (100) being greater than or equal to 50 percent of a maximum speed of the vehicle (100) at the current gear position.

13. The method (200) as claimed in claim 11, wherein the pre-determined position of the throttle (104) is within a range of 25-50 percent of the current position of the throttle (104).

14. The method (200) as claimed in claim 11, wherein the pre-determined position of the throttle (104) is based on the current gear position and gear ratio of a current gear and a driving gear.

15. The method (200) as claimed in claim 11, wherein the step of predicting the time instant comprises:
- predicting, by the control unit (112), a drive pattern of the vehicle (100), the drive pattern of the vehicle (100) based on throttle input received by the rider over a pre-defined interval of time; and
- receiving, by the control unit (112), one or more surrounding conditions of the vehicle (100), the one or more surrounding conditions being received by the control unit (112) via at least one of: one or more image capturing units, LIDAR sensors and GPS sensors mounted on the vehicle.

Dated this 12th day of October 2022

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471