DESC:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENT RULES, 2003

COMPLETE SPECIFICATION

(See Section 10 and Rule 13)

Title of invention:
A THROTTLE POSITION SENSOR ASSEMBLY INTEGRATED WITH AN AUTO START FEATURE
APPLICANT:
Varroc Engineering Limited.
L-4, MIDC Waluj,
Aurangabad 431136,
Maharashtra, India

The following specification particularly describes the invention and the manner in which is to be performed.

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
The claims priority from the Indian Patent Application Number 202021055142 filed on 18th day of December 2020, incorporated herein by reference.
TECHNICAL FIELD
The present disclosure relates to the field of Throttle Position Sensor Assembly for Two-Wheeler automobiles, and more particularly to a Throttle Position Sensor Assembly equipped with an auto start feature.
BACKGROUND
The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology.
In the conventional art, a Throttle Position Sensor Assembly is mounted on the ends of the steering Handlebar of a Two-Wheeler automobile, comprising a throttle pipe, a torsion spring, a rotor, and a casing to enclose thereof. Further, the throttle pipe is mechanically coupled to a rotor, wherein the rotor is manually rotated against a torsion spring. Further, the rotation of throttle pipe may vary the entry of air and fuel mixture to the engine cylinder, which may further vary speed of the automobile.
Further, the Throttle Position Sensor Assembly may comprise two variants, i.e. a contact type Throttle Position Sensor Assembly and a non-contact type Throttle Position Sensor Assembly. Further, the contact type Throttle Position Sensor Assembly comprises a mechanical coupling of the throttle pipe to a throttle linkage of an automobile carburettor. However, the throttle pipe and the throttle linkage may be exposed to harsh operating conditions, which may result in failure of the Throttle Position Sensor assembly. These systems were replaced by a passive non-contact type Throttle Position Sensor Assembly. The passive non-contact type Throttle Position Sensor Assembly comprises a Hall sensor and a magnet instead of a mechanical coupling, wherein the magnet may be assembled within a rotor of the Throttle Position Sensor Assembly, and further the rotor is coupled to the Throttle Pipe. Further, the magnet may be enabled to rotate along with the throttle pipe, wherein the rotation of the magnet may create a change in magnetic flux. The change in magnetic flux may be sensed by the Hall sensor located below the magnet which generates a sensor signal to an Electronic Control Unit (ECU) of the vehicle. Further the Electronic Control Unit (ECU) of the vehicle may control the fuel injection into the engine cylinder, thereby controlling the speed of the vehicle.
As mentioned above, the rotor, Hall Sensor, magnet, torsion spring and the harness for such system already accounts for majority of space on the handlebar of the automobile. Further, incorporating additional yet necessary functions such as a blinker switch, a fog lamp switch, or an ignition switch may also result in development of more complex structures, as the electronic assemblies for these function have to be embedded therein, in much lesser space.
Therefore, there is a long-felt need for an improved Throttle Position Sensor Assembly embedded with any of the aforementioned necessary functions, enabling assembly of lesser switches on the Throttle Position Sensor Assembly, and thereby reducing complexity of such assemblies.
SUMMARY
This summary is provided to introduce concepts related system a Throttle Position Sensor Assembly Integrated with an auto-start feature and the concepts are further described below in the detailed description. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.
The present disclosure relates to a Throttle Position Sensor Assembly Integrated with an auto-start feature (hereinafter referred to as Auto-start TPS Assembly). Further, the Auto-start TPS Assembly may comprise a throttle pipe, a rotor, a casing, a plunger housing, a plunger, and a compression spring. Further, the rotor may be coupled with the throttle pipe wherein the throttle pipe is rotatably mounted at one end of a vehicle handlebar, which enables the rotor to rotate along with the throttle pipe. Further, the rotor may comprise a detent profile and a detent groove. Further, the casing may comprise an upper case and a lower case. Further, the lower case may accommodate the plunger housing, wherein the plunger housing may house a compression spring and a plunger. Further, the plunger may be seated on the compression spring. Further, the plunger housing and the rotor is assembled in such a way that the plunger is configured to maintain a point contact with the detent profile and detent groove. Further, the spring force by the compression spring enables the plunger to maintain a constant point contact with the detent profile and detent groove. Further, due to this configuration, the rotation of the rotor in a clockwise or a counterclockwise direction actuates the plunger in vertical direction.
In one embodiment of the present disclosure, the Auto-start TPS Assembly functions in three steps to automatically start and accelerate the vehicle. Further, in the first step, the throttle pipe of the Auto-start TPS Assembly is configured to be in a neutral condition, i.e., devoid of any manual rotation by the driver. Further, in the neutral condition, the plunger is restricted within the detent groove by an upward force, wherein the upward force is due to the spring action of the compression spring. Further, in the second step, the throttle pipe of the Auto-start TPS Assembly is rotated in a clockwise direction, wherein rotation in the clockwise direction actuates the plunger in downwards direction against the spring force. Further, downwards actuation of the plunger generates a haptic, and the rotation in the clockwise direction generates a voltage, wherein the voltage output is transmitted to an ECU, and the ECU facilitates the starting of the automobile accordingly. Further, the throttle pipe is returned to neutral position by the spring action of the torsion spring. Further, in the third step, the throttle pipe of the Auto-start TPS Assembly is rotated in counterclockwise direction to accelerate the vehicle and control the speed of the automobile accordingly.

BRIEF DESCRIPTION OF DRAWINGS
The detailed description is described with reference to the accompanying Figures. In the Figures, the left-most digit(s) of a reference number identifies the Figure in which the reference number first appears. The same numbers are used throughout the drawings to refer like features and components.
Figure 1 illustrates an isometric view 100 of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.
Figure 2 illustrates an exploded view 200 of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.
Figure 3 illustrates a sectional view 300 of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.
Figure 4 illustrates an isometric view 400 of a rotor of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.
Figure 5 illustrates a detent profile 500 of the rotor of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.
Figure 6 illustrates a sectional view 600 wherein a throttle of the Auto-start TPS Assembly is in neutral position, in accordance with an embodiment of the present subject matter.
Figure 7 illustrates a sectional view 700 wherein the throttle of the Auto-start TPS Assembly is rotated in clockwise direction, in accordance with an embodiment of the present subject matter.
Figure 8 illustrates a sectional view 800 wherein the throttle pipe of Auto-start TPS Assembly is rotated in counter-clockwise direction, in accordance with an embodiment of the present subject matter.
Figure 9 illustrates a voltage output graph 900 generated by the operation of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION
Reference throughout the specification to “various embodiments,” “some embodiments,” “one embodiment,” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, appearances of the phrases “in various embodiments,” “in some embodiments,” “in one embodiment,” or “in an embodiment” in places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner in one or more embodiments.
Now, referring to Figure 1, which illustrates an isometric view 100 of a Throttle Position Sensor integrated with an auto-start feature (hereinafter referred to as Auto-start TPS Assembly), in accordance with an embodiment of the present subject matter. Further, the Auto-start TPS Assembly may be configured to start a vehicle when manually rotated in clockwise direction and accelerate the said vehicle when manually rotated in counter-clockwise direction. Further, during the rotation, the Auto-start TPS Assembly produces and a haptic and a variable output voltage, the mechanism of which is illustrated in the following embodiments.
Now, referring to Figure 2, illustrates an exploded view 200 of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter. Further, the Auto-start TPS Assembly may comprise a lower case (1), a compression spring (2), a plunger (3,) a plunger housing (4), a plurality of M2 screws (5a, 5b, 5c), a printed circuit board (6), a torsion spring (7), a rotor (8), a magnet (9), an epoxy (10), a TPS cover (11), a plurality of M3 screws (12a, 12b), a throttle pipe (13), a right-hand grip (14), an upper case (15), an illumination case (16), and an engine kill knob (17).
In one embodiment, the throttle pipe (13) as shown in figure 2 may be configured to rotate up to a pre-defined angle around the handlebar axis, wherein rotation of the throttle pipe (13) may govern the speed of vehicle. Further, the throttle pipe (13) may be coupled to the rotor (8), wherein the rotor (8) may be enabled to rotate along with the throttle pipe (13). Further, the rotor (8) may be coupled with a torsion spring (7), wherein the torsion spring (7) may be compressed when the throttle pipe (13) may be rotated during start/acceleration and further retracted to retain the throttle pipe (13) to its initial position. Further, the rotor (8) may be provisioned with a magnet (not shown in figure), and wherein the said rotor (8) may be covered with the TPS cover (11), followed by encapsulation beneath the upper case (15). Further, the TPS cover (11) may be fixated to the lower case (1) using M3 screws (12a, 12b).
In one embodiment, the Auto-start TPS Assembly may comprise the plunger housing (4), wherein the plunger housing (4) may be configured to accommodate the plunger (3) and the compression spring (2). Further, the plunger housing (4) may be positioned and fixated using M2 screws (5a, 5b, 5c) to the lower case 1, just below the rotor (8). Further, the plunger housing (4) may be positioned below the rotor (8) in such a way that the plunger (3) may always maintain a point contact with the profiles and groove of the rotor (8).
In one embodiment, the Auto-start TPS Assembly may comprise the printed circuit board (6), wherein the printed circuit board (6) may comprise a chip resistor, a chip capacitor, and a Hall sensor IC (not shown in figure). Further, the printed circuit board (6) may be connected to an Electronic Control Unit (ECU) via the wiring harness (not shown in figure).
In one embodiment, the printed circuit board (6) may be positioned below the rotor (3), such that the neutral axis the printed circuit board (12) may coincide with the neutral axis of the rotor (8). Further, the rotation of rotor (8) may vary magnetic flux through the printed circuit board (12), due to which an output voltage may be generated. Further, the output voltage may be transmitted to the Electronic Control Unit (ECU) via the wiring harness, and the vehicle speed is increased/decreased accordingly.
In one embodiment, the right-hand grip (14) is provisioned on the throttle pipe (13), wherein the right-hand grip (14) ensures the driver to maintain a proper grip on the throttle pipe (13).
In one embodiment, the upper case (15) may further comprise a plurality of extrusions. The plurality of extrusions may be configured to integrate various modules at least comprising a plurality of switches such as the engine kill module (17), an illumination case (16), and the like.
Now, referring to figure 3, which illustrates a sectional view 300 of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter. Further, the sectional view illustrates a position of the plunger housing (4), the plunger (3) and the compression spring (2). Further, the plunger housing (4) may be configured to accommodate the plunger (3) and the compression spring (2). Further, as illustrated in the figure, the plunger (3) may rest on the compression spring (2), wherein the plunger (3) may compress the compression spring (2) and further wherein the plunger (3) may be retaliated by the compression spring (2), Further, it may be seen that the plunger (3) may be in a constant point contact with the rotor (8). Further, the rotation of the rotor (8) may force down or push up the plunger (3), the significance of which is illustrated in the following embodiments.
Now, referring to Figure 4 which illustrates the isometric view 400 of the rotor of the Auto-start TPS Assembly, in accordance with an embodiment of the present subject matter. Further, the rotor (8) may be provisioned with a detent groove (18), wherein the detent groove (18) may comprise a semicircular cross-section. Further, in one embodiment, the provision of the detent groove (18) enables restriction of the plunger (3) therein. Further, the restriction of the plunger (3) in the detent groove may provision rotation of the rotor (8) in the clockwise direction or in the counterclockwise direction and further may provide a haptic when the rotor (8) may be rotated in clockwise or counterclockwise direction. Further, the rotation of throttle pipe (13) may rotate the rotor (8) in the clockwise or counterclockwise direction, which may provide varying output voltages for every corresponding throttle position.
In one embodiment, the plunger (3) may comprise a plunging rod, wherein the plunging rod may be configured to be push-inserted by the compression spring (2) into the detent groove (18). Further, the plunger (3) or a device may also be a ball, a cylindrical rod, a tactile type cylinder block, and the like.
Now, referring to Figure 5, which illustrates a detent profile 500 of the rotor (8) of the Throttle Position Sensor integrated with an auto-start feature, in accordance with an embodiment of the present subject matter. In one embodiment, the rotor (8) may be enabled with a detent profile (19a, 19b), wherein the detent profile (19a, 19b) may be a solid elevation with an angular structure, which is illustrated in the figure. Further, the angular structure of the detent profile (19a, 19b) may progressively push the plunger (3) in vertical downward direction, when the rotor (8) may be rotated in clockwise or counterclockwise direction.
On one embodiment, the synergy of the detent profile (19a, 19b) may be similar to a cam and follower mechanism, wherein the detent profile (19a, 19b) may act as a cam and the plunger (3) may act as a follower. Further, when the plunger (3) is pushed downwards, a variety of throttle positions may occur, and a corresponding voltage output may be generated, which may start or increase/decrease the speed of the vehicle accordingly.
Now, to start and accelerate the vehicle using the Auto-start TPS Assembly, a functional sequence may be followed, wherein the sequence may initially comprise the Auto-start TPS Assembly in neutral state. Further, the throttle pipe (13) may be rotated in clockwise direction to start the vehicle, and further followed by rotating the throttle pipe (13) in counterclockwise direction to increase the acceleration, which may further increase the speed of the vehicle accordingly. Further, as the throttle pipe (13) may be rotated against the torsion spring (7), the return for of the said torsion spring (7) may return the throttle pipe to its initial position, thereby positioning the plunger (3) in the detent groove (18) respectively.
In one embodiment, refer to Figure 6, which illustrates a sectional view 600 wherein a throttle pipe (13) of the Throttle Position Sensor is in neutral position, in accordance with an embodiment of the present subject matter. Further, it can be seen that the rod of the plunger (3) may be push-inserted into the detent groove (18) of the rotor (8) by the upward force of the compression spring (2). Further, the vehicle engine may not be operational in the neutral position. Furthermore, the throttle pipe (13) may be rotated either in clockwise direction or in the counterclockwise direction, due to which a corresponding voltage output may be generated, which may start or increase/decrease the speed of the vehicle accordingly.
In one embodiment, referring to Figure 7, which illustrates the next step wherein the Auto-start TPS Assembly is rotated in clockwise direction, in accordance with an embodiment of the present subject matter. Further, during this step, the throttle pipe (13) may be rotated in the clockwise direction, due to which the rotor (8) may also be rotated in the same direction. Further, due to the rotation, the detent profile (19a) may come in contact with the plunger (3). Further, the plunger (3) may be pushed downwards by the detent profile (19a), thereby providing a variety of haptic and output voltage accordingly. Further, the downward motion of the plunger (3) may generate an haptic for starting the vehicle, and wherein the rotation of the rotor (8) may generate a voltage, which may be received by the ECU, and thereafter, the engine of the vehicle may be started. Using this mechanism, the auto-start feature may be realized.
In one embodiment, referring to Figure 8, which illustrates the next step wherein the Auto-start TPS Assembly is rotated in counterclockwise direction, in accordance with an embodiment of the present subject matter. Further, during this step, the throttle pipe (13) may be rotated in the counterclockwise direction, due to which the rotor (8) may also be rotated in the same direction. Further, due to the rotation, the detent profile (19b) may come in contact with the plunger (3) of the counterclockwise direction. Further, the plunger (3) may be pushed downwards by the detent profile (19b) due to rotation of the rotor (8) in the counterclockwise direction, thereby providing a variety of haptic and output voltage accordingly. Further, the downward motion of the plunger (3) may generate an haptic for acceleration of the vehicle, and counterclockwise rotation of the rotor may generate a voltage, wherein the voltage may be received by the ECU, and thereafter, the vehicle may be accelerated, or speed of the vehicle may be increased accordingly. Further, as the throttle pipe (13) may be rotated against the torsion spring (7), the return for of the said torsion spring (7) may return the throttle pipe to its initial position, thereby positioning the plunger (3) in the detent groove (18) respectively, therefore reducing the speed of the vehicle.
In one embodiment, refer to figure 9, which illustrates a voltage output graph 900 generated by the operation of the Auto-start TPS Assembly. Further, it may be seen that the x-axis of the graph signifies the throttle angle, wherein the throttle angle refers to the angle of rotation of the throttle pipe (13) of the Auto-start TPS Assembly. Further, y-axis of the graph refers to the sensor output voltage or the output voltage generated due to rotation of the throttle pipe (13) of the Auto-start TPS Assembly. Further, the negative throttle angle may indicate the rotation of the throttle pipe (13) in the clockwise direction, and the positive throttle angle may indicate the rotation of the throttle pipe (13) in the counterclockwise direction. Further, referring to the figure, it may be seen the increasing slope of graph in the negative throttle angle axis, which states that an output voltage may be generated during the rotation of the throttle pipe (13) in the clockwise direction. Further, the increasing slope of graph in the positive throttle angle axis states that an output voltage may be generated during the rotation of the throttle pipe (13) in the counterclockwise direction. Further, the output voltage generated during the rotation of the throttle pipe (13) in the clockwise direction may be transmitted to the ECU, thereafter the vehicle is started. Further, the output voltage generated during the rotation of the throttle pipe (13) in the counterclockwise direction may be transmitted to the ECU, thereafter the vehicle speed may be increased accordingly.
Now, the aforementioned illustrated embodiments offer the following advantages over the conventional Throttle Position Sensor Assembly, which may be but not limited to:
? The Auto-start TPS Assembly is provisioned with a water resistivity as per IP67 compliance.
? The Auto-start TPS Assembly may be used in two-wheelers, three wheelers and even four wheelers accordingly.
? Ease of manufacturing of the rotor provisioned with the detent features.
? Reduction in cost of manufacturing and packaging, as compared to that of conventional TPS Assembly or individual control switch.
? Provision of multiple operations in the Integrated TPS Assembly, the multiple operations including but are not limited to:
o Idling of Engine.
o Kill/run/start operation of the engine
o On/Off of Fog Lamp.
The embodiments, examples and alternatives of the preceding paragraphs or the description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.
Although implementations for the Auto-Start TPS Assembly switch have been described in language specific to structural features and/or methods, it is to be understood that the appended claims are not necessarily limited to the specific features or methods described. Rather, the specific features and methods are disclosed as examples of implementations for Auto-Start TPS Assembly.
,CLAIMS:WE CLAIM:
1. A Throttle Position Sensor Assembly (100), comprising:
a throttle pipe (13), wherein the throttle pipe (13) is rotatably mounted at one end of a vehicle handlebar;
a rotor (8), wherein the rotor (8) is coupled to the throttle pipe (13), wherein the rotor (8) comprises a detent profiles (19a, 19b) and a detent groove (18); and
a casing, wherein the casing comprises a upper case (15) and a lower case (1), wherein the lower case (1) comprises a plunger housing (4), wherein the plunger housing (4) is configured to house a plunger (3) and a compression spring (2), wherein the plunger (3) is rested on the compression spring (2) within the plunger housing (4), wherein the plunger housing (4) is positioned below the rotor (8), wherein the plunger (3) is configured to maintain constant contact with the detent profile (19a, 19b) or a detent groove (18) depending upon the position of the rotor (8) to produce a variety of haptic.

2. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the spring force from the compression spring (2) enables the plunger (3) to maintain a constant contact with the detent profile (19a, 19b) and the detent groove (18).

3. The Throttle Position Sensor Assembly as claimed in claims 1 and 2, wherein the detent profile (19a, 19b) comprises an elevated slope structure and the detent groove (18) comprises a semi-circular aperture.

4. The Throttle Position Sensor Assembly as claimed in claim 3, wherein rotating the throttle pipe (13) rotates the rotor (8) in a counter-clockwise or a clockwise direction, wherein the rotation of the rotor in the counter-clockwise or the clockwise direction enables the detent profile (19a, 19b) to actuate the plunger (3) vertically upwards or downwards.

5. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the detent groove (18) is positioned between the detent profiles (19a, 19b), and wherein the plunger (3) contacting the detent groove (18) represents a neutral state.

6. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the variety of haptics are assigned functions such as acceleration or deceleration, or starting a vehicle, and the like.

7. The Throttle Position Sensor Assembly as claimed in claims 4 and 6, wherein the rotation of the throttle pipe (13) from the neutral state in clockwise direction actuates the plunger (3) vertically downwards, which provides the haptic to start the vehicle.

8. The Throttle Position Sensor Assembly as claimed in claims 4 and 6, wherein the rotation of the throttle pipe (13) from the neutral state in counterclockwise direction actuates the plunger (3) vertically downwards, which provides the haptic to accelerate/decelerate the vehicle.

Dated this 18th day of December 2020

Priyank Gupta
Agent for the Applicant
IN/PA-1454