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 HANDLEBAR SWITCH
APPLICANT:
Varroc Engineering Limited.
L-4, MIDC Waluj,
Aurangabad 431136,
Maharashtra, India

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

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
The present application claims priority from an Indian patent Application No: 202021018107, filed on 28th of April 2020, incorporated herein by a 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 eliminating friction between subcomponents present in the Throttle Position Sensor Assembly.
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. Further, the throttle pipe is mechanically coupled to a throttle linkage of a carburettor via a plurality of cables. 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.
However, the mechanical coupling of the throttle pipe to 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, 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 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.
One of such passive non-contact type Throttle Position Sensor is disclosed by Applicant’s PCT Application WO2016/092564 A2. WO2016/092564 A2 discloses a Throttle Position Sensor comprising a throttle pipe, a friction plate/ring, a rotor assembly, a magnet, a torsion spring, an upper case, a lower case, a locating pin, a hall sensor IC, a printed circuit board, a wiring harness, and a friction plate/ring mounted between the throttle pipe, and the surface of the lower case and upper case.
Further, the Throttle Position Sensor comprises the rotor assembly, wherein the rotor assembly further comprises a magnet housing, wherein the housing is configured to accommodate the magnet. Further, the rotor assembly is coupled to the throttle pipe, wherein the rotor assembly is configured to rotate along with the throttle pipe. Further, the rotor assembly is enclosed between the upper case and the lower case. Further, the lower case of the Throttle Position Sensor comprises a hall sensor IC, wherein the Hall sensor IC is soldered with the printed circuit board which is connected with the wire harness. Further, The Hall sensor IC may be placed below the rotor assembly, more preferably below the neutral axis of the magnet. Further, the Hall sensor IC may be configured to detect the rotation of the magnet, thereby detecting rotation of the throttle pipe.
Further, for a frictionless rotation, a friction ring/plate may be enabled between the throttle pipe, the upper case and the lower case, Further, the friction ring/plate may be twisted and glued to the throttle pipe. Further, the friction ring/plate is provided with a ring-shaped structure, wherein the ring-shaped structure comprises a V-shaped structure. Further, the V-shaped structure provides a projection, wherein the projection is configured to maintain line contact with the walls of the upper case and the lower case. Further, the throttle pipe enabled with friction ring is enabled to slide over the walls of the upper case and the lower case, thereby eliminating friction between the upper case, the lower case and the throttle pipe. Further, the Throttle Position sensor also comprises a torsion spring coupled to the rotor, wherein the torsion spring may further be configured for returning the throttle pipe to the initial position.
However, the torsion spring also restricts free rotation of the throttle pipe, due to which the friction ring/plate is always intact with the upper case, the lower case and the throttle pipe. Further usage may cause in wearing down of the friction plate/ring, thereby resulting in uneven alignment of the rotor, between the throttle pipe and the upper case and the lower case. Further, the uneven alignment of rotor may result in uneven rotation of the rotor which eventually may result in uneven rotation of the magnet thereby generating errors in the output provided by the Hall sensor IC, which overall impacts the output to the Electronic Control Unit.
Therefore, there is a long-felt need for an improved friction removal means, enabling smooth operation of the Throttle Position Sensor Assembly.
SUMMARY
This summary is provided to introduce concepts related system a Throttle Position Sensor Assembly Integrated with Handlebar Switch 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 (hereinafter referred to as Integrated TPS Assembly). Further, the Integrated TPS Assembly comprises a throttle pipe, wherein the throttle pipe is rotatably mounted at one end (right end) of a vehicle handlebar. Further, the TPS Assembly comprises a rotor, wherein the rotor comprises a magnet housing, wherein the magnet housing is configured to accommodate a magnet. Further, the rotor is coupled to a throttle pipe. Further, the TPS assembly comprises a casing, wherein the casing comprises a front case and a rear case and wherein the rear case comprises a plurality of casing walls. Further, the TPS assembly comprises a torsion spring. Further, the rotor and the torsion spring may be coupled with the throttle pipe, wherein the rotor is also configured to rotate along with the throttle pipe. Further, the rotor and the torsion spring may be assembled within the TPS cover and the rear case, further wherein the TPS cover may be covered by the front case. Further, a Hall sensor IC may be integrated with a printed circuit. The Hall IC sensor integrated with the printed circuit may be mounted at the base of the rear case, more preferably between the casing walls of the rear case, just below the rotor. Further, the rear portion of the magnet housing may further be provisioned with a rotor protrusion, wherein the rotor protrusion comprises a V-shaped feature, wherein the V-shaped feature is configured to maintain a line contact with the rear case. Further, the line contact of the rotor protrusion with the casing wall of the rear case enables smooth rotation of the rotor and the throttle pipe, when the throttle pipe may be rotated manually by a driver.
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 exploded view 100 of a conventional Throttle Position Sensor and an isometric view of a friction ring/plate as disclosed in an Application, WO2016/092564 A2.

Figure 2 illustrates an exploded view 200 of engagement of the friction ring/plate, as disclosed in the Application, WO2016/092564 A2.

Figure 3 illustrates an exploded view 300 of the Integrated TPS Assembly, in accordance with an embodiment of the present subject matter.

Figure 4 illustrates an isometric view 400 of a rotor, in accordance with an embodiment of the present subject matter.

Figure 5 illustrates a profile 500 of the rotor protrusion, in accordance with an embodiment of the present subject matter.

Figure 6 illustrates a magnified view 600 of the engagement of the rotor protrusion with the rear case, in accordance with an embodiment of the present subject matter.

Figure 7 illustrates an isometric view 700 of the method of assembly of Hall Sensor IC and wiring harness with the rear case, in accordance with an embodiment of the present subject matter.

Figure 8 illustrates an isometric view 800 of the method of assembly of rear case, rotor and throttle pipe, in accordance with an embodiment of the present subject matter.

Figure 9 illustrates an isometric view 900 of the Integrated 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 refer to Figure 1, an exploded view 100 of the conventional Throttle Position Sensor and an isometric view of a friction ring/plate disclosed in the application WO2016/092564 A2 is illustrated. As shown, the Throttle Position Sensor comprises a throttle pipe 1, a friction plate/ring 2, a rotor assembly 3, a magnet 4, a torsion spring 5, an upper case 6, a locating pin 9, a lower case 10, a hall sensor IC 11, a printed circuit board 12, a wire harness 13, a chip resistor and chip capacitor 14, a cable tie 15, a line of contact 16 between the friction ring 2 surface and the surface of the lower case 10 and the upper case 6. Further, the friction plate/ring 2 may be assembled with the throttle pipe 1. Further, as described above, the friction plate/ring 2 may be located between the throttle pipe 1 and the lower case 10 as well as the upper case 6, thereby separating the contact between the throttle pipe 1 and the lower case 10 as well as the upper case 6. Further, the friction plate/ring 2 may comprise a projection 16, wherein the projection 16 may be configured to maintain a line contact with the inner surface of the lower case 10 as well as the upper case 6. Further, the friction plate/ring 2 may be enabled to eliminate friction between the rough surfaces of the rotor 3 and the lower case 10 as well as the upper case 6. It must be noted herein that the mounting of the friction plate/ring 2 between the rotor 3 and the lower case 10 as well as the upper case 6 separates the relative contact thereto.
Now, referring to figure 2, an exploded view 200 of engagement of the friction ring/plate 2 as disclosed in the application WO2016/092564 A2 is illustrated. As shown, the friction plate/ring 2 may be structurally enabled with a V-shaped feature having a projection 16, wherein the projection 16 is configured to maintain line contact with the walls of upper case 6 and the lower case 10. Further, the throttle pipe 1 enabled with friction ring/plate 2 is enabled to slide over the walls of the upper case 6 and the lower case 10, thereby eliminating the friction between the upper case 6, the lower case 10 and the throttle pipe 1. Further, elimination of friction between the upper case 6, the lower case 10 and the throttle pipe 1 facilitates the throttle pipe 1 to rotate freely, when rotated manually by the driver.
However, the aforementioned conventional TPS is subjected to a technical problem. Specifically, exposure to constant rotation or frequent usage of the throttle pipe 1 may result in wear and tear of the friction plate/ring 2. Further, such wear and tear of the friction plate/ring 2 may result in uneven alignment of the rotor 3 against the wall of the upper case 6, and the lower case 10. Further, uneven alignment of rotor 3 may further result in uneven rotation of the rotor 3 ultimately lead to uneven rotation of the magnet 4. Further, uneven rotation of the magnet 4 may generate unwanted errors in the output from the Hall Sensor IC 11.
In order to alleviate the technical problem of wearing and tearing of the friction plate/ring 2, the present subject matter proposes a rotor protrusion 21, the details of which are hereinafter described in the following embodiments.
Referring to Figure 3, an exploded view 300 of the Integrated TPS Assembly is illustrated, in accordance with an embodiment of the present subject matter. As shown, the Integrated TPS Assembly may comprise a throttle pipe 1, a rotor 3, a magnet 4, a torsion spring 5, a TPS cover 6, a plurality of primary screws 7a, 7b, and 7c, a plurality of insert nuts 8a and 8b, a locating pin 9, a rear case 10, a Hall sensor IC 11, a printed circuit board 12, a wiring harness 13, a chip resistor and chip capacitor 14, a cable tie 15, a plurality of secondary screws 16a and 16b, a front case 17, an engine kill module 18, a fog lamp module 19, a throttle pipe grip 20, a rotor protrusion 21, a handlebar 22 and a casing.
In one embodiment, the throttle pipe 1 as shown in figure 3 may be configured to rotate up to a pre-defined angle up to 85° around the handlebar axis, wherein rotation of the throttle pipe 1 may govern the speed of vehicle. Further, the throttle pipe 1 may be coupled to the rotor 3 which is enabled to rotate along with the throttle pipe 1. Further, the rotor 3 may be coupled with a torsion spring 5 configured to rotate along with the rotor 3 and throttle pipe 1, as well as retain the throttle pipe 1 to the initial position. Further, the rotor 3 comprises a magnet housing, wherein the magnet housing may act as a pocket configured to accommodate the magnet 4. Further, the rotor 3 may comprise a rotor protrusion 21 which may be located at rear side of the magnet housing.
In one embodiment, the Hall Sensor IC 11 as shown in figure 3 may be soldered to the printed circuit board 12. Further, the printed circuit board 12 may comprise a chip resistor and a chip capacitor 14. Further, the components including the Hall Sensor IC 11 and the printed circuit board 12 may be connected to an Electronic Control Unit (ECU) via the wiring harness 13.
In one embodiment, as shown in figure 3, the Hall Sensor IC 11 and the printed circuit board 12 may be positioned below the rotor 3, such that the center of two dies of the Hall Sensor IC 11 and the printed circuit board 12 may coincide with a magnet width center of the magnet 3. Further, the rotor 3, the Hall Sensor IC 11 and the printed circuit board 12, and the throttle pipe 1 may be enclosed in a casing.
In one embodiment, the casing may be formed by joining a front case 17 and a rear case 10. In one embodiment, the front case 17 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 19, a fog lamp module 20, and the like. In another embodiment, the rear case 10 comprises a plurality of casing walls 23a, 23b. Further, the portion between the plurality of casing walls 23a, 23b are configured to receive the rotor 3, the Hall Sensor IC 11 and the printed circuit board 12.
Now referring to figure 4, an isometric view 400 of the rotor 3 (shown in figure 3) is illustrated, in accordance with an embodiment of the present subject matter. As shown, the rotor 3 may comprise a magnet housing means 40, wherein the magnet housing means 40 may be configured to accommodate a magnet 4 (not shown in figure 4). Further, the rear portion of the magnet housing means 40 may be enabled with the rotor protrusion 21. The rotor protrusion 21, when assembled, may be configured to maintain a line contact with casing wall of the rear case 10. Further, the rotor comprises a plurality of grooves 42 configured to receive a plurality of teeth on the throttle pipe 1.Now, in a preferred embodiment, referring to Figure 5, a profile 500 of the rotor protrusion 21 is illustrated, in accordance with an embodiment of the present subject matter. As shown, the rotor protrusion 21 may comprise a V-shaped profile protruded above the surface of the rotor 3 , wherein the V-shaped profile may be slanted at a preferable angle of 30°. Further, the angle enclosed between the horizontal portions of the V-shaped profile may vary according to different type of automobiles.

In one the same preferred embodiment, the vertical portion in the V-shaped profile of the rotor protrusion 21 may be configured to maintain line contact with the casing wall 23a of the rear case 10. Further, the V-shaped profile of the rotor protrusion 21 may be enabled with a glossy finish enabling smooth skidding of the rotor 3 over the surface of the casing wall 23a of rear casing 10. Figure 6 shows a magnified view 600 of the engagement of the rotor protrusion 3 with the rear case 10, in accordance with an embodiment of the present subject matter.

As illustrated in above embodiments, the throttle pipe 1 may be coupled to the rotor 3, wherein the rotor 3 may further comprise a rotor hole (not shown in figure), wherein one end of a torsion spring 5 can be coupled to the rotor hole. Furthermore, the other end of the torsion spring 5 may be abutted against a casing wall 24 of the rear case 10 (refer to figure 6). Further, the throttle pipe 1, the rotor 3, the torsion spring 5 may be enclosed within the front case 17 and the rear case 10. Now, in one embodiment, for increasing the speed of vehicle, the driver may manually rotate the throttle pipe 1. Further, the rotation of the throttle pipe 1 may in turn rotate the rotor 3 and compress the torsion spring 5. In order to avoid the friction between the rotor 3 and the rear case 10, the rotor 3 may be provisioned with a rotor protrusion 21. The rotor protrusion 21 may further comprise a glossy finished surface, wherein the glossy finished surface may further maintain a line contact with the casing wall 23a of the rear case 10. Further, the line contact of the rotor protrusion 21 with the casing wall 23a of the rear case 10 may enable easy skidding of the rotor 3 over the casing wall 23a of the rear case 10. Further, the ease of skidding of the rotor 3 over the walls of the rear case 10 may enable easy rotation of the throttle pipe 1. Further, the release of the torsion spring 5 may enable the throttle pipe 1 to reach its initial position.

Now, referring to figure 7, an isometric view 700 of the method of assembly of Hall Sensor IC 11 and wiring harness 13 with the rear case 10 is illustrated, in accordance with an embodiment of the present subject matter. As shown in Figure 7(a), the Hall Sensor IC 11 may be integrated with a printed circuit board 12. The printed circuit board 12 may comprise a chip resistor and a chip capacitor 14. Further, as shown in Figure 7(b), the Hall Sensor IC 11 with the printed circuit board 12 may be screwed at the base of the rear case 10 using a plurality of secondary screws 16a and 16b (refer to figure 3), in a portion between the plurality of casing walls 23a and 23b.

Now, referring to Figure 8, an isometric view 800 of the method of assembly of the rear case 10, the rotor 3 and the throttle pipe 1 is illustrated, in accordance with an embodiment of the present subject matter. Figure 8(a) illustrates the assembly of the throttle pipe 1, the rotor 3 and the torsion spring 5. Further, the throttle pipe 1 may comprise a plurality of teeth 80 configured to be accommodated into the plurality of grooves 42 in the rotor 3 (refer to figure 4) to form an Oldham Coupling, and thereby locking the throttle pipe 1 with the rotor 2. Further, the rotor 3 may be coupled with the torsion spring 5 which is abutted against the case wall 24 of the rear case 10. Figure 8(b) illustrates the method of assembly of the throttle pipe 1 and rotor 3 with the inner case 10. Further, the Hall Sensor IC 11 and the printed circuit board 12 may be positioned below the rotor 3 such that the center of the two dies of the Hall Sensor IC 11 and the printed circuit board 12 coincides with the magnet width center of the magnet 4. The magnet 4 may be accommodated in the magnet housing 40 provided in the rotor 3.

In one embodiment, the rotation of throttle pipe 1 may further rotate the rotor 3. Further, the rotation of rotor 3 may rotate the magnet 4 which may create a change in magnetic flux. Further, the change in magnetic flux may be sensed by the Hall sensor IC 11. The Hall Sensor IC 11 may generate a signal to the Electronic Control Unit (ECU) of the vehicle, through any kind of signal conversion unit. Further, based on the signal received from the Hall sensor IC 11, the Electronic Control Unit (ECU) of the vehicle may control injection of air-fuel into the engine cylinder (in case of Internal Combustion Engine-type vehicle), or the ECU may control the rotating speed of a motor shaft (in case of Electric Vehicle), thereby controlling the speed of the vehicle.

Now, referring to figure 9, an isometric view 900 of complete assembly of Integrated TPS Assembly is illustrated, in accordance with an embodiment of the present subject matter. Further, referring to Figure 9(a) and Figure 9(b), the rotor 3 may be fixated on to the rear case 10 by the TPS cover 6. The TPS cover 6 may be screw fitted to the rear case 10 using a plurality of primary screws 7a, 7b and 7c. Further, the plurality of primary screws 7a, 7b and 7c may be screwed into the plurality of insert nuts 8a and 8b. Further, the rear case 10 may be covered with the front case 17. In one embodiment, the front case 17 may further comprise a plurality of extrusions enabling integration of variety of modules, wherein the variety of modules may further comprise switches such as the engine kill module 18, a fog lamp module 19, and the like. Further, the throttle pipe may be enabled with the throttle pipe grip 20 which enables the driver to maintain a proper grip over the throttle pipe 1.

In one embodiment, the Integrated TPS Assembly may be configured to fit within 27-30 mm width range, in addition to the length of the throttle pipe, which may leave ample space for integration of other modules.

Now, the aforementioned illustrated embodiments offer the following advantages over the conventional Throttle Position Sensor Assembly, which may be but not limited to:
• Reduction in Packaging Size by removal of friction ring/plate.
• The Integrated TPS Assembly is enabled to accommodate additional modules along with the existing modules, and the Integrated Switch enabled to operate without TPS.
• Ease of assembly of the rotor provisioned with rotor protrusion, as the complex assembly related to the frictional ring is eliminated.
• The Integrated TPS can be assembled in conjunction with the Handlebar switch, therefore eliminating the need of separate assembly of Integrated TPS and separate assembly of handlebar switch.
• Reduction in cost of assembly and packaging as compared to that of standalone TPS Assembly or individual control switch, as the combined assembly of TPS with integrated handlebar reduces packaging size with respect to standalone TPS & standalone handlebar switch.
• Provision of multiple module in the Integrated TPS Assembly, the multiple operations including but are not limited to:
o Acceleration module or Throttle
o Kill/run/start module of the engine
o On/Off module of Fog Lamp.

Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. However, one of ordinary skill in the art will readily recognize that the present disclosure is not intended to be limited to the embodiments illustrated but is to be accorded the widest scope consistent with the principles and features described herein.
The foregoing description shall be interpreted as illustrative and not in any limiting sense. A person of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure.

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 Integrated 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 the Integrated TPS Assembly.
,CLAIMS:WE CLAIM:

1. A Throttle Position Sensor Assembly, comprising:
a throttle pipe (1), wherein the throttle pipe (1) is rotatably mounted at one end of a vehicle handlebar (22);
a rotor (3), wherein the rotor (3) is coupled to the throttle pipe (1), wherein the rotor (3) comprises a magnet housing (40), wherein the magnet housing (40)comprises a protrusion (21) at a rear surface of the magnet housing (40); and
a casing, wherein the casing comprises a front case (17) and a rear case (10), wherein the rear case (10) comprises a plurality of casing walls (23(a), 23(b)), and the rear case (10) is configured to house the rotor (3) and a torsion spring (5), wherein the torsion spring (5) comprises a first end and a second end, wherein the first end abuts to a casing wall (24) and the second end is coupled to the rotor (3).

2. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the protrusion (21) is a V-shaped protrusion (21), wherein the V-shaped protrusion (21) is enabled with a glossy finished surface.

3. The Throttle Position Sensor Assembly as claimed in claim 2, wherein the V-shaped protrusion (21) is configured to maintain a line contact with a wall (23b) from the plurality of casing walls (23a, 23b)of the rear case and enables a smooth rotation of the rotor (3) against the casing wall (23a)wall of the rear case (10).

4. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the magnet housing (40) is configured to house a magnet (4), and wherein the rotation of the rotor (3) also enables rotation of the magnet (4).

5. The Throttle Position Sensor Assembly as claimed in claim 1 further comprises a printed circuit board (12) positioned in the rear case (10) and below the magnet housing (40), wherein the printed circuit board (12) comprises a Hall Sensor IC (11) , wherein the Hall Sensor IC (11) is configured to sense the rotation of magnet.

6. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the rotor (3) comprises a plurality of grooves (42), and the throttle pipe (1) comprises a plurality of teeth, wherein the plurality of teeth in the throttle pipe (1) are configured to engage with the plurality of grooves of the rotor(3).

7. The Throttle Position Sensor Assembly as claimed in claim 1, wherein the front case (17) comprises a plurality of extrusions, wherein the plurality of extrusions enables integration of plurality of handlebar switches, wherein the switches comprises engine kill module (18), a fog lamp module (19), and the like.

Dated this 28th Day of April, 2020

Priyank Gupta
Agent for the Applicant
IN/PA-1454