TECHNICAL FIELD

The subject matter described herein, in general, relates to a throttle position switch assembly and in particular, relates to a contact type throttle position switch.

BACKGROUND

Vehicles with internal combustion (IC) engine, particularly two-wheelers and three- wheelers, employ a throttle pipe that is fitted on a handlebar of the vehicle. A rider of the vehicle rotates the throttle pipe to accelerate or decelerate. The rotation of the throttle pipe actuates a throttle valve so as to govern the inflow of air or air fuel mixture to the IC engine and in effect vary the revolutions per minute (rpm) of the IC engine. The rotation of the throttle pipe gradually opens or closes the throttle valve, thereby varying the air-fuel mixture ratio. When the rider has rotated the throttle pipe by a maximum limit, a full throttle position of the throttle pipe is said to have been achieved.

Generally, when the IC engine is working at a high rpm, ignition timing, i.e. the time at which a spark is provided in the ignition chamber of the IC engine, is advanced or pre-poned with respect to pre-defined standard ignition timing. This is essential for complete combustion of the air-fuel mixture at higher rpms as the throttle valve provides a rich air fuel mixture at higher rpms. Similarly, the ignition timing may be delayed at lower rpms to ensure complete combustion. Typically, a plot of rpm and corresponding ignition timing is pre generated for the IC engine in order to control the ignition timing. Such a plot of ignition timing over a range of rpm constitutes an ignition timing curve.

Specifically, the complete range of engine rpm may be divided into two or more ranges, for example, a low rpm range and a high rpm range. Further, the IC engine may follow different ignition timing curves for the low and the high rpm range, for example, the IC engine may follow a first ignition timing curve for the low rpm range and a second ignition timing curve for the high rpm range. Accordingly, at any given instance, the rpm of the IC engine may be required to be determined to select a suitable ignition timing curve.

As explained above, the rotation of the throttle pipe actuates a throttle valve and in effect is used to vary the rpm of the IC engine. Thus, the position of the throttle pipe is indicative of the rpm of the engine and may be computed in order to determine the ignition timing curve that is to be used.

For this purpose, a throttle position sensing switch is employed for sensing an instantaneous position of the throttle pipe with respect to the handlebar. The throttle position switch generates a signal, which corresponds to an instantaneous throttle position of the throttle pipe with respect to the handlebar. The signal generated by the throttle position switch is transmitted to an electronic control unit (ECU), which controls various subsystems of the vehicle. Further, the ECU utilizes the signal from the throttle position switch to change the ignition timing curve of the vehicle.

Conventionally, the throttle position switch is a slider type switch fastened to the frame of the vehicle. The throttle position switch is coupled to the throttle pipe and the ECU. A slider of the slider type switch is connected to the throttle pipe by means of a cable. When the throttle pipe is rotated, the cable is pulled or released to cause the slider to slide over a potentiometer. When the slider slides over the potentiometer, a change in the potential difference across the terminals of the potentiometer occurs. This potential difference is provided to the ECU by the throttle position switch in the form of an electrical signal. Based on the signal received from the throttle position switch, the ECU changes the ignition timing of the vehicle.

However, such conventional arrangements are complex due to the employment and arrangement of various components like the slider, the potentiometer, and the cable connecting the slider in a single housing. The efficiency and accuracy of such arrangements may also be affected over a period of time as components such as cable, may tend to wear out. In addition, due to repeated sliding action of the slider against the surface of the potentiometer, the slider too tends to undergo wear and tear. Moreover, the slider type switch is exposed to contaminations, humidity, and dust particles around, and this may affect the working of the throttle position switch. Furthermore, conventional arrangements are prone to errors, such as least count error, due to los3 in sensitivity over a period of time.

SUMMARY

The subject matter described herein is directed to a throttle position switch (TPS) assembly for detecting the position of a throttle pipe relative to the handlebar assembly of a vehicle. The TPS assembly of the present subject matter includes a throttle pipe, an electric control unit and a plunger-type switch. The throttle pipe is rotatably attached to a handlebar assembly.

The plunger-type switch includes a plunger, a metallic strip and a pair of metallic terminals. The metallic strip is integral to the plunger and coupled to the pair of metallic terminals to provide an electrical coupling between the pair of metallic terminals. The plunger is coupled to the throttle pipe to trace a cam shaped profile provided within the throttle pipe as the throttle pipe undergoes rotation. This tracing actuates the plunger to move from a first vertical position to a second vertical position. The attainment of the second vertical position by the plunger corresponds to a change of state of the throttle pipe from a first state to a second state.

The plunger type switch is operably connected to the electric control unit, and accordingly the attainment of the second vertical position by the plunger communicates the change of state of the throttle pipe to the electric control unit. Specifically, at the second vertical position the plunger displaces the metallic strip so as to interrupt the electrical coupling between the pair of metallic terminals. This facilitates communication of the change of state to the electric control unit. In accordance with this communication, the electric control unit changes an ignition timing curve of the vehicle.

Due to the employment of plunger-type switch to change the ignition timing of the vehicle, the overall TPS assembly assumes a compact shape and is economical in terms of manufacturing. Additionally, the present throttle position switch does not suffer from detects such as least count error and yields accurate sensing. Further the TPS assembly is a robust arrangement that is not susceptible to wear and tear over a long duration of usage.

These and other features, aspects, and advantages of the present subject matter will be better understood with reference to the following description and appended claims. This Summary is provided to introduce a selection of concepts in a simplified form. This Summary is not intended to identify key features or-essential features of the claimed subject matter, nor it is intended to be used to limit the scope of the claimed subject matter.

BRIEF DESCRIPTION OF DRAWINGS

The above and other features, aspects, and advantages of the subject matter will become better understood with regard to the following description, appended claims, and accompanying drawings where:

Fig. 1 illustrates a handlebar assembly of a two wheeler.

Fig 2 illustrates a bottom view of the handlebar assembly of Fig. 1, respectively.

Fig 3a illustrates a front view of a throttle pipe of the handlebar assembly of Fig. 1, respectively, in accordance with one embodiment of the subject matter.

Fig. 3b and 3c illustrate two side views of the throttle pipe of the handlebar assembly of Fig. 1, respectively, in accordance with a two different embodiments of the subject matter.

Fig. 4a illustrates a plunger-type switch mounted inside a control switch housing of the handlebar assembly of Fig. 1, in accordance with a first embodiment of the subject matter.

Fig. 4b illustrates a side view of the plunger-type switch, in accordance with a second embodiment.

Fig. 5 illustrates an isometric sectional view of the control switch housing in accordance with the second embodiment.

Fig. 6 illustrates the sectional view of the control switch housing from another angle with reference to Fig. 5.

Fig. 7 illustrates an isometric sectional view of the control switch housing from an opposite side with respect to Fig. 5.

Fig. 8 illustrates a top sectional view of the control switch housing of Fig. 5.

Fig. 9 illustrates a partial sectional view of the control switch housing of Fig. 5.

Fig. 10 illustrates a partial sectional view of the control switch housing from another angle with reference to Fig. 9.

DETAILED DESCRIPTION

The present subject matter describes a throttle position switch (TPS) assembly to determine the position of the throttle pipe of a vehicle.

As a rider of the vehicle rotates the throttle pipe in order to alter the rpm (revolutions per minute) of the vehicle, the instantaneous position of a throttle pipe, relative to the handlebar of the vehicle, is sensed by the TPS assembly. The position of the throttle pipe relative to the handlebar of the vehicle may also be referred as a state of the throttle pipe. The state of the throttle pipe changes based on the rpm. Accordingly, the TPS assembly detects a change in state and indicates the change to an electronic control unit (ECU). The ECU further utilizes the information to cause a change in the ignition timing curve of the vehicle.

The TPS assembly as described herein comprises a plunger type switch. An internal profile of the throttle pipe is made like' a cam such that the rotation of the throttle pipe actuates a plunger of the plunger type switch to move linearly. Further, for a pre-determined angle of rotation for the throttle pipe, the plunger undergoes a displacement from a first vertical position to a second vertical position. When the plunger is at a position between the first vertical position and the second vertical position, the throttle pipe is said to be in a first state. The state of the throttle pipe also denotes the state of the plunger-type switch.

Additionally, when the throttle pipe is subjected to a rotation by an angle that is more than the aforementioned pre-determined angle, the plunger is caused to be displaced beyond the second vertical position, corresponding to a changeover to a second state of the throttle pipe. Accordingly, the plunger-type switch attains the second state. The displacement of the plunger from the first vertical position to the second vertical position communicates the change of state of the throttle pipe to the ECU. Based upon such communication, the ECU changes the ignition timing curve of the vehicle.

The present TPS assembly may be used in a variety of spark ignited IC engines where changes in the ignition timing curves are required at a pre-defined state of the throttle pipe. For the purposes of explanation and by no limitation, the TPS assembly described herein is explained in context of a two-wheeled vehicle having two ignition timing curves. However, it will be appreciated that the present TPS assembly may also be employed in case of other vehicular as well as non-vehicular applications of the IC engines requiring change between the ignition timings curves.

Fig. 1 illustrates a handlebar assembly 100 of a two-wheeler, in accordance with one embodiment of the present subject matter. As an example, the two-wheeler as mentioned herein is a motorcycle. However, as mentioned above, other vehicles, such as three wheelers, having a handlebar can also be assumed. The handlebar assembly 100 is employed to steer the motorcycle as desired by its rider. The handlebar assembly 100 accommodates a variety of components namely a clutch lever 102, a brake lever 104, a control switch housing 106, and various other controls. In order to vary the speed of the motorcycle, a rotatable throttle pipe 108 is mounted on one end of the handlebar assembly 100. In one embodiment, the throttle pipe 108 is mechanically coupled to a carburetor of the motorcycle via a plurality of cables. The rotation of throttle pipe 108 varies the ratio of air-fuel mixture, thereby changing the speed of the motorcycle.

Further, the control switch housing 106 is provided in the proximity of the throttle pipe 108 and houses multiple switches such as an engine start switch, an engine shut-off switch, an indicator switch, etc. Additionally, the control switch housing 106 of the present subject matter houses a plunger-type switch 110. The throttle pipe 108 together with the plunger-type switch 110 constitutes a throttle position switch (TPS) assembly 115. In one embodiment, the TPS assembly 115 is a plunger based TPS assembly.

Fig. 2 illustrates a bottom view of the handlebar assembly 100 of Fig. 1 and thereby depicts a position of mounting of the plunger-type switch 110 within the control switch housing 106. As shown herein, the control switch housing 106 is provided in the proximity of the brake lever 104. The plunger-type switch 110 is mounted within the control switch housing 106 through a coupling hole 200 drilled on the control switch housing 106. The plunger-type switch 110 is positioned in such a way that it does not block a water drain hole 202 provided in the control switch housing 106.

Fig. 3a illustrates a front view of the throttle pipe 108 of the handlebar assembly 100 of Fig. 1, in accordance with one embodiment of the subject matter. A first end 301 of the throttle pipe 108 comprises a throttle cut section 305. The throttle cut section 305 is a ring shaped component fitted axially to the first end 301 of the throttle pipe 108. A motion transmitting shaft (not shown in the figure) of the throttle pipe 108 is fixedly connected at the centre of the throttle cut section 305, thereby rotating the throttle cut section 305 along with the throttle pipe 108.

Figs. 3b and 3c illustrate two side views of the throttle pipe 108 of the handlebar assembly 100 of Fig. 1, in accordance with a two different embodiments of the subject matter 305. As evident from Fig. 3b and Fig. 3c. a cam shaped profile 310 is provided in the throttle cut section 305 and forms a portion of the throttle cut section 305. With reference to the first embodiment illustrated in Fig. 3b, the cam shaped profile 310 of the throttle cut section 305 is in the form of a protrusion 310-1 that extends along a part of the circular periphery of throttle cut section 305. With reference to the second embodiment as depicted in Fig 3c, the cam shaped profile 310 of the throttle cut section 305 is in the form of a groove 310-2. The groove 310-2 extends along a part of the circular periphery of the throttle cut section 305. The protrusion 310-1 and the groove 310-2 serve identical functionality with respect to the throttle cut section 305.

Further, the cam shaped profile 310 (either the protrusion 310-1 or the groove 310-2) of the throttle cut section 305 operably contacts a plunger (not shown in Fig) of the plunger- type switch 110. For sake of simplicity and without limiting the scope of the present subject matter, the operation of the groove 310-2 will be discussed to denote the significance of the cam shaped profile 310 under the description of forthcoming figures.

In operation, when the throttle pipe 108 is unmoved or stationary, the throttle cut section 305 does not actuate the plunger of the plunger-type switch 110. This position of the plunger denotes a first vertical position. The first vertical position of the plunger is a maximum or fully raised position with respect to a plunger switch housing (not shown in Figure) that houses the plunger-type switch 110. In addition, a state of the throttle pipe 108 corresponding to the first vertical position of the plunger may be referred as the first state. In addition, the first state of throttle pipe 108 also denotes a first state of the plunger-type switch 110 and in turn denotes a first state of the of the throttle pipe 108.

As the throttle pipe 108 is rotated, the plunger is actuated by the throttle cut section 305 and interacts with the groove 310-2. By virtue of rotary motion of the throttle cut section 305 due to the rotation of the throttle pipe 108, the plunger begins to trace the groove 310-2 and experiences a downward push. Accordingly, the plunger starts displacing from the first vertical position to undergo a downward linear motion. However, the throttle pipe 108 remains in the first state.

When the throttle pipe 108 has been rotated by a predetermined angle, the plunger gets moved to a second vertical position. The second vertical position of the plunger is a lower position than the first vertical position, both positions being with respect to the plunger switch housing. In accordance with the second vertical position of the plunger, the state of the plunger-type switch 110 changes to a second state from the first state. Accordingly, the state of the throttle pipe 108 also changes to a second state from the first state. It may be inferred that the throttle pipe 108 persists with the first state in between the first vertical position and the second vertical position of the plunger and changes its state only on attainment of the second vertical position.

Fig. 4a illustrates a side view of the plunger-type switch 110 mounted inside the control switch housing 106 of the handlebar assembly 100 of Fig. 1. The side view depicted by Fig. 4a is in accordance with the first embodiment which illustrates the protrusion 310-1 as the cam shaped profile 310. The plunger-type switch 110 includes the plunger (not shown in the figure) supported inside a first plunger switch housing 405-1 with the help a few supporting elements as explained in Fig. 5. The shape of the first plunger switch housing 405- 1 as illustrated by Fig. 4a is tubular.

Fig. 4b illustrates a side view of the plunger-type switch 110 without the throttle pipe 108, in accordance with the second embodiment which illustrates the groove 310-2 as the cam shaped profile 310. In the second embodiment a second plunger switch housing 405-2 of the plunger-type switch 110 houses the plunger. The second plunger switch housing 405-2 is a rectangular brick-shaped housing, and is therefore more compact than the first plunger switch housing 405-1 illustrated the first embodiment.

For sake of simplicity and without limiting the scope of the present subject matter, the explanation of forthcoming figures has been with respect to employment of the second plunger switch housing 405-2 within the control switch assembly 106 to support the plunger- type switch 110.

Fig. 5 illustrates an isometric sectional view of the control switch housing 106, in accordance with the second embodiment. The sectional view depicts the throttle pipe cut section 305 and the groove 310-2 as per the second embodiment of the plunger-type switch 110. The groove 310-2 includes an inner inclined surface 525 within an enclosed area 530. As shown in Fig. 5, the plunger-type switch 110 includes the plunger, hereinafter referred to as plunger 500, supported within the second plunger switch housing 405-2. This support of the plunger 500 is facilitated by a supporting frame 510 and a spring 520.

Specifically, the plunger 500 is mounted on the top or a first end of the supporting frame 510. Accordingly, the plunger 500 and the supporting frame 510 may undergo linear motion as one entity. The spring 520 is rigidly connected to one end of the supporting frame 510 and further connected to the second plunger switch housing 405-2.

Further, the view of the plunger-type switch 110 depicted by Fig. 5 denotes the first vertical position of the plunger 500 or the maximum raised position of the plunger 500 with respect to the second plunger switch housing 405-2. Due to this maximum raised position, the plunger 500 confines itself within the enclosed area 530 of the groove 310-2. The inner inclined surface 525 of the enclosed area 530 is in contact with the plunger 500 without imparting a downward force to the plunger 500.

Fig. 6 illustrates the sectional view of the control switch housing 106 from another angle with reference to Fig. 5, thereby depicting a front view of the plunger-type switch 110. The fig. of the plunger-type switch 110 denotes the second vertical position of the plunger 500. As discussed before, the second vertical position of the plunger 500 corresponds to the attainment of the second state by the throttle pipe 108 and the plunger-type switch 110

Initially, the throttle pipe 108 is stationary as explained under Fig 5. In operation, as the throttle pipe 108 is imparted a rotation, the throttle cut section 305 also rotates in sync. The inner inclined surface 525 of throttle cut section 305 is made such that the inclination causes the of the groove 310-2 to exert a downward push on the plunger 500. As a result, the plunger 500 gets displaced from the first vertical position (or the maximum raised position with respect to the second plunger switch housing 405-2) as it begins to follow the slope of the inclined surface 525. In this manner, the plunger 500 traces the groove 310-2 under the influence of rotation of the throttle pipe 108 and undergoes a downward linear motion. As mentioned previously, the supporting frame 510 also moves along with the plunger 500. This downward linear motion of the plunger 500 is facilitated by virtue of compression of the spring 520 attached to the supporting frame 510.

The rotation of throttle pipe 108 causes the plunger 500 to progressively follow the slope of the inclined surface 525 and thereby move linearly downwards. When the throttle pipe 108 has been rotated by a pre-determined angle, the plunger 500 is able to traverse the entire slope of the inclined surface 525. Alternatively, the rotation of the throttle pipe 108 by the pre-determined angle causes a complete tracing of the groove 310-2 by the plunger 500, while the plunger 500 undergoes the downward motion. As a result, the downward linear motion exhibited by the plunger 500 is sufficient enough to make the plunger 500 emerge out of the enclosed area 530 of the groove 310-2. Accordingly, the plunger 500 acquires the second vertical position. The acquirement of the second vertical position by the plunger 500 corresponds to attainment of the second stage by the throttle pipe 108 and the plunger-type switch 110.

Fig. 7 illustrates an isometric sectional view of the control switch housing 106 from an opposite side with respect to Fig. 5. As evident from Fig. 7, the rear side of the plunger-type switch 110 has a metal strip 700 attached to the supporting frame 510. Accordingly, the metal strip 700 follows the aforementioned downward linear motion of the plunger 500.

Fig. 8 illustrates a top sectional view of the control switch housing 106 of Fig. 5. The plunger-type switch 110 further comprises a pair of metallic terminals 800 and 805. Specifically, the metallic strip 700 together with the pair of metallic terminals 800 and 805 correspond to a make/break electronic circuit of the plunger-type switch 110. The metallic strip 700 on the rear side of the plunger-type switch 110 is electrically coupled to a pair of metallic terminals 800 and 805. The metallic strip 700 forms an electrical bridge type contact between the first metallic terminal 800 and the second metallic terminal 805. As long as the metallic strip 700 is in contact with the pair of terminals 800 and 805, there is an electrical conductance between the terminals 800 and 805.

Further, the first metallic terminal 800 is connected to a Ground (GND) potential, which in turn is connected to the negative terminal of a battery (not shown in the figure). The second metallic terminal 805 is connected to the ECU. Both of these connections may be implemented by any known means in the existing art.

The aforementioned electronic circuit of the plunger-type switch 110 facilitates communication of the change of state of the throttle pipe 108 to the electric control unit, as explained with respect to Fig. 9 and Fig. 10.

Fig. 9 illustrates a partial sectional view of the control switch housing 106 of Fig. 5, and thereby depicts position of the metallic strip 700 of the plunger-type switch 110 with respect to the first vertical position of the plunger 500. In this position, the metallic strip 700 maintains a bridge-type electrical connection over the two metallic terminals 800 and 805. Alternatively, the two terminals 800 and 805 remain electrically connected with the help of the metallic strip 700 under the first vertical position of the plunger 500. By virtue of the connection of the first metallic terminal 800 with the GND terminal of the vehicle, the ECU receives the GND signal through the second metallic terminal 805.
Fig. 10 illustrates a partial sectional view of the control switch housing 106 from another angle with reference to Fig. 9, thereby depicting the position of the metallic strip 700 of the plunger-type switch 110 with respect to the second vertical position of the plunger 500.

As discussed before, the plunger 500 begins to linearly move down from the first vertical position under the influence of the rotation of the throttle pipe 108. The connected metal strip 700, in sync with the plunger 500, starts sliding downwards over the metallic terminals 800 and 805. When the plunger 500 reaches the second vertical position as a result of the rotation of the throttle pipe 108 by the pre-determined angle, the metallic strip 700 loses electrical contact with the terminals 800 and 805. Accordingly, the terminals 800 and 805 lose their electrical coupling with each other. As a result, a GND state of the ECU disappears and a change of state is observed by the ECU. As mentioned previously, the second vertical position of the plunger 500 refers to the attainment of the second state by the throttle pipe 108. Hence, it may be inferred that the disappearance of the GND state of the ECU takes place as a result of change in state of the throttle pipe 108.

As a result of the disappearance of the GND state, the ECU sends a signal to an ignition unit of the connected IC engine. Accordingly, an ignition unit of the vehicle that was earlier following a first ignition timing curve now starts following a second ignition timing curve. Consequently, the attainment of the second state by the throttle pipe 108 and the plunger-type switch 110, as sensed by the plunger-type switch 500, facilitates the change of the ignition timing curve from a first ignition timing curve to a second ignition timing curve.

The handlebar assembly 100 of the present subject matter can be embodied in many other ways as would be clear to a person skilled in the art. To give example, the throttle position switch assembly 115 may include a audio/visual indicator to indicate the change of the ignition timing curve by means such as a bulb placed on the vehicle at a location that is within the scope of visual detection of a rider.

The previously described versions of the subject matter and its equivalent thereof have many advantages, including those which are described below. As described above, the function of signaling the change of ignition timing curve to the ECU can be achieved without using additional components such as a slider, a printed circuit board or a cable as used in conventional throttle position switch systems. This makes the throttle position switch assembly 115 of the present subject matter simple, compact, and economical to manufacture.

Also, the working of the plunger-type switch 110 within the throttle position switch (TPS) assembly 115 yields accurate results for a longer time as compared to the conventional switches. In addition, the positioning of plunger-type switch 110 within the control switch housing 106 prevents the switch 110 from dust and other foreign particles, thereby enhancing life of the component.

Although the subject matter has been described in considerable detail with reference to certain preferred embodiments thereof, other embodiments are possible. As such, the spirit and scope of the appended claims should not be limited to the description of the preferred embodiment contained therein.

We Claim:

1. A throttle position switch assembly (115) comprising:

a throttle pipe (108) rotatably attached to a handlebar assembly (100); and

an electric control unit to determine an ignition timing curve based on a state of said throttle pipe (108);

characterized in that,

a plunger type switch (110) coupled to said throttle pipe (108) communicates a change of state of said throttle pipe (108), from a first state to a second state, to said electric control unit.

2. The throttle position switch assembly (115) as claimed in claim 1, wherein said plunger-type switch (110) comprises a plunger (500), said plunger (500) tracing a cam shaped profile (310) of said throttle pipe (108) to move from a first vertical position to a second vertical position on rotation of said throttle pipe (108).

3. The throttle position switch assembly (115) as claimed in claim 2, wherein said electric control unit changes said ignition timing curve from a first ignition timing curve to a second ignition timing curve at said second vertical position of said plunger (500).

4. The throttle position switch assembly (115) as claimed in claim 2, wherein said plunger-type switch (110) comprises:

a first metallic terminal (800);

a second metallic terminal (805); and

a metallic strip (700) integrated with said plunger (500) to electrically couple said first metallic terminal 800 and said second metallic terminal (805), wherein said metallic strip (700) follows a displacement of said plunger (500).

5. The throttle position switch assembly (115) as claimed in claim 4, wherein said metallic strip (700) forms an electrical connection between said first metallic terminal (800) and said second metallic terminal (805) to indicate said first state of said throttle
pipe to said electric control unit when said plunger is at a position between said first vertical position and said second vertical position.

6. The throttle position switch assembly (115) as claimed in claim 4, wherein said metallic strip (700) interrupts an electrical connection between said first metallic terminal (800) and said second metallic terminal (805) to indicate said second state of said throttle pipe to said electric control unit when said plunger is at said second vertical position of said plunger (500).

7. The throttle position switch assembly (115) as claimed in claim 4, wherein said first metallic terminal (800) and said second metallic terminal (805) are electrically connected to a battery and said electronic control unit, respectively.

8. The throttle position switch assembly (115) as claimed in claim 1, wherein said plunger-type switch (110) is mounted within a control switch housing (106) supported on said handlebar assembly (100).

9. The throttle position switch assembly (115) as claimed in claim 1, wherein said throttle pipe (108) comprises a throttle cut section (305) axially connected to a first end (301) of said throttle pipe (108), wherein said throttle cut section (305) includes a cam shaped profile (310).

10. The throttle position switch assembly (115) as claimed in claim 9, wherein said cam shaped profile (310) of said throttle cut section (305) is a protrusion (310-1) and wherein said protrusion (310-1) extends along a part of a circular periphery of said throttle cut section (305).

11. The throttle position switch assembly (115) as claimed in claim 9, wherein said cam profile (310) of said throttle cut section (305) is a groove (310-2) and wherein said groove (310-2) extends along a part of a circular periphery of said throttle cut section (305).

12. The throttle position switch assembly (115) as claimed in claim 2, wherein said plunger (500) is mounted on a first end of a supporting frame (510), said supporting frame (510) facilitating a displacement of said plunger (500) from said first vertical
position to said second vertical position by compression of a spring (520) connected to a second end of said supporting frame (510).

13. A two-wheeler comprising:

an internal combustion engine having at least two ignition timing curves; and

a throttle position sensor system operably connected to said internal combustion engine, said throttle position sensor system comprising a throttle position switch assembly (115) as claimed in any of the preceding claims.