Throttle body

Abstract

A throttle body (100) for a vehicle is disclosed. The throttle body (100) comprises a housing (102) defined with a primary air passage (104) and a secondary air passage (130) fluidically coupled to the primary air passage (104). The throttle body (100) comprises a throttle plate (108) disposed in the primary air passage (104). The throttle plate (108) is configured to regulate an airflow through the primary air passage (104) under a normal condition. The throttle body (100) comprises a solenoid valve (132) disposed in the secondary air passage (130). The solenoid valve (132) is configured to selectively allow the air to flow through the secondary air passage (130). The throttle body (100) comprises a control unit coupled to the solenoid valve (132). The control unit is configured to selectively open the solenoid valve (132) at a vehicle fault condition.

Description

[0001] THROTTLE BODY

[0002] FIELD OF INVENTION

[0003]

[0001] The present disclosure generally relates to field of automobiles. Particularly, but not exclusively, the present disclosure relates to a fail-safe mechanism for a throttle body and battery less kick start functionality.

[0004] BACKGROUND OF DISCLOSURE

[0005]

[0002] The information in this section merely provides background information related to the present disclosure and may not constitute prior art(s).

[0006]

[0003] In an internal combustion engine of a vehicle, air is provided from an air intake system. A throttle body regulates the airflow into the internal combustion engine by collecting the air directly from the atmosphere or may be through some other arrangements like supercharging, turbocharging for varied air density. In the internal combustion engine, improper air-fuel mixtures may lead to less power generation for the same amount of fuel and further less efficiency and increased pollution due to unbumt hydrocarbon. The throttle body manages the air-to-fuel ratio in the internal combustion engines, thereby optimizing the internal combustion engine performance and fuel efficiency. During operation of the vehicle, there is a continuous need of a variable air-fuel supply to the internal combustion engine for variable load condition such as cruising, idling, acceleration, deceleration and also allows vehicle to operate in different modes e.g. City mode, Rain mode & Sports mode.

[0007]

[0004] An electronic control unit (herein after referred as ‘ECU’) calculates and optimize the intake air quantity based on calculation, analysis, comparison, and calibration for regulating the performance of the internal combustion engine. The ECU receives data from one or more sensors that are integrated into the throttle body and controls orientation of a throttle plate to regulate the air flow through the throttle body.

[0008]

[0005] However, there may be chances that the throttle body may malfunction. The malfunction may be caused due to problems such as sensor failure, electrical fault, carbon deposition or mechanical issue. The malfunction in the throttle body may cause inconsistent air flow in the internal combustion engine which may result in engine stalling or unintended acceleration. The engine stalling or unintended acceleration during driving may lead to loss of control and increases the risk of accidents, particularly in busy traffic. Further, the vehicle may need to be towed, resulting into significant downtime and inconvenience for an owner.

[0009]

[0006] Conventionally, when the engine is started, the ECU performs a throttle position sensor (TPS) learning process to confirm an initial orientation of the throttle plate. Subsequently, the ECU reorient the throttle plate to a lower mechanical stop and performs another TPS learning process to reverify the orientation of the throttle plate. The ECU then conducts a diagnostic sequence, including a throttle plate angle check and a software integrity check. Finally, the ECU activates an actuator connected to the battery, which rotates a crankshaft of the engine to initiate engine start-up. This entire process typically takes between 600 to 700 milliseconds.

[0010]

[0007] However, if the battery is absent or unable to supply adequate power, the user must resort to kick-starting the engine using a kick lever. In such cases, the energy generated through kick-starting is available only for a brief duration of 200 to 300 milliseconds, which is insufficient to complete the engine start-up process.

[0011]

[0008] Further, the throttle body comprises a regulation screw. The regulation screw is adapted for precise adjustment of the lower mechanical stop of the throttle plate by interacting with a gear train. Further, the regulation screw is configured to control the permeable air flow to ensure smooth and efficient running of the internal combustion engine at idle condition. However, over a period of time, due to vibration of the internal combustion engine and repeated impacts from the gear train and a torsion spring acting on the regulation screw, the regulation screw may gradually loosen up and displaced from its original position.

[0012]

[0009] Furthermore, the regulation screw may be tampered to change permeable air flow set point. Any change in the permeable air flow set point can disrupt the airflow balance, leading to inefficient engine performance and potentially causing stalling or rough idling. Tampering with the regulation screw may also lead to poor fuel economy, increased emissions, engine damage and vehicle stalling. Consequently, modifying the regulation screw may adversely affect the throttle response, making the regulation screw less sensitive or too aggressive, thereby hindering drivability.

[0013]

[0010] In view of above, there is an immense need in the art to provide a fail safe mechanism which can provide air flow to the engine in case of any failure in the throttle body or in the vehicle. Further, provisions are needed that prevent the dislocation of the regulation screw and also prevents the tampering of the regulation screw.

[0014] [Oil] The drawbacks / difficulties / disadvantages / limitations of the conventional techniques explained in the background section are just for exemplary purposes and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks / disadvantages of the conventional arts which are not explicitly captured above.

[0015]

[0012] The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the conventional arts.

[0016] SUMMARY OF THE DISCLOSURE

[0017]

[0013] The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages through the system as disclosed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the present disclosure.

[0018]

[0014] In a non-limiting embodiment of the present disclosure, a throttle body is disclosed. The throttle body comprises a housing defined with a primary air passage and a secondary air passage. The secondary air passage is fluidically coupled to the primary air passage. The throttle body comprises a throttle plate disposed in the primary air passage. The throttle plate is configured to regulate an airflow through the primary air passage under a normal condition. The throttle body comprises a solenoid valve disposed in the secondary air passage. The solenoid valve is configured to selectively allow the air to flow through the secondary air passage at a vehicle fault condition.

[0019]

[0015] In an embodiment of the present disclosure, the vehicle fault condition comprises malfunction in the throttle body, malfunction in a plurality of sensors of the vehicle or malfunction in a battery of the vehicle.

[0016] In an embodiment of the present disclosure, the throttle body comprises a throttle shaft rotatably mounted in the housing. The throttle shaft is connected to the throttle plate and configured to rotate the throttle plate to regulate the airflow through the primary air passage.

[0020]

[0017] In an embodiment of the present disclosure, the throttle body comprises a gear train disposed in a cavity defined on the housing. The gear train is operatively coupled to the throttle shaft.

[0021]

[0018] In an embodiment of the present disclosure, the throttle body comprises a regulation screw at least partially protruding from the housing. The regulation screw is connected to the gear train and configured to limit the movement of the gear train.

[0022]

[0019] In an embodiment of the present disclosure, the throttle body comprises a cover adapted to cover the cavity of the housing. The cover comprises an extended portion adapted to enclose the regulation screw.

[0023]

[0020] In an embodiment of the present disclosure, a diameter of the secondary air passage is smaller than a diameter of the primary air passage.

[0024]

[0021] In a non-limiting embodiment of the present disclosure, a vehicle is disclosed. The vehicle comprises a battery disposed on the vehicle and configured to supply an electrical power to the vehicle. The vehicle comprises a plurality of sensors disposed on the vehicle and configured to monitor operational parameters of the vehicle and a throttle body. The throttle body comprises a housing defined with a primary air passage and a secondary air passage fluidically coupled to the primary air passage. The throttle body comprises a throttle plate disposed in the primary air passage. The throttle plate is configured to regulate an airflow through the primary air passage under a normal condition. The throttle body comprises a solenoid valve disposed in the secondary air passage. The solenoid valve is configured to selectively allow the air to flow through the secondary air passage. The vehicle comprises a control unit communicatively coupled to the solenoid valve and the plurality of sensors. The control unit is configured to detect a vehicle fault condition based on an input from the plurality of sensors and selectively open the solenoid valve in response to the detected vehicle fault condition.

[0025]

[0022] In an embodiment of the present disclosure, the throttle body comprises a gear train disposed in a cavity defined on the housing. The gear train is operatively coupled to the throttle shaft. The throttle body comprises a regulation screw at least partially protruding from the housing. The regulation screw connected to the gear train and configured to limit the movement of the gear train. The throttle body comprises a cover adapted to cover the cavity of the housing. The cover comprises an extended portion adapted to enclose the regulation screw.

[0026]

[0023] In a non-limiting embodiment of the present disclosure, a method of starting a vehicle during a limp home mode in the vehicle is disclosed. The method comprises a step of positioning an ignition key to an ON position. The method comprises a step of learning, by a control unit, an orientation of a throttle plate. The method comprises a step of detecting, by the control unit, the limp home mode in the vehicle. The limp home mode comprises malfunction in a throttle body or malfunction in a plurality of sensors of the vehicle. The method comprises a step of actuating, by the control unit, a solenoid valve to enable an airflow through a secondary air passage defined in the throttle body.

[0027]

[0024] In a non-limiting embodiment of the present disclosure, a method of starting a vehicle in a battery less condition is disclosed. The method comprises a step of positioning an ignition key to an ON position. The method comprises a step of detecting, the battery less condition in the vehicle. The battery less condition corresponds to an absence or failure of a battery of the vehicle to supply an electrical power to the vehicle. The method comprises a step of generating the electrical power in an alternator by kick starting an engine. The method comprises a step of supplying the electrical power to a control unit from the alternator. The method comprises a step of detecting the limp home mode. The limp home mode comprises the battery less condition. The method comprises a step of actuating, by the control unit, a solenoid valve to enable an airflow through a secondary air passage defined in the throttle body.

[0028]

[0025] The present disclosure provides the solenoid valve coupled to the secondary air passage to open and provide a passage for the air in the vehicle fault condition to maintain the vehicle a safe speed to reach nearest service station and prevent unintended acceleration or stalling. Further, the present disclosure provides a safety against tampering of the regulation screw as well as prevent internal and external leakage from the throttle body. Furthermore, the method of starting the vehicle, as disclosed in the present disclosure, enables engine start up within approximately 100-200 milliseconds. Accordingly, in a battery -less condition, kick-starting the engine is achievable.

[0026] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined to form a further embodiment of the disclosure.

[0029]

[0027] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[0030] BRIEF DESCRIPTION OF DRAWINGS

[0031]

[0028] The novel features and characteristic of the disclosure are set forth in the appended description. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

[0032]

[0029] Figure 1 illustrates a perspective view of a throttle body, in accordance with an embodiment of the present disclosure;

[0033]

[0030] Figure 2 illustrates a sectional view of the throttle body of Figure 1, taken along a section X-X, depicting an airflow in a normal condition, in accordance with an embodiment of the present disclosure;

[0034]

[0031] Figure 3 illustrates an exploded view of the throttle body of Figure 1, in accordance with an embodiment of the present disclosure;

[0035]

[0032] Figure 4 illustrates a perspective view of the throttle body of Figure 1, without a cover, in accordance with an embodiment of the present disclosure;

[0036]

[0033] Figure 5 illustrates a perspective view of the throttle body of Figure 1, with a cover, in accordance with an embodiment of the present disclosure;

[0034] Figure 6 illustrates a sectional view of the throttle body of Figure 1, taken along the section X-X, depicting the air flow in a vehicle fault condition, in accordance with an embodiment of the present disclosure; and

[0037]

[0035] Figure 7 illustrates a flow diagram of starting of an engine in a limp home mode, in accordance with an embodiment of the present disclosure.

[0038]

[0036] Figure 8 illustrates a flow diagram of starting of an engine in a battery less condition, in accordance with an embodiment of the present disclosure.

[0039]

[0037] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the assembly illustrated herein may be employed without departing from the principles of the disclosure described herein.

[0040] DETAILED DESCRIPTION

[0041]

[0038] The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the present disclosure that follows may be better understood. Additional features and advantages of the present disclosure will be described hereinafter which form the subject of the claims of the present disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other systems, mechanisms, devices, and assemblies for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the present disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the present disclosure, to its system and method, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

[0042]

[0039] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover non-exclusive inclusions, such that a mechanism, an assembly, or a device that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[0043]

[0040] Unless the context of the present disclosure describes or indicates a different interpretation, any reference to an object in the specification that is preceded by a definite or indefinite article, such as “the”, “a”, or “an”, should be understood to encompass both the singular and the plural forms of the object”. Accordingly, “a” means “at least one / one or more”. The phrase “a / an X” may be construed as “at least one / one or more X”.

[0044]

[0041] In accordance with the present disclosure, a throttle body is disclosed. The throttle body comprises a housing defined with a primary air passage and a secondary air passage. The secondary air passage is fluidically coupled to the primary air passage. The throttle body comprises a throttle plate disposed in the primary air passage. The throttle plate is configured to regulate an airflow through the primary air passage under a normal condition. The throttle body comprises a solenoid valve disposed in the secondary air passage. The solenoid valve is configured to selectively allow the air to flow through the secondary air passage at a vehicle fault condition. The throttle body comprises a control unit coupled to the solenoid valve.

[0045]

[0042] Reference will now be made to the exemplary embodiments of the present disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals will be used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figures 1 to 8.

[0046]

[0043] In an embodiment, a throttle body (100) is connected to an intake manifold (not shown). The throttle body (100) controls a volume of air entering an internal combustion engine (not shown) of a vehicle (not shown), thereby regulating the speed and power output of the internal combustion engine. The internal combustion engine may also be referred as the engine. The throttle body (100) modulates the airflow based on an input from a driver and the operating condition of the internal combustion engine.

[0047]

[0044] While the present disclosure is illustrated in the context of the throttle body for the vehicle, however, the constructional features of the throttle body thereof can be used with other type of the apparatus or system as well. The term “vehicle” comprises vehicles such as motorcycles, scooters, bicycles, mopeds, scooter type vehicle, three-wheeled vehicle, four wheeler or any vehicle having a throttle unit to regulate the speed and power output of the internal combustion engine, without limiting the scope of the present disclosure. The vehicle may comprise a kick lever coupled to the engine. The kick lever is adapted to be initiate a mechanical actuation for starting the engine by applying force on the kick lever. The vehicle may further comprise an alternator. The alternator is operatively coupled with the kick lever. The alternator is configured to generate an electric power when the force is applied on the kick lever. The vehicle may comprise a battery. The battery is configured to provide electric power to the vehicle.

[0048]

[0045] Figure 1 illustrates a perspective view of the throttle body (100), in accordance with an embodiment of the present disclosure. The throttle body (100) comprises a housing (102). The housing (102) is defined with a primary air passage (104), as depicted in Figure 2. The primary air passage (104) having an inlet (104a) for receiving air into the primary air passage (104) and an outlet (104b) fluidically coupled to the internal combustion engine. The outlet (104b) delivers air to the internal combustion engine. Herein the present disclosure, the shape / profile of the primary air passage (104) is not explicitly disclosed and should not be construed as a limitation. In an embodiment, the profile of the primary air passage (104) is circular / cylindrical, but not limited to the same. The housing (102) may be defined with a cavity.

[0049]

[0046] Referring to Figure 2, the throttle body (100) comprises a throttle plate (108). The throttle plate (108) is disposed in the primary air passage (104). The throttle plate (108) is configured to regulate the air flow rate through the primary air passage (104). The throttle plate (108) may rotate within the primary air passage (104) between a lower mechanical stop (LMS) position and a fully open position. In the context of the present disclosure, the term ‘position’ in relation to the throttle plate (108) may also be referred as the term ‘orientation’. The lower mechanical stop corresponds to the minimum opening position of the throttle plate (108) within the primary air passage (104). At the LMS position, the throttle plate (108) allows limited airflow through the primary air passage (104), ensuring a smooth engine idling. The engine idling corresponds to the condition when the engine operates at low speed without throttle input, typically when the vehicle is stationary or coasting. The fully open position corresponds to the maximum opening position of the throttle plate (108) within the primary air passage (104). At the fully open position, the throttle plate (108) provides the least restriction to air flow through the primary air passage (104). The throttle body (100) may be defined having a profile confirming to a profile of the primary air passage (104), without limiting the scope of the present disclosure. In a preferred embodiment, the throttle plate (108) has a circular profile.

[0047] Referring to Figure 3, the throttle body (100) comprises a throttle shaft (106). The throttle shaft (106) is rotatably mounted in the housing (102). In an embodiment, the throttle shaft (106) extends transversely to the primary air passage (104), without limiting the scope of the present disclosure. Herein the present disclosure, the shape / profile of the throttle shaft (106) is not explicitly disclosed and should not be construed as a limitation. In an embodiment, the profile of the primary air passage (104) is circular / cylindrical, but not limited to the same. The throttle shaft (106) is connected to the throttle plate (108). In an embodiment, the throttle shaft (106) is connected to the throttle plate (108) by fasteners. The fasteners may be selected from but not limited to screws, nuts and nails. In another embodiment, the throttle shaft (106) is welded with the throttle plate (108). The throttle shaft (106) is configured to rotate the throttle plate (108) to regulate the airflow through the primary air passage (104). The throttle shaft (106) comprises a first end (106a) and a second end (106b). In an embodiment, the first end (106a) of the throttle shaft (106) may be coupled to a plurality of sensors (118). The plurality of sensors (118) is configured to real time monitoring of operational parameters of the throttle body (100) and generates a corresponding real time data. The operational parameters of the throttle body (100) correspond to throttle plate position, pressure and temperature of the intake air of the throttle body (100). The plurality of sensors (118) may comprise throttle position sensors (TPS), manifold absolute pressure (MAP) sensors, accelerator position sensor (APS) and intake air temperature (IAT) sensor, but not limited to the same. The second end (106b) of the throttle shaft (106) is positioned opposite to the first end (106a) of the throttle shaft (106). In an embodiment, the throttle body (100) comprises a bearing (128). The bearing (128) may be provided at the first end (106a) and the second end (106b) of the throttle shaft (106). The bearing (128) is configured to support rotational movement of the throttle shaft (106) while minimizing friction and ensuring alignment within the housing (102)

[0050]

[0048] Referring to Figures 3 and 4, the throttle body (100) comprises an actuator (110). The actuator (110) may be positioned in the housing (102). The actuator (110) is configured to generate a rotational torque. In a preferred embodiment, the actuator (110) is a DC motor. The throttle body (100) further comprises a gear train (134). The gear train (134) is disposed in the cavity defined in the housing (102), as depicted in Figure 4. The gear train (134) is connected to the actuator (110) and the throttle shaft (106). The gear train (134) is configured to transmit rotational force from the actuator (110) to the throttle shaft (106), enabling controlled rotation of the throttle plate (108) to regulate the airflow in the primary air passage (104). The gear train (134) may comprise a plurality of gears. In an embodiment, the gear train (134) comprises a pinion gear (112), a compound gear (116) and a sector gear (114). The pinion gear (112) is coupled to the actuator (110) and meshes with the compound gear (116). The compound gear (116) may have a diameter greater than a diameter of the pinion gear (112). The compound gear (116) provides a higher gear ratio to amplify the rotational torque while reducing the gear speed. The compound gear (116) also meshes with the sector gear (114). The sector gear (114) is connected to the throttle shaft (106) to control the rotation motion of the throttle plate (108). In an embodiment, the sector gear (114) is connected to the second end (106b) of the throttle shaft (106), without limiting the scope of the present disclosure.

[0051]

[0049] Referring to Figure 3, the throttle body (100) may comprise a biasing member (120). The biasing member (120) may be connected to the throttle shaft (106). Further, the biasing member (120) may be coupled to the housing (102). The biasing member (120) is configured to bias the throttle plate (108) to the LMS position. The biasing member (120) ensures that the throttle plate (108) is positioned on the LMS position, when the vehicle is turned off. In a preferred embodiment, the biasing member (120) is a torsion spring. The throttle body (100) may comprise a guide member (136). The guide member (136) is positioned within the housing (102) and operatively coupled to the biasing member (120). The guide member (136) is configured to support and guide the movement of the biasing member (120), ensuring smooth and consistent movement of the biasing member (120), thereby reducing mechanical resistance and wear.

[0052]

[0050] Referring to Figures 3, and 4, the throttle body (100) comprises a regulation screw (122). The regulation screw (122) may at least partially protrude from the housing (102). In an embodiment, the regulation screw (122) is partially positioned within the cavity of the housing (102) and partially protruding from the housing (102). The regulation screw (122) may be positioned adjacent to the sector gear (114). The regulation screw (122) is configured to engage with the sector gear (114) to define the LMS position of the throttle plate (108). A length of the portion of the regulation screw (122) positioned within the cavity may be adjusted by rotating the regulation screw (122), thereby modifying the mechanical limits of motion of the sector gear (114) and correspondingly adjusting the LMS position of the throttle plate (108). Further, the throttle body (100) may comprise a lock nut (122a). The lock nut (122a) is connected the regulation screw (122) to prevent the dislocation of the regulation screw (122).

[0051] Referring to Figure 5, the throttle body (100) comprises a cover (124). The cover (124) is adapted to cover and conceal the cavity of the housing (102). The cover (124) may be attached to the housing (102) through an epoxy resin to prevent internal and external leakage from the throttle body (100). In an embodiment, clamps (126) may be used to connect the cover (124) to the housing (102). The cover (124) comprises an extended portion(124a). The extended portion (124a) is adapted to enclose the regulation screw (122). The extended portion (124a) denies any access of the regulation screw (122) to an operator or service engineer to change the LMS position of the throttle plate (108).

[0053]

[0052] Referring to Figure 6, the housing (102) comprises a secondary air passage (130). The secondary air passage (130) may be fluidically coupled to the primary air passage (104). In an embodiment, diameter of the secondary air passage (130) is smaller than diameter of the primary air passage (104). The secondary air passage (130) is configured to provide an alternative path for airflow, allowing air to bypass the throttle plate (108) when required. Herein the present disclosure, the shape / profile of the secondary air passage (130) is not explicitly disclosed and should not be construed as a limitation. In an embodiment, the profile of the secondary air passage (130) is circular / cylindrical, but not limited to the same.

[0054]

[0053] Referring back to Figure 3, the throttle body (100) comprises a solenoid valve (132). The solenoid valve (132) is disposed in the secondary air passage (130). The solenoid valve (132) configured to selectively allow the air to flow through the secondary air passage (130).

[0055]

[0054] In an embodiment, the vehicle comprises an accelerator and a control unit communicatively coupled to the accelerator. The accelerator is configured to receive an input from a user and transmit a corresponding signal to the control unit. The control unit is communicatively coupled to the plurality of sensors (118). The control unit is configured to receive the real-time data from the plurality of sensors (118). Based on the real time data and the received signal, the control unit calculates the required throttle plate angle. The control unit is configured to detect a normal condition and a vehicle fault condition based on the real time data provided by the plurality of sensors (118). The normal condition corresponds to the standard operating state of the throttle body (100) when all the components of the throttle body (100) and the battery of the vehicle are functional without any malfunction. The vehicle fault condition corresponds to an event of malfunction of at least one component of the throttle body (100), malfunction of the plurality of sensors (118) or malfunction of the battery. The vehicle fault condition may also be referred as limp home mode. The malfunction of the battery corresponds to absence of the battery or failure of a battery of the vehicle to supply the electric power to the vehicle. The control unit is communicatively coupled to the actuator (110) and the solenoid valve (132). In the normal condition, the control unit send a command signal to the actuator (110) to adjust the position of the throttle, thereby regulating the airflow through the primary air passage (104). During the normal condition, control, the solenoid valve (132) remains closed to blocks the air flow through the secondary air passage (130). In the vehicle fault condition, the control unit send the command signal to the solenoid valve (132) to open, thereby enabling the airflow through the secondary air passage (130) to maintain the vehicle a safe speed, allowing the vehicle to reach nearest service station and prevent unintended acceleration or stalling.

[0056]

[0055] Referring to Figure 7, a method of starting of the vehicle during the limp home mode is disclosed. A user may insert an ignition key into a keyhole provided on the vehicle and rotate the ignition key to an ON position, at step SOI. The ON position corresponds to corresponds to the state where the electrical system of the vehicle is energized, allowing the control unit and plurality of sensors (118) to power up and begin their initialization processes. At step S02, the control unit performs a throttle position sensor (TPS) leaning process to learn the orientation of the throttle plate (108). The control unit confirms that the throttle plate (108) is positioned at the LMS. At step S03, the control unit detect the limp home mode by evaluating the real time data received from the plurality of sensors (118). At step S04, upon detection of the limp home condition, the control unit opens the solenoid valve (132), enabling the airflow through the secondary air passage (130).

[0057]

[0056] Referring to Figure 8, a method of starting a vehicle in the battery less condition is disclosed. At step S001, the user may insert the ignition key into the keyhole and rotate the ignition key to the ON position. At step S002, the user may detect a battery less condition in the vehicle by observing the absence of electrical activity, such as no engine response to electric start and no illumination of dashboard indicators or lights, after turning the ignition key to the ON position. The battery less condition corresponds to absence or malfunction of the battery due to which battery is unable to supply required electrical power to the vehicle. The required electrical power corresponds to the minimum electrical energy needed to electrically start the engine. The required electrical power may comprise the electrical power required operate the control unit, the plurality of sensors, the actuator, the solenoid valve, without limiting the scope of the present disclosure. Subsequently, to start the vehicle, the user may apply the force on the kick lever to the kick starts the engine. In an embodiment, the user kicked the kick lever to kick start the engine. At step S003, the alternator, operatively coupled to the kick lever, generates electrical power in response to the mechanical actuation initiated by kick-starting the engine. At step S004, the generated electrical power is supplied to the control unit and the solenoid valve (132). At step S005, the control unit may detect the limp home mode. At step S006, the control unit opens the solenoid valve (132) to enable an airflow through a secondary air passage (130).

[0058]

[0057] The present disclosure provides the solenoid valve (132) coupled to the secondary air passage (130) to open and provide a passage for the air in the vehicle fault condition to maintain the vehicle a safe speed to reach nearest service station and prevent unintended acceleration or stalling. Further, the present disclosure provides a safety against tampering of the regulation screw (122) as well as prevent internal and external leakage from the throttle body (100). Furthermore, the method of starting the vehicle, as disclosed in the present disclosure, enables engine start up within approximately 100-200 milliseconds. Accordingly, in a battery -less condition, kick-starting the engine is achievable.

[0059]

[0058] While considerable emphasis is placed herein on the particular features of this disclosure, it will be appreciated that various modifications can be made, and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other modifications in the nature of the disclosure or the preferred embodiments will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. Equivalents:

[0060] The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0061] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

[0062] Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers, or steps, but not the exclusion of any other element, integer or step, or group of elements, integers, or steps.

[0063] The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.

[0064] Any discussion of documents, acts, materials, devices, articles, and the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application. The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher / lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

[0065] While considerable emphasis has been placed herein on the particular features of this disclosure, it will be appreciated that various modifications can be made, and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other modifications in the nature of the disclosure or the preferred embodiments will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. List of reference numerals:

[0066]

Claims

WE CLAIM:

1. A throttle body (100) for a vehicle, the throttle body (100) comprising:a housing (102) defined with a primary air passage (104) and a secondary air passage (130) fluidically coupled to the primary air passage (104);a throttle plate (108) disposed in the primary air passage (104), the throttle plate (108) configured to regulate an airflow through the primary air passage (104) under a normal condition;a solenoid valve (132) disposed in the secondary air passage (130), the solenoid valve (132) configured to selectively allow the air to flow through the secondary air passage (130) at a vehicle fault condition..

2. The throttle body (100) as claimed in claim 1, wherein the vehicle fault condition comprises malfunction in the throttle body (100), malfunction in a plurality of sensors (118) of the vehicle or malfunction in a battery of the vehicle.

3. The throttle body (100) as claimed in claim 1, wherein the throttle body (100) comprises a throttle shaft (106) rotatably mounted in the housing (102), the throttle shaft (106) is connected to the throttle plate (108) and configured to rotate the throttle plate (108) to regulate the airflow through the primary air passage (104).

4. The throttle body (100) as claimed in claim 3, wherein the throttle body (100) comprises a gear train (134) disposed in a cavity defined on the housing (102), the gear train (134) is operatively coupled to the throttle shaft (106).

5. The throttle body (100) as claimed in claim 4, wherein the throttle body (100) comprises a regulation screw (122) at least partially protruding from the housing (102), the regulation screw (122) connected to the gear train (134) and configured to limit the movement of the gear train (134).

6. The throttle body (100) as claimed in claim 5, wherein the throttle body (100) comprises a cover (124) adapted to cover the cavity of the housing (102), the cover (124) comprises an extended portion (124a) adapted to enclose the regulation screw (122).

7. The throttle body (100) as claimed in claim 1, wherein a diameter of the secondary air passage (130) is smaller than a diameter of the primary air passage (104).

8. A vehicle comprising:a battery disposed on the vehicle and configured to supply an electrical power to the vehicle;a plurality of sensors (118) disposed on the vehicle and configured to monitor operational parameters of the vehicle;a throttle body (100) comprising:a housing (102) defined with a primary air passage (104) and a secondary air passage (130) fluidically coupled to the primary air passage (104),a throttle plate (108) disposed in the primary air passage (104), the throttle plate (108) configured to regulate an airflow through the primary air passage (104) under a normal condition,a solenoid valve (132) disposed in the secondary air passage (130), the solenoid valve (132) configured to selectively allow the air to flow through the secondary air passage (130); anda control unit communicatively coupled to the solenoid valve (132) and the plurality of sensors (118), the control unit is configured to detect a vehicle fault condition based on an input from the plurality of sensors (118) and selectively open the solenoid valve (132) in response to the detected vehicle fault condition.

9. The vehicle as claimed in claim 8, wherein the throttle body (100) comprises:a gear train (134) disposed in a cavity defined on the housing (102), the gear train (134) is operatively coupled to the throttle shaft (106);a regulation screw (122) at least partially protruding from the housing (102), the regulation screw (122) connected to the gear train (134) and configured to limit the movement of the gear train (134); anda cover (124) adapted to cover the cavity of the housing (102), the cover (124) comprises an extended portion (124a) adapted to enclose the regulation screw (122).

10. A method of starting a vehicle during a limp home mode in the vehicle, the method comprising:positioning an ignition key to an ON position;learning, by a control unit, an orientation of a throttle plate (108);detecting, by the control unit, the limp home mode in the vehicle, the limp home mode comprises malfunction in a throttle body (100) or malfunction in a plurality of sensors (118) of the vehicle; andactuating, by the control unit, a solenoid valve (132) to enable an airflow through a secondary air passage (130) defined in the throttle body (100).

11. A method of starting a vehicle in a battery less condition, the method comprising:positioning an ignition key to an ON position;detecting, the battery less condition in the vehicle, the battery less condition corresponds to an absence or failure of a battery of the vehicle to supply an electrical power to the vehicle;generating the electrical power in an alternator by kick starting an engine; supplying the electrical power to the control unit from the alternator;detecting, by a control unit, a limp home mode, the limp home mode comprises the battery less condition; andactuating, by the control unit, a solenoid valve (132) to enable an airflow through a secondary air passage (130) defined in the throttle body (100).

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