FIELD OF INVENTION

[0001] The present invention relates to a throttle, and more particularly to a multi-function throttle for use in a vehicle including a two-wheeled vehicle.

BACKGROUND [0002] With the augmentation of technology in the automotive industry, there has been an enormous development of technology in multiple verticals of the product line-ups and technology front for any vehicle. More specifically, the throttle and associated electric circuitries of any vehicle is as critical as any other parts of the vehicle such as engines, transmission, electrical, etc. Although, the existing throttle systems may solve numerous problems and have multiple improvements over earlier generations of throttle systems; however, there still appears to be inherent and other problems/shortcomings associated with each.

[0003] With the advancement of technology, user preferences and demands to avail and get access to modern and advanced technologies have increased, and therefore the requirement of including such functionalities and technologies is need of the hour. However, in order to provide different electrical and/or mechanical functionalities such that user satisfaction is achieved and retained, the equipment designers and manufactures of the vehicle, and especially the two wheelers are facing enormous challenges from the packaging and ergonomics point of view. [0004] More particularly, providing a plurality of switches or similar elements thereby incorporating the technologies and functionalities, while maintaining the accessibility of user to the additional switches, have led to manufacturing constraints in terms of costing and packaging since any separate switches require additional packaging and internal space for enveloping in the vehicle body.

[0005] Therefore, in view of the existing and other drawbacks inherent in the existing art, there exists a need to provide a throttle in place which reduces the need of having multiple dedicated switches to achieve different functionalities. Further, it is yet another requirement in the art to provide the additional functions such that the vehicle ergonomics and accessibility of the user to access the functions are not hindered or compromised.

SUMMARY OF INVENTION

[0006] This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0007] In one aspect of the present invention, the present subject matter is providing a vehicle. The vehicle comprising a handle pipe member, and a throttle. The handle pipe member is to maneuver the vehicle. The throttle is mounted on the handle pipe member. The throttle comprising a housing unit, and a grip member. The housing unit is mounted to the handle pipe member. The housing unit comprises a switch. The grip member is rotatably mounted to the handle pipe member, and configured to rotate in a forward, and a reverse direction with respect to a neutral position of the grip member. Further, the grip member actuates the switch when rotated in the reverse direction. One advantage of the present invention is that it enhances safety of the vehicle as the vehicle starts only when the grip member actuates the switch after beginning rotation from the neutral position of the grip member.

[0008] In an embodiment, actuation of the switch activates at-least one of the vehicular function from a group of vehicular functions comprising an ignition ON, an ignition OFF, and a handle-bar lock.

[0009] In an embodiment, the vehicle comprises an electronic control unit configured to communicate with the switch. [00010] In an embodiment, the electronic control unit, upon receiving input from the switch, is configured to activate the ignition ON function of the vehicle.

[00011] In an embodiment, the electronic control unit, upon receiving input from the switch, and at-least one vehicle sensor, is configured to activate the ignition OFF function of the vehicle.

[00012] In an embodiment, the at-least one vehicle sensor provides at least one vehicle input parameter to the electronic control unit, wherein the at-least one vehicle sensor comprising a vehicle sensor from a group of vehicle sensors comprising a RPM sensor, a pulsar coil sensor, a high tension (HT) coil input, a throttle position sensor, and a MAP sensor.

[00013] In an embodiment, the switch juxtaposed to the grip member. Thus, no extra cables are required to actuate the switch, thereby ensuring compact design of the throttle.

[00014] In an embodiment, the switch is one of the contact-type switch, and the non-contact type switch.

[00015] In an embodiment, the grip member comprises a projecting member for actuating the switch.

[00016] In an embodiment, the grip member comprises actuating profile for actuating the switch. [00017] In an embodiment, the grip member comprises a magnetic member for actuating the non-contact type switch.

[00018] In an embodiment, the vehicle is an electric vehicle. Since electric vehicle are categorized as less noise making vehicles.

[00019] In an embodiment, the grip member rotates in the forward direction to accelerate the vehicle. [00020] In an embodiment, the throttle is provided with at least one elastic member ensuring that the grip member returns back to the neutral position when force upon the grip member is released. One advantage of the present invention is that it enhances safety of the rider or user by ensuring that the grip member returns back to the neutral position, so that the vehicle decelerates when force is released from the grip member.

[00021] In an embodiment, force required to be applied on the grip member to overcome the biasing force of the at least one elastic member for rotation of the grip member from the neutral position. [00022] In an embodiment, the throttle is provided with a forward elastic member, and a reverse elastic member.

[00023] In an embodiment, the reverse elastic member is disposed in between the grip member and the switch. One more advantage of the present invention is that it enhances safety of the vehicle and the rider by ensuring that there is no sudden unintended acceleration provided to the vehicle.

[00024] In an embodiment, force required to be applied on the grip member in the reverse direction from the neutral position is more than the force required to be applied on the grip member in the forward direction from the neutral position. One advantage of the present invention is that it ensures that the rider gets a feel that the grip member is being rotated in reverse direction. One more advantage of the present invention is that it enhances safety of the vehicle and the rider by ensuring that unintended reverse rotation of the grip member is avoided.

[00025] In an embodiment, no force required to be applied on the grip member to reach at the neutral position of the grip member. [00026] One advantage of the present invention is that it leverages the use of extra or any additional functional switches, buttons, etc., thereby reducing the space constraints, and improving the ergonomics. [00027] One more advantage of the present invention is that, the present multi function throttle reduces the cost involved in manufacturing additional switches and other costs associated in packaging such switches.

[00028] One more advantage of the present invention is that it reduces the manufacturing process time of the throttle.

BRIEF DESCRIPTION OF DRAWINGS

[00029] The invention itself, together with further features and attended advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only wherein like reference numerals represent like elements and in which:

[00030] FIG.1 illustrates a vehicle, according with an embodiment of the present invention;

[00031] FIG.2 illustrates a throttle, in accordance with an embodiment of the present invention;

[00032] FIG.2a illustrates a cross-sectional view of the housing unit of the throttle, in accordance with an embodiment of the present invention;

[00033] FIG.2b illustrates another cross-sectional view of the throttle, in accordance with an embodiment of the present invention; [00034] FIG.3 illustrates a simplified block diagram of the throttle system for implementing in an IC engine based vehicle, in accordance with an embodiment of the present invention;

[00035] FIG.4 illustrates a simplified block diagram of the throttle system for implementing in an EV vehicle, in accordance with an embodiment of the present invention; [00036] FIG.5 illustrates a characteristic graph representing a change in voltage level based on the grip member rotation, in accordance with an embodiment of the present invention; and

[00037] FIG.6 illustrates a torque characteristic graph, in accordance with an embodiment of the present invention.

[00038] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature. The coloured drawings, if provided along with this description are only meant to make the details of invention clear and have no effect whatsoever on the scope of the invention.

DETAILED DESCRIPTION

[00039] While the invention is susceptible to various modifications and alternative forms, an embodiment thereof has been shown by way of example in the drawings and will be described here below. It should be understood, however that it is not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternative falling within the spirit and the scope of the invention.

[00040] The term“comprises”, comprising, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, structure or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or structure 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.

[00041] For the better understanding of this invention, reference would now be made to the embodiment illustrated in the accompanying Figures and description here below, further, in the following Figures, the same reference numerals are used to identify the same components in various views.

[00042] While the present invention is illustrated in the context of a vehicle, however, a throttle and aspects and features thereof can be used with other type of vehicles as well. The terms“vehicle”,“two wheeled vehicle” and“motorcycle” have been interchangeably used throughout the description. The term“vehicle” comprises vehicles such as motorcycles, scooters, bicycles, mopeds, scooter type vehicle, all- terrain vehicles (ATV) and the like.

[00043] The terms“front / forward”,“rear / rearward / back / backward”,“up / upper / top”,“down / lower / lower ward / downward, bottom”,“left / leftward”,“right

/ rightward” used therein represents the directions as seen from a vehicle driver sitting astride and these directions are referred by arrows Fr, Rr, U, Lr, L, R in the drawing Figures.

[00044] FIG.l illustrates a vehicle (100) in accordance with an aspect of the present invention. The vehicle (100) referred to herein, embodies a motorized scooter vehicle. Alternatively, the vehicle (100) may embody any other ridden vehicles such as motorcycles, All-Terrain Vehicles (ATV) etc., without limiting the scope of the invention.

[00045] The vehicle (100) comprises a front end assembly (102), a rear end assembly (104), and a footboard (106). The front end assembly (102) forms the front portion of the vehicle (100). The rear end assembly (104) forms the rear portion of the vehicle (100). The footboard (106) lies between the front portion (102) and the rear portion (104). The footboard (106) acts as a platform where a rider riding the vehicle (100) may rest its feet. [00046] The front end assembly (102) comprises a front ground engaging member (114), and a steering mechanism (116). The front ground engaging member (114) is operatively connected to the steering mechanism (116). The steering mechanism (116) of the vehicle (100) comprises a throttle (200-shown in figure-2), and a handle pipe member (240). The handle pipe member (240) is configured to be rotated by the rider to maneuver the vehicle (100). More particularly, the handle pipe member (240) is configured to steer, and change direction of the vehicle (100). The leg shield (120) encloses the steering mechanism (116). The leg shield (120) comprises an inner leg shield (122) and an outer leg shield (121). The leg shield (120) provides protection for the feet of the rider of the vehicle (100).

[00047] The front end assembly (102) further comprises a dash assembly (124). The dash assembly (124) comprises a display unit (not shown). The display unit displays information about the vehicle (100) to the rider. The dash assembly (124) may comprise additional components such as, an LCD, a GPS, and a Graphical User

Interface (GUI) etc. without limiting the scope of the invention. Further, the front end assembly (102) may comprise additional components such as mirrors, head lamps, front fenders etc. without limiting the scope of the invention.

[00048] The rear end assembly (104) comprises a seat (108), a rear ground engaging member (112), and a power unit (110). The seat (108) provides seating for the rider and/or co-rider of the vehicle (100). The rear ground engaging member (112) underlies the seat (108) and is driven by the power unit (110). The power unit (110) comprises an engine (not illustrated) and a transmission unit (not illustrated). Further, the rear end assembly (104) may comprise additional components such as a rear fender, a storage box, suspension systems, tail lights, rear grips etc. without limiting the scope of the invention.

[00049] As illustrated in FIG.2, the throttle (200) is disclosed in accordance with an aspect of the present invention. The throttle (200) is alternatively termed as a multi function throttle (200). The throttle (200) is mounted to the handle pipe member (240). The throttle (200) comprising a housing unit (220), and a grip member (210). The housing unit (220) is mounted to the handle pipe member (240). The housing unit (220) comprises a switch (238-shown in Fig. 2b). The grip member (210) is rotatably mounted to the handle pipe member (240). The grip member (210) is configured to rotate in a forward (CW), and a reverse (ACW) direction with respect to a neutral position (N) of the grip member (210). The grip member (210) rotates in the forward (CW) direction to accelerate the vehicle (100). In present embodiment, the neutral position (N) of the grip member (210) is the position where no force required to be applied on the grip member (210). Further, the grip member (210) is a rotating member configured to rotate along the axis of the handle pipe member (240). The housing unit

(220) is a stationary unit, configured to mount and accommodate one or more electrical and mechanical components.

[00050] In present embodiment, the grip member (210) and the one or more mechanical component of the housing unit (220) are interlinked or mechanically coupled such that the mechanical component registers and carries any rotational movement of the grip member (210) to the one or more electrical components of the housing unit (220). More particularly, the mechanical component of the housing unit (220) is the switch (238). The switch (238) actuates by the grip member (238). As the rotational movement of the grip member (210) carries to the electrical component of the housing unit (220).

[00051] In present embodiment, actuation of the switch (238) activates at-least one of the vehicular function from a group of vehicular functions comprising an ignition ON, an ignition OFF, and a handle-bar lock. As shown in Fig. 2, the grip member (210) actuates the switch (238) when rotated in the reverse direction (ACW) from the neutral position (N) thereby activating the ignition ON or the ignition OFF or the handle-bar lock or the handle-bar open or any-other vehicular function. Thereby making the throttle (200), a multi -function throttle (200). Further, the throttle (200) enhances safety of the vehicle (100) as the vehicle ignition starts (ON) only when the grip member (210) actuates the switch (238) after beginning rotation from the neutral position (N) of the grip member (210).

[00052] As illustrated in FIG.2a and FIG.2b, the mechanical component of the throttle (200) comprises at least one elastic member (236), a moving arm (234), a projecting member (231), and a magnetic member (228). In present embodiment, the at least one elastic member (236) is a retention spring (236). However, in another embodiment, the at least one elastic member (236) may be different types of spring. While the electrical component of the throttle (200) includes but not limited to a sensor (224), the switch (238) and a printed circuit board (PCB) assembly (226). In present embodiment, the sensor (224) may be a hall sensor (224). In an embodiment, the switch (238) is one of the contact-type switch (238), and the non-contact type switch (238). In present embodiment, the projecting member (231) is for actuating the contact type switch (238). However, in another embodiment, the actuating profile may be used for actuating the contact type switch (238). Further, the magnetic member (228) is for actuating the non-contact type switch (238). The magnetic member (228) may be mounted on or inside the moving arm (234) and is rotatably coupled with the grip member (210) to rotate along the axis of the handle pipe member (240), in accordance with the movement of the grip member (210). The PCB assembly (226) on the contrary is fixed and secured stationary inside the housing unit (220). The change of position of the magnet (228) with respect to the sensor (224) fixed in the PCB assembly (226) and a subsequent instructions set is generated to activate and enable one or more functions.

[00053] As illustrated in FIG.2a, the switch (238) juxtaposed to the grip member (210). Thus, no extra cables are required to actuate the switch (238), thereby ensuring compact design of the throttle (200). As shown in present embodiment, the grip member (210) actuates the switch (238) when rotated in the reverse (ACW) direction. One advantage of the present invention is that it enhances safety of the vehicle (100) as the vehicle starts only when the grip member actuates the switch (238) after beginning rotation from the neutral position (N) of the grip member (210).

[00054] As illustrated in FIG.2b, the throttle (200) is provided with at least one elastic member (236) ensuring that the grip member (210) returns back to the neutral position (N) when force upon the grip member (210) is released. This enhances safety of the rider by ensuring that the grip member (210) returns back to the neutral position (N), so that the vehicle (100) decelerates when force is released from the grip member (210). Further, force required to be applied on the grip member (210) to overcome the biasing force of the at least one elastic member (236) for rotation of the grip member (210) from the neutral position (N). In present embodiment, the projected portion (231) is having a C-shaped structure. In another embodiment, the projected portion (231) may have different shaped structures such as V-shaped, L-shaped, U-shaped etc. Also, the projected portion (231) is shaped in a way that the switch (238) is actuated with minimal force.

[00055] Further, as illustrated in FIG.2a and FIG.2b, the throttle (200) is provided with a forward elastic member (237), and a reverse elastic member (236). The reverse elastic member (236) is disposed in between the grip member (210) and the switch (238). This enhances safety of the vehicle (100) and the rider by ensuring that there is no sudden unintended acceleration provided to the vehicle (100). Furthermore, force required to be applied on the grip member (210) in the reverse (ACW) direction from the neutral position (N) is more than the force required to be applied on the grip member (210) in the forward (CW) direction from the neutral position (N). This ensures that the rider gets a feel that the grip member (210) is being rotated in reverse (ACW) direction. Also it enhances safety of the vehicle (100) and the rider by ensuring that unintended reverse (ACW) direction rotation of the grip member (210) is avoided.

[00056] Besides, the grip member (210) and the housing unit (220) are connected using the retention spring (236) such that the grip member (210) retains the original position or the neutral position (N) when rotated along the axis of the handle pipe member (240) in either forward (CW) direction or reverse (ACW) direction. Yet further, the grip member (210) may be rotatably fixed with the handle pipe member (240) using one or more springs (236, 237) such that there are two different forces required, one for rotating the grip member (210) in forward (CW) direction, and other for rotating the grip member (210) in reverse (ACW) direction. The two forces are having at least difference which can be sensed by the user while rotating in either direction. For example, the force required to rotate the grip member (210) in forward (CW) direction is less than what is required to rotate the grip member (210) in reverse (ACW) direction. The said difference is kept such that user, by slip, error or mistake, does not rotate the grip member (210) in reverse (ACW) direction beyond a neutral position (N) or axis while down-throttling the throttle (200) which may lead to activating the other functions.

[00057] Additionally, the switch (238) may be positioned inside the housing unit (220) such that when the grip member (210) is rotated in the reverse (ACW) direction, the projecting member (231) actuates the switch (238) to enable another function. The functions may include allowing more fuel into the combustion chamber or increasing the flow of current towards an electric motor (430) in an event the distance of the magnet (228) increases with respect to the sensor (224) fixed in the PCB assembly (226). Further, pressing/actuating the switch (238) may lead to activating a function while every subsequent press/actuation of the switch (238) may lead to an alternate/subsequent function including either switching ON or OFF, the current flow towards the motor or engine, with respect to the last recorded function. E.g. if the last recorded function leads to a state wherein the Engine is ON then the subsequent action may lead to a state wherein the engine is OFF, upon actuation of the switch (238). [00058] Moreover, the user facing side and outside casing of the housing unit

(220) is configured with one or more marks (222-shown in Fig.2) including but not limited to illuminative marks (222), printed marks (222) or embossed marks (222), calibrated such that internal functional with respect to the position of the multi function throttle (200) can be visually assessed by the user. The marks (222) may include but not limited to a neutral position (N) mark, a high multi-function throttle

(200) mark, and an engine or a motor start/stop mark.

[00059] As illustrated in FIG.3 and FIG.4, the vehicle (100) comprises an electronic control unit (320, 420) configured to communicate with the switch (238). The electronic control unit (320, 420), upon receiving input from the switch (238), is configured to activate the ignition ON function of the vehicle (100). The electronic control unit (320, 420), upon receiving input from the switch (238), and at-least one vehicle sensor (335), is configured to activate the ignition OFF function of the vehicle (100). Further, the at-least one vehicle sensor (335) provides at least one vehicle input parameter to the electronic control unit (320, 420), wherein the at-least one vehicle sensor (335) comprising a vehicle sensor from a group of vehicle sensors comprising a RPM sensor, a pulsar coil sensor, a high tension (HT) coil input, a throttle position sensor, and a MAP sensor.

[00060] As shown in FIG.3, a system (300) for throttle (200) to use in the vehicle (100) propelled using internal combustion engine. The system (300) comprising the throttle (200), a battery (310), the electronic control unit (320), the at-least one vehicle sensor (335), an engine (330), a keyless controller (BCM) (340), a speedometer unit (350), and the wheel (112 and/or 114). In said system (300) as illustrated in FIG.3, the throttle (200) output is carried and forwarded to either the electronic control unit (320) to control the engine (330) such that the wheel (112 and/or 114) of the vehicle (100) is rotated as per the instruction of the engine control unit (320).

[00061] Besides, as illustrated in FIG.4, disclosed is a system (300) for the throttle (200) for use in an EV vehicle (100) propelled using the electric motor (430). The system comprising the throttle (200), a battery (410), a battery management system (BMS) (412), the electronic control unit (420), a motor driver unit (422), an electric motor (430), a keyless controller (BCM) (440), a speedometer unit (450), and a wheel (460). In said system as illustrated in FIG.4, the multi -function throttle (200) output is carried and forwarded to the electronic control unit (420) to control the electric motor (430) such that the wheel of the vehicle (100) is rotated based on the power received at the motor driver unit, per instruction of the electronic control unit

(420). In present embodiment, the vehicle (100) is an electric vehicle (100). Since electric vehicle are categorized as less noise making vehicles.

[00062] As illustrated in FIG.3 and FIG.4, the electronic control unit (320) and the electronic control unit (420) have one or more processor or controller to process pulses/signals received from the throttle (200) so as to take decision and passes an instruction to activate or deactivate one or more functions. As used hereinabove, the electronic control unit (320, 420) may be a small computing device configured on a single integrated circuit (IC), or a system on chip (SoC) containing one or more processor cores, memory and programmable input/output peripherals. However, the electronic control unit (320, 420) may be replaced or integrated with a microprocessor depending upon the requirement of processing power/capacity.

[00063] As illustrated in FIG.5, disclosed is a characteristic graph, having a first curve (510) and a second curve (520), representing a change in voltage level with respect to change in distance between the magnet (228) and the sensor (224) upon rotating the grip member (210) in one of the forward (CW) direction and the reverse (ACW) direction. The first curve (510) represents change in voltage when the grip member (210) is rotated in the forward (CW) direction. More specifically, the change in voltage is gradual and linear rise in voltage, from a reference point Y00, with respect to change in distance between the magnet (228) and the sensor (224) when the grip member (210) is rotated in the forward (CW) direction. Alternatively, the second curve (520) represents change in voltage when the grip member (210) is rotated in the reverse (ACW) direction. More specifically, the change in voltage is either recorded in either zero (0) or one (1), wherein the zero (0) resembles no voltage rise while the one (1) represents a voltage rise, from a reference point Y00, with respect to change in distance between the magnet (228) and the sensor (224) assembly when the grip member (210) is rotated in the reverse (ACW)direction.

[00064] As illustrated in FIG.6, disclosed is a torque profile (600) or mechanical throttle operation characteristics (600). The characteristic graph consists of a first torque graphs (610 and 610a) and a second torque graphs (620 and 620a), wherein the torque graph is representation and relation of torque or tension or force required to rotate the grip member (210) in either the forward (CW) direction or the reverse (ACW) direction. It is pertinent to note that there is provided with a first leverage (Y00 to XA) in the forward (CW) direction and a first leverage (Y00 to -XA1) in the reverse (ACW) direction. In an embodiment and referring to first torque curve (610) while throttling-up, the predefined electrical function may be enabled only after the multi function throttle (200) is rotated beyond the first leverage in forward (CW) direction. On the other hand, and referring to the second curve (620) while throttling-down, the predefined electrical functions may be disabled. Similarly, referring to second torque curve (620a), the predefined electrical function may be either enabled or disabled only after the multi-function throttle (200) is rotated beyond the second leverage in the reverse (ACW) direction.

[00065] As shown in FIG.6, disclosed is two torque profile (600) or mechanical throttle operation characteristics (600). The first torque curve (610) is corresponding to the force required to be applied on the grip member (210) to rotate the grip member (210) in forward (CW) direction from the neutral (N) position. The second torque curve (620) is corresponding to the force required to be applied on the grip member (210) to rotate the grip member (210) in reverse (ACW) direction from the neutral (N) position. The shown curves of FIG.6, depicts the at least difference of two forces which is sensed by the rider or the user while rotating in either direction. As shown, the force required to rotate the grip member (210) in forward (CW) direction is less than what is required to rotate the grip member (210) in reverse (ACW) direction. Thus, the reverse rotation force (-Xa) is higher than the forward rotation force (Xa). The said difference is kept such that the rider or user, by slip, error or mistake, does not rotate the grip member (210) in reverse (ACW) direction beyond a neutral position (N) or axis while down-throttling the throttle (200) which may lead to activating the other functions.

[00066] In case the throttle (200) is rotated in the forward (CW) direction, the predefined electrical functions may include allowing more fuel into the internal combustion chamber or increasing the flow of current towards an electric motor (430) in an event the distance of the magnet (228) increases with respect to the sensor (224) fixed in the PCB assembly (226). Alternatively, if the grip member (210) is rotated in the reverse (ACW) direction, the function may include switching ON or OFF, the current flow or fuel towards the motor or engine, respectively. Also, if the grip member (210) is rotated in the reverse (ACW) direction, the function may include locking or unlocking the vehicle handle pipe member (240). In an embodiment, the event to decide if the rider or user is looking for ignition ON/OFF or handle lock/unlock may be decided based on number of repeated reverse (ACW) direction of the grip member (210) or a predefined time until which the grip member (210) rotated and kept/maintained beyond the second leverage point. [00067] Various embodiments of the present invention advantageously provide the throttle (200) that leverages the use of extra or any additional functional switches, buttons, etc., thereby reducing the space constraints, and improving the ergonomics. Further, the present throttle (200) reduces the cost involved in manufacturing additional switches and other costs associated in packaging such switches.

[00068] With the present invention, it reduces the manufacturing process time of the throttle (200). Also, the disclosed throttle (200) is having compact design whereby no extra cables are required to actuate the switch (238).

[00069] Further, the present invention enhances safety of the vehicle (100) and the rider by ensuring that unintended rotation in reverse (ACW) direction of the grip member (210) is avoided. For that the present invention provides a feel to the rider or user that the grip member (210) is being rotated in reverse (ACW) direction.

[00070] Furthermore, the present invention enhances safety of the rider or user by ensuring that the grip member (210) returns back to the neutral position (N), so that the vehicle (100) decelerates when force is released from the grip member (210).

[00071] While few embodiments of the present invention have been described above, it is to be understood that the invention is not limited to the above embodiments and modifications may be appropriately made thereto within the spirit and scope of the invention. [00072] While considerable emphasis has been placed herein on the particular features of this invention, 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 invention. These and other modifications in the nature of the invention 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 invention and not as a limitation.