Power regenerative transmission unit for optimizing energy regeneration during vehicle coasting and method of operation of the unit

Abstract

Power Regenerative Transmission Unit for Optimizing Energy Regeneration during Vehicle Coasting and Method of Operation The present disclosure proposes a power regenerative transmission unit (100) for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle (10). The power regenerative transmission unit (100) comprises a driving unit (102) and a driven unit (124), which are rotabably connected by a belt drive (125) for optimal transfer of relative motion during vehicle coasting and driving modes. The power regenerative transmission unit (100) is used to transfer the relative motion to a rear wheel (12) and a generator (123) simultaneously to harness the kinetic energy during the driving mode for energy restoration. The power regenerative transmission unit (100) have ability to cut-off the drive source during the coasting period and maintains a low gear ratio to enhance the efficiency of the energy regeneration.

Description

Power Regenerative Transmission Unit for Optimizing Energy Regeneration during Vehicle Coasting and Method of OperationDESCRIPTION:Field of the invention:

[0001] The present disclosure generally relates to the technical field of transmission systems, in specific, relates to a power regenerative transmission unit (PRTU) for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle.Background of the invention:

[0002] Electric vehicles (EVs), particularly e-bikes, have gained significant popularity due to their environmental benefits and efficient transportation solutions. However, maximizing their range remains a crucial challenge. One area of improvement lies in capturing and reusing kinetic energy lost during coasting, when the electric vehicle moves freely without any active propulsion.

[0003] Most electric bikes (e-bikes) utilize conventional continuously variable transmissions (CVTs) for automatically adjusting gear ratios. While CVTs offer smooth operation, they often fail during vehicle coasting. Due to their emphasis on maintaining the motor's optimal RPM (revolutions per minute) for efficiency, there may be an imbalance between the coasting speed and the ideal gear ratio, which would maximize energy retrieval from the vehicle wheels. This results in the loss of kinetic energy, which is not efficiently converted back into battery power.

[0004] Some e-bikes provided with regenerative braking systems that capture energy during braking. While effective, these systems only activate when the rider applies brakes, and the captured energy is limited to braking situations. Other solutions propose modifying existing drive trains to improve regeneration efficiency. However, these modifications often involve complex mechanisms or additional components, increasing cost, weight, and maintenance complexity for e-bikes with a limited space.

[0005] In a motorcycle equipped with a CVT, it is impossible to engage and disengage the engine with the drive train. However, the CVT can dynamically adjust the gear ratio to optimize vehicle performance and efficiency. Unlike traditional transmissions with fixed gear ratios, the CVT continuously varies its gear ratio within a certain range to maintain the engine's optimal operating speed for a given vehicle speed.

[0006] Electric motors provide a peak torque over a wide range of speeds, and the CVTs can effectively leverage this characteristic by continuously adjusting the gear ratio to keep the motor operating in its most efficient range. During vehicle coasting, the CVT can adjust its gear ratio to ensure that the engine operates at an efficient speed while still providing enough power to keep the motorcycle moving forward. This adjustment may involve maintaining an optimized gear ratio concerning the engine speed to maximize fuel efficiency and reduce engine wear. However, the regenerating efficiency may drop when the regenerating braking system is involved since the electric vehicle speed will be greatly reduced.

[0007] By addressing all the above-mentioned problems, there is a need for a power regenerative transmission unit (PRTU) for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle. There is also a need for a power regenerative transmission unit that is used to transfer the relative motion to a wheel and a generator simultaneously to harness the kinetic energy during the driving mode for energy restoration. There is also a need for a power regenerative transmission unit that has the ability to cut off a drive source during the coasting period and maintains a low gear ratio to enhance the efficiency of the energy regeneration.

[0008] There is also a need for a power regenerative transmission unit that effectively captures a larger portion of kinetic energy lost during vehicle coasting and converts it back into usable battery power. There is also a need for a power regenerative transmission unit that is compact in design and maximizes energy regeneration efficiency without adding unnecessary weight to the vehicle with more components. Further, there is also a need for a power regenerative transmission unit that ensures uninterrupted power generation through the generator and efficient utilization of energy resources, thereby enhancing the overall performance and reliability of the vehicle.Objectives of the invention:

[0009] The primary objective of the present invention is to provide a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle.

[0010] Another objective of the present invention is to provide a power regenerative transmission unit that is used to transfer the relative motion to the wheel and a generator unit simultaneously to harness the kinetic energy during the driving mode for energy restoration.

[0011] Yet another objective of the present invention is to provide a power regenerative transmission unit that has the ability to cut off a drive source during the coasting period and maintain a low gear ratio to enhance the efficiency of energy regeneration.

[0012] Another objective of the present invention is to provide a power regenerative transmission unit that is equipped with a primary fixed sheave, a primary sliding sheave, a bushing, a cam plate, a roller carrier, plurality of centrifugal rollers, a carrier shaft, a slider block, and a linear bearing for controlling the energy regeneration.

[0013] Yet another objective of the present invention is to provide a power regenerative transmission unit that is compact in design and maximizes energy regeneration efficiency without adding unnecessary weight to the vehicle with more components.

[0014] Yet another objective of the present invention is to provide a power regenerative transmission unit that eliminates the use of a centrifugal clutch to simplify transmission dynamics, and transfer the entire relative motion of the rear wheel to the generator unit through the power regenerative transmission unit during coasting mode.

[0015] Further objective of the present invention is to provide a power regenerative transmission unit that provides uninterrupted power generation through the generator and efficient utilization of energy resources, enhancing the overall performance and reliability of the vehicle.Summary of the invention:

[0016] The present disclosure proposes a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting and method of operation. The following presents a simplified summary in order to provide a basic understanding of some aspects of the claimed subject matter. This summary is not an extensive overview. It is not intended to identify key / critical elements or to delineate the scope of the claimed subject matter. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is presented later.

[0017] In order to overcome the above deficiencies of the prior art, the present disclosure is to solve the technical problem to provide a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle.

[0018] According to one aspect, the invention provides a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting. In one embodiment herein, the power generative transmission unit is configured for effective transfer of relative motion during driving and coasting modes of a vehicle and harnessing the kinetic energy for energy restoration. In one embodiment herein, the power regenerative transmission unit comprises a driving unit, a driven unit, a generator, a drive motor, a primary power source, a secondary power source, and a control unit.

[0019] In one embodiment herein, the driving unit is configured to rotatably connect to the drive motor of the vehicle and adapted to automatically adjust gear ratios based on a speed of the drive motor and coasting conditions. In one embodiment herein, the driving unit comprises a carrier shaft, a primary fixed sheave, a primary sliding sheave, a cam plate, and a slider block.

[0020] In one embodiment herein, the carrier shaft is rotatably positioned within the driving unit. The carrier shaft is connected to the generator via a generator shaft at one end. In one embodiment herein, the primary fixed sheave is coupled to the carrier shaft at another end. The primary fixed sheave is rigidly connected to the primary sliding sheave through a bushing, which is rotatably connected to the driven unit through a belt drive. In one embodiment herein, the carrier shaft is configured with a spur gear profile at one end, which is connected to the generator for transferring the relative motion via the driving unit.In one embodiment herein, the carrier shaft is configured with an external gear teeth profile configured to mesh with an internal gear teeth profile of the slider block. In one embodiment herein, the carrier shaft is configured with a gear profile at the other end for connecting the primary fixed sheave.

[0021] In one embodiment herein, the primary sliding sheave and the primary fixed sheave act as a primary flexible pulley. In one embodiment herein, the primary sliding sheave is configured to move over the bushing towards primary fixed sheave, thereby altering the effective diameter of the belt drive and the primary flexible pulley to adjust the gear ratios when the vehicle is in the driving and coasting modes.

[0022] In one embodiment herein, the cam plate is operatively connected to the primary sliding sheave for controlling sliding movements of the primary sliding sheave. In one embodiment herein, the cam plate is configured to transmit a linear motion and allow the primary sliding sheave to adjust the positions over the bushing. In one embodiment herein, the cam plate is coupled with a roller carrier having plurality of centrifugal rollers that are rotatably adapted to engage the cam plate. In one embodiment herein, the plurality of centrifugal rollers configured to move outwardly based on a centrifugal force generated by rotation of the drive motor to automatically adjust the position of the primary sliding sheave and the gear ratios for optimal power transmission during the driving mode and maintain a low gear ratio by preventing the relative motion of the power regenerative transmission unit to the motor during coasting mode for maximizing energy capture capability.

[0023] In one embodiment herein, the roller carrier is flexibly connected to a drive cover through plurality of studs with one or more elastic members. In one embodiment herein, the drive cover is configured with an external surface having a gear profile, which is configured to be meshed with the drive motor for transferring the relative motion. In one embodiment herein, the drive cover is configured with internal splines for securing the slider block and transmitting the relative motion to the slider block.

[0024] In one embodiment herein, the slider block is connected to the roller carrier. In one embodiment herein, the slider block is configured to move the roller carrier away from the cam plate based on the actuation of a clutch arm by a user. The clutch arm is operatively connected to the slider block and configured to be operated by the user through a hand gripthat is connected to a portion of the clutch arm through a clutch Bowden cable. In one embodiment herein, the slider block and the roller carrier are rotatably connected with a linear bearing which enables the slider block for easy movement and smooth operation. In one embodiment herein, the clutch Bowden cable is connected to the hand grip of the vehicle. The clutch arm is activated based on the throttling action of the handgrip during the driving and coasting modes.

[0025] In one embodiment herein, the slider block is configured with plurality of external splines configured to be meshed with plurality of internal splines of the drive cover. In one embodiment herein, the slider block comprises a collar operably connected to the clutch arm. The collar is configured to move the slider block upon actuation of the clutch arm.

[0026] In one embodiment herein, the clutch arm comprises a cam face, a pivotal hole. In one embodiment herein, the cam face is configured to maintain a surface contact with the collar upon actuation of the clutch arm. In one embodiment herein, the pivotal hole is provided on surface of the clutch arm. The pivotal hole acts as a fulcrum point through which the clutch arm is clamped to a casing of the power regenerative transmission unit.

[0027] In one embodiment, the driven unit comprises a secondary fixed sheave, a secondary sliding sheave, a sleeve, a driven shaft, and a driven gear. In one embodiment herein, the secondary fixed sheave is configured to be mounted over the driven shaft. The secondary fixed sheave is configured with an extended shaft having plurality of protrusions. In one embodiment herein, the secondary sliding sheave is mounted over the extended shaft of the secondary fixed sheave having plurality of curvilinear slots on the surface for receiving the plurality of protrusions of the secondary fixed sheave. The secondary fixed sheave and the secondary sliding sheave act as a secondary flexible pulley. In one embodiment herein, the secondary sliding sheave is configured to move away from the secondary fixed sheave to deform the belt drive with a higher gear ratio when a user increases the speed by throttling during the driving mode, thereby amplifying the speed of the driven unit and rotating a rear wheel at high speed during the driving mode for optimal power transmission.

[0028] In one embodiment, the sleeve is configured as an enclosure for securing the plurality of curvilinear slots of the secondary sliding sheave. The sleeve is configured to hold a primary spring, which is flexibly configured to retract according to the movement of thesecondary sliding sheave, thereby altering the primary pulley and the secondary pulley to attain an original position based on the restored force of the primary spring and causing the belt drive to reshape for attaining a low gear ratio.

[0029] In one embodiment, the driven shaft is configured to connect a rear wheel and the driven unit. In one embodiment herein, the driven shaft is configured to receive the relative motion from the driven unit. The driven shaft is rotatably coupled to the driven gear, which is configured to be meshed with a gear box connecting the rear wheel and the driven unit, thereby transferring the relative motion of the driven unit to the rear wheel.

[0030] In one embodiment, the generator converts the kinetic energy received from the power regenerative transmission unit into electrical power and the converted electrical power is stored in a secondary power source. The drive motor is operated by the electrical power supplied by a primary power source. In one embodiment herein, the control unit is configured to be in communication with the primary power source and the secondary power source for controlling the electrical power transmission and regeneration during driving mode and coasting mode. In one embodiment herein, the control unit is configured to provide a seamless switch between the primary power source and the secondary power source to ensure uninterrupted power supply by activating the secondary power source when the primary power source is inactive or its charge is low.

[0031] In one embodiment herein, the power regenerative transmission unit eliminates the use of a centrifugal clutch to simplify transmission dynamics, and transfer the entire relative motion of the rear wheel to the generator through the power regenerative transmission unit during coasting.

[0032] According to another aspect, the invention provides a method for operating a power regenerative transmission unit for optimizing energy regeneration during a vehicle coasting. At one step, the user activates the hand grip of the vehicle to rotate in a clockwise direction, thereby releasing the clutch Bowden cable and pulling the throttle Bowden cable. At other step, the drive motor rotates upon pulling the throttle Bowden cable. The drive motor rotates the drive cover, the carrier shaft, the roller carrier, and the slider block of the driving unit in the anticlockwise direction based on the speed of the drive motor.

[0033] At another step, the throttle Bowden cable is released and the clutch arm is actuated to move the slider block and the roller carrier towards the cam plate to enable the plurality of centrifugal rollers within the roller carrier to make surface contact with the cam plate. At other step, the cam plate is moved linearly towards the primary fixed sheave enabling the primary sliding sheave to move respectively relative to the primary fixed sheave, thereby minimizing a gap by expanding the belt drive towards the driving unit and maximizing the gap by converging the belt drive towards the driven unit.

[0034] At another step, the secondary sliding sheave is moved away from the secondary fixed sheave and the belt drive is deformed with a higher gear ratio, thereby amplifying the speed of the driven unit and rotating the rear wheel at high speed during driving mode for optimal power transmission. At other step, the user releases the hand grip during the coasting mode, thereby actuating the clutch Bowden cable to pull the clutch arm for enabling the slider block and the roller carrier to move away from the primary fixed sheave and the primary sliding sheave, respectively.

[0035] At other step, the roller carrier is moved away from the cam plate by compressing the plurality of elastic members, thereby preventing the transfer of relative motion to the power regenerative transmission unit from the drive motor. At another step, the primary pulley and the secondary pulley are altered to attain the original position based on the restored force of a primary spring, thereby causing the belt drive to reshape to attain a low gear ratio.

[0036] Further, at other step, the power regenerative transmission unit transmits the kinetic energy generated by the rear wheel to the generator by preventing the transfer of relative motion from the drive motor, thereby increasing the efficiency of energy regeneration during coasting mode.

[0037] Further, objects and advantages of the present invention will be apparent from a study of the following portion of the specification, the claims, and the attached drawings.Detailed description of drawings:

[0038] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate an embodiment of the invention, and, together with the description, explain the principles of the invention.

[0039] FIG. 1 illustrates a block diagram of a vehicle integrated with a power regenerative transmission unit, in accordance to an exemplary embodiment of the invention.

[0040] FIGs. 2A-2B illustrate schematic views of a driving unit and a driven unit connected via a belt drive, in accordance to an exemplary embodiment of the invention.

[0041] FIG. 3 illustrates an exploded view of the driving unit, in accordance to an exemplary embodiment of the invention.

[0042] FIG. 4 illustrate schematic views of a primary fixed sheave of the driving unit, in accordance to an exemplary embodiment of the invention.

[0043] FIG. 5 illustrate perspective views of the primary sliding sheave and a cam plate of the driving unit, in accordance to an exemplary embodiment of the invention.

[0044] FIG. 6 illustrates a schematic view of a roller carrier of the driving unit, in accordance to an exemplary embodiment of the invention.

[0045] FIG. 7 illustrates an exploded view of a drive cover connecting the roller carrier, in accordance to an exemplary embodiment of the invention.

[0046] FIG. 8 illustrates a sectional view of the driving unit connecting the driven unit, in accordance to an exemplary embodiment of the invention.

[0047] FIG. 9 illustrates a sectional view of a power regenerative transmission unit, in accordance to an exemplary embodiment of the invention.

[0048] FIG. 10 illustrates an exploded view of the driven unit, in accordance to an exemplary embodiment of the invention.

[0049] FIG. 11 illustrates a schematic view of a secondary fixed sheave in connection with a secondary sliding sheave of the driven unit, in accordance to an exemplary embodiment of the invention.

[0050] FIG. 12A illustrates a top view of the vehicle connected with the power regenerative transmission unit, in accordance to an exemplary embodiment of the invention.

[0051] FIG. 12B illustrates a side view the electrical vehicle connected with the power regenerative transmission unit, in accordance to an exemplary embodiment of the invention.

[0052] FIGs. 13A-13B illustrates side views of a handgrip of the vehicle during throttling and coasting modes, in accordance to an exemplary embodiment of the invention.

[0053] FIG. 14 illustrates a schematic view of the power regenerative transmission unit during throttling mode, in accordance to an exemplary embodiment of the invention.

[0054] FIGs. 15A-15B illustrate sectional views of the power regenerative transmission unit during throttling mode, in accordance to an exemplary embodiment of the invention.

[0055] FIG. 16 illustrates a top view of the power regenerative transmission unit during belt deformation, in accordance to an exemplary embodiment of the invention.

[0056] FIG. 17 illustrates a side view of the power regenerative transmission unit during belt deformation, in accordance to an exemplary embodiment of the invention.

[0057] FIG. 18 illustrates a sectional view of the power regenerative transmission unit during coasting mode, in accordance to an exemplary embodiment of the invention.

[0058] FIG. 19A illustrates a graph between voltage supplied to a drive motor and the rotational speed of a wheel and a generator shaft, in accordance to an exemplary embodiment of the invention.

[0059] FIG. 19B illustrates a graph between a torque on the generator shaft and a speed of the generator shaft during a driving mode, in accordance to an exemplary embodiment of the invention.

[0060] FIG. 19C illustrates a graph between voltage generated and the speed of the generator shaft, in accordance to an exemplary embodiment of the invention.

[0061] FIG. 19D illustrates a graph representing the electrical power generated using CVT and using a power regenerative transmission unit with respect to various wheel speeds, in accordance to an exemplary embodiment of the invention.

[0062] FIGs. 20A-20B illustrate a flowchart of a method for operating the power regenerative transmission unit for optimizing energy regeneration during vehicle coasting, in accordance to an exemplary embodiment of the invention.Detailed invention disclosure:

[0063] Various embodiments of the present invention will be described in reference to the accompanying drawings. Wherever possible, same or similar reference numerals are used in the drawings and the description to refer to the same or like parts or steps.

[0064] The present disclosure has been made with a view towards solving the problem with the prior art described above, and it is an object of the present invention to provide a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle.

[0065] According to one exemplary embodiment of the invention, FIG. 1 refers to a block diagram of a vehicle 10 or an electrical vehicle integrated with the power regenerative transmission unit 100. The power regenerative transmission unit 100 has ability to cut-off a drive source during the coasting period and maintains a low gear ratio to enhance the efficiency of the energy regeneration. The power regenerative transmission unit 100 is compact in design and maximizes energy regeneration efficiency without adding unnecessary weight to the vehicle 10 with more components. The power regenerative transmission unit 100 provides uninterrupted power generation through a generator 123 and efficient utilization of energy resources, enhancing the overall performance and reliability of the vehicle 10. The power regenerative transmission unit 100 eliminates the use of a centrifugal clutch to simplify transmission dynamics, and transfer the entire relative motion of a rear wheel 12 to the generator 123 through the power regenerative transmission unit 100 during the coasting mode.

[0066] In one embodiment herein, the power regenerative transmission unit 100 configured for effective transfer of the relative motion during driving and coasting modes of the vehicle10 and harnessing the kinetic energy for energy restoration. In one embodiment herein, the vehicle 10 comprises a power regenerative transmission unit 100, the generator 123, a drive motor 105, a primary power source 139A, a secondary power source 139B, and a control unit 140. In one embodiment herein, the power regenerative transmission unit 100 is similar in working with the CVT unit. In one embodiment herein, the primary power source 139A is configured for supplying electrical power and the secondary power source 139B is configured for receiving electrical power generated by the generator 123 during driving mode and coasting mode. In one embodiment herein, the control unit 140 is configured to be in communication with the primary power source 139A and the secondary power source 139B for controlling the electrical power transmission and regeneration during driving mode and coasting mode.

[0067] In one embodiment herein, the primary power source 139A supplies electrical power to drive the drive motor 105, which in turn propels the wheels of the vehicle 10 through the power regenerative transmission unit 100 and generates kinetic energy. The generated kinetic energy is harnessed to recharge the secondary power source 139B. The power regenerative transmission unit 100 is configured to transfer the mechanical energy to the generator 123, thereby generating into an electrical power and the generated electrical power is stored in the secondary power source 139B. In one embodiment herein, the control unit 140 is configured to provide seamless switch between the primary power source 139A and the secondary power source 139B to ensure uninterrupted power supply by activating the secondary power source 139B when the primary power source 139A is inactive or its charge is low. In one exemplary embodiment herein, when the secondary power source 139B is fully charged, the primary power source 139A is used to store the generated electrical power.

[0068] In one embodiment herein, the primary power source 139A is configured for supplying electrical power and the secondary power source 139B is configured for receiving electrical power generated by the generator 123 during driving mode and coasting mode. In one embodiment herein, the control unit 140 is configured to be in communication with the power regenerative transmission unit 100 for controlling the electrical power transmission and regeneration during driving mode and coasting mode.

[0069] According to another exemplary embodiment of the invention, FIGs. 2A-2B refers to schematic views of a driving unit 102 and a driven unit 124 connected via a belt drive 125. In one embodiment herein, the power regenerative transmission unit 100 comprises the driving unit 102, and the driven unit 124. In one embodiment herein, the driving unit 102 is configured to rotatably connect to the drive motor 105 of the vehicle 10 and adapted to adjust gear ratios based on speed of the drive motor 105 and coasting conditions. In one embodiment herein, the driven unit 124 is configured to rotatably connect to the driving unit 102 by the belt drive 125 for transferring the relative motion during the driving mode.

[0070] According to another exemplary embodiment of the invention, FIG. 3 refers to an exploded view of the driving unit 102. In one embodiment herein, the driving unit 102 comprises a carrier shaft 116, a primary fixed sheave 104, a primary sliding sheave 106, a cam plate 108, and a slider block 118.

[0071] In one embodiment herein, the carrier shaft 116 is rotatably positioned within the driving unit 102. The carrier shaft 116 is connected to the generator 123 via a generator shaft 121 at one end. In one embodiment herein, the primary fixed sheave 104 is coupled to the carrier shaft 116 at another end. The primary fixed sheave 104 is rigidly connected to the primary sliding sheave 106 through a bushing 110, which is rotatably connected to the driven unit 124 through a belt drive 125. In one embodiment herein, the carrier shaft 116 is configured with a spur gear profile 116A (shown in FIG. 9) at one end, which is connected to the generator 123 for transferring the relative motion via the driving unit 102. In one embodiment herein, the carrier shaft 116 is configured with an external gear teeth profile 116B (shown in FIG. 9) configured to mesh with an internal gear teeth profile 118B (shown in FIG. 9) of the slider block 118. In one embodiment herein, the carrier shaft 116 is configured with a gear profile 116C (shown in FIG. 9) at the other end for connecting the primary fixed sheave 104.

[0072] In one embodiment herein, the primary sliding sheave 106 and the primary fixed sheave 104 act as a primary flexible pulley 107. In one embodiment herein, the primary sliding sheave 106 is configured to move over the bushing 110 towards the primary fixed sheave 104, thereby altering the effective diameter of the belt drive 125 at the primary flexible pulley 107 to adjust the gear ratios when the vehicle 10 is in driving and coastingmodes. In one embodiment herein, the primary fixed sheave 104 and the primary sliding sheave 106 are configured with internal gear teeth profile 109 (shown in FIG. 9) for receiving the carrier shaft 116 as shown in FIG. 4. In one embodiment herein, the bushing 110 helps to maintain proper alignment and stability for the primary sliding sheave 106, preventing any wobbling or misalignment that could affect the performance of the power regenerative transmission unit 100.

[0073] In one embodiment herein, the cam plate 108 is operatively connected to the primary sliding sheave 106 for controlling sliding movements of the primary sliding sheave 106. In one embodiment herein, the cam plate 108 is configured to transmit a linear motion and allow the primary sliding sheave 106 to adjust positions over the bushing 110. In one embodiment herein, the cam plate 108 is coupled with a roller carrier 112 having plurality of centrifugal rollers 113 (as shown in FIG. 6) that are rotatably adapted to engage the cam plate 108. In one embodiment herein, the plurality of centrifugal rollers 113 configured to move outwardly based on a centrifugal force generated by rotation of the drive motor 105 to automatically adjust the position of the primary sliding sheave 106 and the gear ratios for optimal power transmission during the driving mode and maintain a low gear ratio by preventing the relative motion of the power regenerative transmission unit 100 to the motor 105 during the coasting mode of the vehicle 10 for maximizing energy capture capability.

[0074] In one embodiment herein, the slider block 118 is connected to the roller carrier 112. In one embodiment herein, the slider block 118 is configured to move the roller carrier 112 away from the cam plate 108 based on the actuation of a clutch arm 122, which is operably connected to the slider block 118 via a clutch Bowden cable 137A. In one embodiment herein, the slider block 118 and the roller carrier 112 are rotatably connected with a linear bearing 120 which enables the slider block 118 for easy movement and smooth operation. In one embodiment herein the clutch Bowden cable 137A is connected to the hand grip of the vehicle 10. The clutch arm 122 is activated based on the throttling action of the handgrip during the driving and coasting modes.

[0075] In one embodiment herein, the slider block 118 is configured with plurality of external splines 118C (shown in FIG. 9) configured to be meshed with plurality of internalsplines 114B of the drive cover 114. In one embodiment herein, the slider block 118 comprises a collar 118A operably connected to the clutch arm 122. The collar 118A is configured to move the slider block 118 upon actuation of the clutch arm 122.

[0076] According to another exemplary embodiment of the invention, FIG. 4 refer to schematic views of the primary fixed sheave 104 of the driving unit 102. The primary fixed sheave 104 is coupled to the carrier shaft 116 using a nut and a claw washer. In one embodiment herein, the perspective views of the primary sliding sheave 106 and the cam plate 108 of the driving unit 102 are shown in FIG. 5. The cam plate 108 is typically provided with a conical surface that experiences linear movement upon rotation of the roller carrier 112 due to centrifugal force.

[0077] According to another exemplary embodiment of the invention, FIG. 6 refers to a schematic view of the roller carrier 112 of the driving unit 102. The plurality of centrifugal rollers 113 is directly hinged to the internal surface of the roller carrier 112 using plurality of fasteners. As the rotational speed of the drive motor 105 changes, the plurality of centrifugal rollers 113 moves away from the centre due to centrifugal force. This alters the effective diameter of the primary pulley 107, by achieving the linear movement of the cam plate 108.

[0078] According to another exemplary embodiment of the invention, FIG. 7 refers to an exploded view of the drive cover 114 connecting the roller carrier 112. In one embodiment herein, the roller carrier 112 is flexibly connected to a drive cover 114 through plurality of studs 115 coupled with one or more elastic members 117. The plurality of studs 115 is removably fixed to the drive cover 114 using plurality of fasteners. In one embodiment herein, the drive cover 114 is configured with an external surface having a gear profile 114A, which is configured to be meshed with the drive motor 105 for transferring the relative motion. In one embodiment herein, the drive cover 114 is configured with the plurality of internal splines 114B (shown in FIG. 9) for securing the slider block 118 and transmitting the relative motion to the slider block 118. In one embodiment herein, the sectional view of the driving unit 102 connecting the driven unit 124 is shown in FIG. 8.

[0079] According to another exemplary embodiment of the invention, FIG. 9 refers to a sectional view of the power regenerative transmission unit 100. In one embodiment herein,the clutch arm 122 comprises a cam face 122A, and a pivotal hole 122B. In one embodiment herein, the cam face 122A is configured to maintain surface contact with the collar 118A. In one embodiment herein, the pivotal hole 122B is provided on the surface of the clutch arm 122. The pivotal hole 122B acts as a fulcrum point through which the clutch arm 122 is clamped to the casing (not shown in FIG) of the power regenerative transmission unit 100.

[0080] According to another exemplary embodiment of the invention, FIG. 10 refers to an exploded view of the driven unit 124. In one embodiment herein, the driven unit 124 comprises a secondary fixed sheave 126, a secondary sliding sheave 128, a sleeve 130, a driven shaft 134, and a driven gear 136. In one embodiment herein, the secondary fixed sheave 126 is configured to be mounted over the driven shaft 134. The secondary fixed sheave 126 is configured with an extended shaft 127 having plurality of protrusions 129. In one embodiment herein, the secondary sliding sheave 128 is mounted over the extended shaft 127 of the secondary fixed sheave 126 having plurality of curvilinear slots 131 on the surface for receiving the plurality of protrusions 129 of the secondary fixed sheave 126. The secondary fixed sheave 126 and the secondary sliding sheave 128 act as a secondary flexible pulley 135. In one embodiment herein, the extended shaft 127 of the secondary fixed sheave 126 is provided with external threading to lock the components using a hexa nut. In one embodiment herein, the secondary sliding sheave 128 is configured to move away from the secondary fixed sheave 126 to deform the belt drive 125 with a higher gear ratio when a user increases the speed by throttling during driving mode, thereby amplifying the speed of the driven unit 124 and rotating the rear wheel 12 at high speed during driving mode for optimal power transmission.

[0081] In one embodiment herein, the sleeve 130 is configured as an enclosure for securing the plurality of curvilinear slots 131 of the secondary sliding sheave 128. The sleeve 130 is configured to hold a primary spring 132, which is flexibly configured to retract according to the movement of the secondary sliding sheave 128, thereby altering the primary pulley 107 and the secondary pulley 135 to attain original position based on the restored force of the primary spring 132 and causing the belt drive 125 to reshape for attaining a low gear ratio.

[0082] In one embodiment herein, the driven shaft 134 is configured to connect the rear wheel 12 and the driven unit 124. In one embodiment herein, the driven shaft 134 isconfigured to receive the relative motion from the driven unit 124. The driven shaft 134 is rotatably coupled to the driven gear 136, which is configured to be meshed with a gear box 138 connecting the rear wheel 12 and the driven unit 124, thereby transferring the relative motion of the driven unit 124 to the rear wheel 12. According to another exemplary embodiment of the invention, FIG. 11 refers to a schematic view of the secondary fixed sheave 126 in connection with the secondary sliding sheave 128 of the driven unit 124.

[0083] According to another exemplary embodiment of the invention, FIG. 12A refers to a top view of the vehicle 10 connected with the power regenerative transmission unit 100. In one embodiment herein, the primary power source 139A supplies electrical power to drive the drive motor 105, which in turn propels the wheels of the vehicle 10 and generates kinetic energy through the power regenerative transmission unit 100. The generated kinetic energy is harnessed to recharge the secondary power source 139B. The power regenerative transmission unit 100 is configured to transfer the mechanical energy to the generator 123, thereby generating into an electrical power and the generated electrical power is stored in the secondary power source 139B. According to another exemplary embodiment of the invention, FIG. 12B refers to a side view of the vehicle 10 connected with power regenerative transmission unit 100.

[0084] According to another exemplary embodiment of the invention, FIGs. 13A-13B refers to side views of a handgrip of the vehicle 10 during throttling and coasting modes. In one embodiment herein, the hand grip is integrated with a spring-operated pulley carrying two nipple slots. In one embodiment herein, the two nipple slots are provided on the different positions, i.e., either side of the pulley. The hand grip is connected to a throttle Bowden cable 137B, which is attached to a bottom slot and the clutch Bowden cable 137A is attached to a top slot. When the hand grip is rotated in a clockwise direction the clutch Bowden cable 137A is released and the throttle Bowden cable 137B is pulled and vice versa while the hand grip is rotated in the anti-clockwise direction.

[0085] According to another exemplary embodiment of the invention, FIG. 14 refers to a schematic view of the power regenerative transmission unit 100 during throttling mode. Initially, while in normal conditions the throttle Bowden cable 137B remain at bottom position and the clutch Bowden cable 137A remain at the top position within the handgrippulley, as shown in FIG. 13A. Since the clutch Bowden cable 137A is in a winded position, the clutch arm 122 pulls the slider block 118 away from the primary pulley 107 of the driving unit 102, as shown in the FIG. 8.

[0086] In one embodiment herein, the internal gear teeth profile on the slider block 118 remains unmated with the external gear teeth profile of the carrier shaft 116. The plurality of centrifugal rollers 113 is faced toward the center since there is no centrifugal force acting on them. The roller carrier 112 remains away from the cam plate 108, by compressing the elastic members 117 provided in between the roller carrier 112 and the drive cover 114. In one embodiment herein, the primary sliding sheave 106 remains away from the primary fixed sheave 104, thereby maintaining the belt drive 125 in a converged state. In one embodiment herein, the belt drive 125 at the driving unit 102 is in the converged state, the belt drive 125 at the driven unit remains at an extended state, as shown in FIG. 14, thereby keeping the secondary sliding sheave 128 nearer to the secondary fixed sheave 126 due to the action of the primary spring 132.

[0087] In one embodiment herein, the user operates the hand grip and rotates it in the clockwise direction, as shown in the FIG. 13B. The clockwise rotation of the hand grip tends to release the clutch Bowden cable 137A and pulls the throttle burden cable. When the throttle Bowden cable 137B is pulled the drive motor or BLDC motor 105 starts rotating and rotates the output shaft of the drive motor 105. Since the output shaft is in mate with the external gear structure around the periphery surface of the drive cover 114, the drive cover 114 starts rotating in the respective direction. Simultaneously, the release of the throttle Bowden cable 137B will cause the clutch arm 122 to become free. As the clutch arm 122 is free, the elastic members 117 in between the roller carrier 112 and the drive cover 114 attain their extended position, thereby moving the roller carrier 112 including the slider block 118 towards the cam plate 108, as shown in the FIG. 15A.

[0088] In one embodiment herein, the plurality of centrifugal rollers 113 within the roller carrier 112 tends to make contact with the conical surface (as shown in the FIG. 5) of the cam plate 108. The movement of the slider block 118 enables the internal gear teeth profile of the slider block 118 to mesh with the external gear teeth profile of the carrier shaft 116. In one embodiment herein, the rotation of the drive cover 114 tend to rotate the sliderblock 118 since the external splines of the slider block 118 remain engaged with the internal splines of the drive cover 114. As a result, the driving unit 102 starts rotating in the anticlockwise direction. Since the carrier shaft 116 is connected to the shaft 121 through spur gear. The relative motion is transferred to the generator shaft 121 thereby generating the energy and the energy generated is stored in the secondary power source 139B.

[0089] In one embodiment herein, the rotation of the driving unit 102 allows the driven unit 124 to rotate through the belt drive 125. As the driving unit 102 rotates in the anti-clockwise direction, the driven unit 124 will also rotate in the anti-clockwise direction. The rotational force is carried to the driven shaft 134 within the driven unit 124 and transferred to the rear wheel 12 through a gearbox 138, thereby rotating the rear wheel 12 to move the vehicle 10.

[0090] According to another exemplary embodiment of the invention, FIGs. 15A-15B refers to sectional views of the power regenerative transmission unit 100 during throttling mode. In one embodiment herein, when the user gradually increases the speed by throttling, the drive cover 114 increases its rotational speed. As the drive cover 114 increases the speed the slider block 118 attains the same rpm and rotates the roller carrier 112 and the carrier shaft 116 at the same rpm. As the carrier shaft 116 increases the rpm the generator 123 coupled to it will induce more energy. In one embodiment herein, the rotation of the roller carrier 112 at high rpm, allows the plurality of centrifugal rollers 113 within the roller carrier 112 to experience the centrifugal force and tend to move away from the center, thereby moving the cam plate 108 linearly towards the primary fixed sheave 104, as shown in the FIG. 15B. In one embodiment herein, the primary sliding sheave 106 tends to move linearly towards the primary fixed sheave 104 over the bushing 110. In one embodiment herein, the movement of the primary sliding sheave 106 causes the belt drive 125 towards the driving unit 102 expand since the gap between the primary fixed sheave 104 and the primary sliding sheave 106 is minimized, as shown in FIG. 16. The belt drive 125 towards the driven unit 124 will converge consequently, by maximizing the gap between the secondary fixed sheave 126 and the secondary sliding sheave 128.

[0091] In one embodiment herein, the secondary sliding sheave 128 moves away from the secondary fixed sheave 126 by guiding the protrusions 129 of the secondary fixed sheave 126 over the plurality of curvilinear slots 131 of the secondary sliding sheave 128. As thesecondary sliding sheave 128 moves away from the secondary fixed sheave 126 the primary spring 132 provided within the driven unit 124 will be strained to compress. Due to this the belt drive 125 attains a deformed shape with higher gear ratio as shown in FIG. 17. At this high gear ratio, the rotations made by the driving unit 102 are less compared to the rotations made by the driven unit 124. Hence the speed of the driven unit 124 is amplified and the rear wheel 12 will be rotated at greater speed.

[0092] According to another exemplary embodiment of the invention, FIG. 18 refers to a sectional view of the power regenerative transmission unit 100 during coasting mode. During the coasting period user releases the hand grip, the restoration force in the spring- operated pulley will cause the hand grip to attain its initial position which causes the clutch Bowden cable 137A to pull the clutch arm 122. The cam face 122A of the clutch arm 122 enables the slider block 118 with the roller carrier 112 to move away from the primary fixed sheave 104 and primary sliding sheave 106, as shown in the FIG. 18. In one embodiment herein, the internal gear teeth profile on the slider block 118 will be unmated with the external gear teeth profile of the carrier shaft 116. The roller carrier 112 moves away from the cam plate 108, by compressing the elastic members 117 provided in between the roller carrier 112 and the drive cover 114.

[0093] In one embodiment herein, the power regenerative transmission unit 100 becomes idle and there will be no transfer of relative motion from the drive motor 105. Since the power regenerative transmission unit becomes idle, the restored force in the primary spring 132 of the driven unit 124 alters the primary flexible pulley 107 and the secondary flexible pulley 135 to attain the original initial position of the primary sliding sheave 106 and the secondary sliding sheave respectively. This will cause the belt drive 125 to reshape and attain a minimum gear ratio (low gear ratio). Since the vehicle 10 is in coasting, the power regenerative transmission unit 100 transmits the power from the rear wheel 12 to the generator 123. The free rotation of the rear wheel 12 rotates the driven unit 124 and the relative motion is amplified and transmitted to the driving unit 102. This relative motion is then conveyed from the driving unit 102 to the generator 123 through the carrier shaft 116.

[0094] According to another exemplary embodiment of the invention, FIG. 19A refers to a graph 1900 between voltage supplied to the drive motor 105 and the rotational speed ofthe rear wheel 12 and the generator shaft 121. In one embodiment herein, various equipment like a tachometer used to measure wheel speed, a voltmeter used to measure input and output voltage, and a torque tester used to measure torque on the generator 123. In one embodiment herein, the graph 1900 comprises an x-axis and a y-axis. The x-axis is labelled as the rotational speed (rpm) of the rear wheel 12 and the generator shaft 121. In one embodiment herein, the y-axis is labelled as the voltage supplied (Vs) to the drive motor 105. In one embodiment herein, the increase of the generator shaft 121 speed and the rear wheel 12 speed with the increase of voltage supplied (Vs) to the drive motor is show in Table 1.

[0095] Tablel:

[0096] According to another exemplary embodiment of the invention, FIG. 19B refers to a graph 1902 between a torque on the generator shaft 121 and the speed of the generator shaft 121 during the driving mode. The graph 1902 comprises an x-axis and a y-axis. The x- axis represents the torque on the generator shaft 121 of the generator 123 during the driving mode and the y-axis represents the speed of the generator shaft 121 during the driving mode. In one embodiment herein, the torque on the generator shaft 121 and the voltage regenerated by the generator (Vg) 123 at various rotational speeds of the generator shaft 121 is shown in Table 2.

[0097] Table 2:

[0098] According to another exemplary embodiment of the invention, FIG. 19C refers to a graph 1904 between the voltage generated and the speed of the generator shaft 121. The graph 1904 comprises an x-axis and a y-axis. The x-axis represents the voltage generated during the driving mode and the y-axis represents the speed of the generator shaft 121 during the driving mode. The voltage increase with respective to the increase in speed as shown in the graph 1904.

[0099] According to another exemplary embodiment of the invention, FIG. 19D refers to a graph 1906 representing the electrical power generated using CVT and the power regenerative transmission unit 100 with respect to various wheel speeds. In one embodiment, the vehicle 10 with the power regenerative transmission unit 100 generates more energy than the vehicle 10 with CVT, this is achieved by maintaining the low gear ratio during the coasting period. In one embodiment herein, the free energy from the rear wheel 12 is transferred to the generator 123 through the power regenerative transmission unit 100. In one embodiment herein, the voltage generated by the generator 123 during the coasting period with and without the power regenerative transmission unit 100 is shown in Table 3.

[0100] Table 3: The voltage generated by the generator during the coasting period with and without the power regenerative transmission unit 100.

[0101] In one embodiment herein, the percentage increase of voltage generated with the power regenerative transmission unit 100 compared to the CVT at different speeds is shown in Table 3. The percent increased by 110% at a speed of 310 rpm and a voltage of 32 V, at a speed of 270 rpm and a voltage of 23 V is 74%, at a speed of 220 rpm and a voltage of 18.6 V is 50%, at a speed of 180 rpm and a voltage of 15.2 V is 25%, at a speed of 130 rpm and a voltage of 11.73 V is 20%, at a speed of 90 rpm and a voltage of 4 V is 11%.

[0102] According to another exemplary embodiment of the invention, FIGs. 20A-20B refer to a flowchart 2000 of a method for operating the power regenerative transmission unit 100 for optimizing energy regeneration during the vehicle 10 coasting. At step 2002, the user activates the hand grip of the vehicle 10 to rotate in a clockwise direction, thereby releasing the clutch Bowden cable 137A and pulling the throttle Bowden cable 137B. At step 2004, the drive motor 105 rotates upon pulling the throttle Bowden cable 137B. The drive motor 105 rotates the drive cover 114, the carrier shaft 116, the roller carrier 112, and the slider block 118 of the driving unit 102 in the anticlockwise direction based on the speed of the drive motor 105.

[0103] At step 2006, the throttle Bowden cable 137B is released and the clutch arm 122 is actuated to move the slider block 118 and the roller carrier 112 towards the cam plate 108 to enable the plurality of centrifugal rollers 113 within the roller carrier 112 to make a surface contact with the cam plate 108. At step 2008, the cam plate 108 is moved linearly towards the primary fixed sheave 104 enabling the primary sliding sheave 104 to move respectively relative to the primary fixed sheave 104, thereby minimizing a gap by expanding the belt drive 125 towards the driving unit 102 and maximizing the gap by converging the belt drive 125 towards the driven unit 124.

[0104] At step 2010, the secondary sliding sheave 128 is moved away from the secondary fixed sheave 126 and the belt drive 125 is deformed with a higher gear ratio, therebyamplifying the speed of the driven unit 124 and rotating the rear wheel 12 at high speed during driving mode for optimal power transmission. At step 2012, the user releases the hand grip during the coasting mode, thereby actuating the clutch Bowden cable 137A to pull the clutch arm 122 for enabling the slider block 118 and the roller carrier 112 to move away from the primary fixed sheave 104 and the primary sliding sheave 106 respectively.

[0105] At step 2014, the roller carrier 112 is moved away from the cam plate 108 by compressing the plurality of elastic members 117, thereby preventing the transfer of relative motion to the power regenerative transmission unit 100 from the drive motor 105. At step 2016, the primary pulley 107 and the secondary pulley 135 are altered to attain the original position based on the restored force of a primary spring 132, thereby causing the belt drive 125 to reshape to attain a low gear ratio.

[0106] Further, at step 2018, the power regenerative transmission unit 100 transmits the kinetic energy generated by the rear wheel 12 to the generator 123 by preventing the transfer of relative motion from the drive motor 105, thereby increasing the efficiency of energy regeneration during coasting mode.

[0107] Numerous advantages of the present disclosure may be apparent from the discussion above. In accordance with the present disclosure a power regenerative transmission unit for optimizing energy regeneration during vehicle coasting, is disclosed. The proposed invention provides the power regenerative transmission unit 100 for optimizing energy regeneration during vehicle coasting and driving modes, thereby improving the efficiency of the vehicle 10.

[0108] The power regenerative transmission unit 100 is used to transfer the relative motion to the rear wheel 12 and the generator 123 simultaneously to harness the kinetic energy during the driving mode for energy restoration. The power regenerative transmission unit 100 has ability to cut-off the drive source during the coasting period and maintains a low gear ratio to enhance the efficiency of the energy regeneration. The power regenerative transmission unit 100 is compact in design and maximizes energy regeneration efficiency without compromising on space or adding unnecessary weight to the vehicle 10. The power regenerative transmission unit 100 provides uninterrupted power generation through the generator 123 and efficient utilization of energy resources, thereby enhancingthe overall performance and reliability of the vehicle 10. The power regenerative transmission unit 100 effectively captures a larger portion of kinetic energy lost during coasting and converts it back into usable battery power. The power regenerative transmission unit 100 eliminates the use of a centrifugal clutch to simplify transmission dynamics, and transfer the entire relative motion of the rear wheel 12 to the generator 123 through the power regenerative transmission unit 100.

[0109] It will readily be apparent that numerous modifications and alterations can be made to the processes described in the foregoing examples without departing from the principles underlying the invention, and all such modifications and alterations are intended to be embraced by this application.

Claims

CLAIMS: l / We Claim:

1. A power regenerative transmission unit (100) for optimizing energy regeneration during vehicle coasting, comprising: a driving unit (102) configured to rotatably connect to a drive motor (105) of a vehicle (10), wherein the driving unit (102) is adapted to automatically adjust gear ratios based on a speed of the drive motor (105) and coasting conditions, wherein the driving unit (102) comprises: a carrier shaft (116) rotatably positioned within the driving unit (102), wherein the carrier shaft (116) is connected to a generator (123) via a generator shaft (121) at one end; a primary fixed sheave (104) coupled to the carrier shaft (116) at another end, wherein the primary fixed sheave (104) is rigidly connected to a primary sliding sheave (106) through a bushing (110), which is rotatably connected to a driven unit (124) through a belt drive (125), wherein said primary sliding sheave (106) and the primary fixed sheave (104) act as a primary flexible pulley (107); and said primary sliding sheave (106) is configured to move over the bushing (110) towards the primary fixed sheave (104), thereby altering effective diameter of the belt drive (125) and the primary flexible pulley (107) to adjust the gear ratios when the vehicle (10) is in the driving and coasting modes; a cam plate (108) operatively connected to the primary sliding sheave (106) for controlling sliding movements of the primary sliding sheave (106), wherein the cam plate (108) is configured to transmit a linear motion and allow the primary sliding sheave (106) to adjust positions over the bushing (110), wherein said cam plate (108) is coupled a roller carrier (112) having plurality of centrifugal rollers (113) that are rotatably adapted to engage the cam plate (108), wherein the plurality of centrifugal rollers (113) is configured to move outwardly based on a centrifugal force generated by rotation of the drive motor (105), therebyautomatically adjusting the position of the primary sliding sheave (106) and the gear ratios for optimal power transmission during the driving mode of the vehicle (10) and maintaining a low gear ratio by preventing the relative motion of the power regenerative transmission unit (100) to the motor (105) during the coasting mode of the vehicle (10) for maximizing energy capture capability; and a slider block (118) connected to the roller carrier (112), wherein the slider block (118) is configured to move the roller carrier (112) away from the cam plate (108) based on the actuation of a clutch arm (122) by a user, wherein the clutch arm (122) is operatively connected to the slider block (118), wherein the clutch arm (122) is configured to be operated by the user through a hand grip that is connected to a portion of the clutch arm (122) through a clutch Bowden cable (137A), whereby the power regenerative transmission unit (100) is configured for effective transfer of the relative motion during driving and coasting modes of the vehicle (10) and harnessing the kinetic energy for energy restoration.

2. The power regenerative transmission unit (100) as claimed in claim 1, wherein the driven unit (124) comprises: a secondary fixed sheave (126) configured to be mounted over a driven shaft (134), wherein the secondary fixed sheave (126) is configured with an extended shaft (127) having plurality of protrusions (129); a secondary sliding sheave (128) mounted over the extended shaft (127) of the secondary fixed sheave (126), wherein the secondary sliding sheave (128) having plurality of curvilinear slots (131) for receiving the plurality of protrusions (129) of the secondary fixed sheave (126), wherein the secondary fixed sheave (126) and the secondary sliding sheave (128) act as a secondary flexible pulley (135), and connected to the primary pulley (107) via the belt drive (125); and the secondary sliding sheave (128) is configured to move away from the secondary fixed sheave (126) to deform the belt drive (125) with a higher gear ratio when theuser increases the speed by throttling during the driving mode of the vehicle (10), thereby amplifying the speed of the driven unit (124) and rotating a rear wheel (12) at high speed during the driving mode for optimal power transmission; and a sleeve (130) configured as an enclosure for securing the plurality of curvilinear slots (131) of the secondary sliding sheave (128), wherein the sleeve (130) is configured to hold a primary spring (132), which is flexibly configured to retract according to the movement of the secondary sliding sheave (128), thereby altering the primary pulley (107) and the secondary pulley (135) to attain an original position based on the restored force of the primary spring (132) and causing the belt drive (125) to reshape for attaining a low gear ratio, wherein the driven shaft (134) is adapted to connect the rear wheel (12) and the driven unit (124) and receive the relative motion from the driven unit (124), wherein the driven shaft (134) is rotatably coupled to the driven gear (136), which is configured to be meshed with a gear box (138) connecting the rear wheel (12) and the driven unit (124), thereby transferring the relative motion of the driven unit (124) to the rear wheel (12).

3. The power regenerative transmission unit (100) as claimed in claim 1, wherein the roller carrier (112) is flexibly connected to a drive cover (114) through plurality of studs (115) with one or more elastic members (117), wherein the drive cover (114) having an external surface configured with a gear profile (114A), which is configured to be meshed with the drive motor (105) for transferring the relative motion; and the drive cover (114) is configured with plurality of internal splines (114B) for securing the slider block (118) and transmitting the relative motion to the slider block (118).

4. The power regenerative transmission unit (100) as claimed in claim 1, wherein the carrier shaft (116) having a spur gear profile (116A) at one end, which is connected to the generator (123) for transferring the relative motion via the driving unit (102),the carrier shaft (116) having an external gear teeth profile (116B) configured to be meshed with an internal gear teeth profile (118B) of the slider block (118), and the carrier shaft (116) having a gear profile (116C) at the other end for connecting the primary fixed sheave (104).

5. The power regenerative transmission unit (100) as claimed in claim 1, wherein the slider block (118) and the roller carrier (112) are rotatably connected with a linear bearing (120), which enables the slider block (118) for easy movement and smooth operation.

6. The power regenerative transmission unit (100) as claimed in claim 1, wherein the slider block (118) comprises: plurality of external splines (118C) configured to be meshed with the plurality of internal splines (114B) of the drive cover (114); and a collar (118A) operably connected to the clutch arm (122), wherein the collar (118A) is configured to transfer the relative motion to the carrier shaft (116) upon actuation of the clutch arm (122).

7. The power regenerative transmission unit (100) as claimed in claim 1, wherein the clutch arm (122) comprises: a cam face (122A) configured to maintain a surface contact with the collar (118A) upon actuation of the clutch arm (122); and a pivotal hole (122B) provided on surface of the clutch arm (122), wherein the pivotal hole (122B) acts as a fulcrum point through which the clutch arm (122) is clamped to a casing of the power regenerative transmission unit (100).

8. The power regenerative transmission unit (100) as claimed in claim 1, wherein the generator (123) converts the kinetic energy received from the power regenerative transmission unit (100) into electrical power and the converted electrical power is stored in a secondary power source (139A), and the stored electrical power is utilized by the motor via a primary power source (139B).

9. The power regenerative transmission unit (100) as claimed in claim 1, wherein the vehicle (10) comprises a control unit (140) which is configured to provide a seamless switch between the primary power source (139A) and the secondary power source (139B) to ensure uninterrupted power supply by activating the secondary power source (139B) when the primary power source (139A) is inactive or charge is low.

10. The power regenerative transmission unit (100) as claimed in claim 1, wherein the power regenerative transmission unit (100) eliminates the use of a centrifugal clutch to simplify transmission dynamics, and transfer the entire relative motion of the rear wheel (12) to the generator (123) through the power regenerative transmission unit (100) during the coasting mode.

11. A method for operating a power regenerative transmission unit (100) for optimizing energy regeneration during a vehicle (10) coasting, comprising: activating, by a user, a hand grip of the vehicle (10) to rotate in a clockwise direction, thereby releasing a clutch Bowden cable (137A) and pulling a throttle Bowden cable (137B); rotating, a drive motor (105) upon pulling the throttle Bowden cable (137B) and rotating a drive cover (114), a carrier shaft (116), a roller carrier (112), and a slider block (118) of the driving unit (102) in an anticlockwise direction according to the speed of the drive motor (105); releasing, by the user, the throttle Bowden cable (137B) which actuates a clutch arm (122) to move the slider block (118) and the roller carrier (112) towards a cam plate (108) for enabling plurality of centrifugal rollers (113) within the roller carrier (112) to make a surface contact with the cam plate (108); moving the cam plate (108) linearly towards the primary fixed sheave (104) and enabling the primary sliding sheave (104) to move respectively relative to the primary fixed sheave (104), thereby minimizing a gap by expanding a belt drive (125) towards a driving unit (102) and maximizing the gap by converging the belt drive (125) towards a driven unit (124);moving the secondary sliding sheave (128) away from the secondary fixed sheave (126) and deforming the belt drive (125) with a higher gear ratio, thereby amplifying the speed of the driven unit (124) and rotating a rear wheel (12) at a high speed during a driving mode for optimal power transmission; releasing, by the user, the hand grip during a coasting mode, thereby actuating the clutch Bowden cable (137A) to pull the clutch arm (122) for enabling the slider block (118) and the roller carrier (112) to move away from the primary fixed sheave (104) and the primary sliding sheave (106), respectively; moving, the roller carrier (112) away from the cam plate (108) by compressing plurality of elastic members (117), thereby preventing the relative motion of the power regenerative transmission unit (100) to the drive motor (105); altering, a primary pulley (107) and a secondary pulley (135) to attain an original position based on the restored force of a primary spring (132), thereby causing the belt drive (125) to reshape for attaining a low gear ratio; and transmitting, by the power regenerative transmission unit (100), the kinetic energy generated by the rear wheel (12) to the generator (123) by preventing the relative motion of the power regenerative transmission unit (100) to the motor (105), thereby increasing the efficiency of energy regeneration during the coasting mode.DATE AND SIGNATURE:Dated this 05thday of July, 2024Patent Agent Name: Hima Bindu AttiINPA - 3925

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