A multi-mode transmission for a vehicle and a shift assembly thereof

Abstract

The present disclosure relates to a shift assembly (300) of a multi-mode transmission (200). The multi-mode transmission (200) comprises a plurality of drive gears (201A, 201B), a plurality of driven gears (202A, 202B) and a shift assembly (300) comprising a shaft member (301), a plurality of elastic members (302A, 302B), a shift member (303) and an actuating member (313). The shaft member (301) is configured to facilitate a linkage between the plurality of drive gears (201A, 201B) and the plurality of driven gears (202A, 202B) via the actuating member (313). The plurality of elastic members (302A, 302B) is configured to be co-axially mounted on the shaft member (301) and to exert a pressing force to engage a dog drive (311) of the shift assembly (300) with the plurality of driven gears (202A, 202B).

Description

TITLE OF INVENTION:A MULTI-MODE TRANSMISSION FOR A VEHICLE AND A SHIFT ASSEMBLY THEREOFTECHNICAL FIELD

[0001] The present invention relates to a multi-mode transmission of a vehicle. More particularly the present invention relates to a shift assembly of a multi-mode transmission for a vehicle.BACKGROUND

[0002] The performance and reliability of an automated manual transmission (AMT) are crucial for modem vehicles, particularly in balancing efficiency and driving comfort. AMT which automate the process of gear shifting in manual transmissions, commonly use an actuation device (For example a motor) to handle gear changes. However, despite advancements, AMT is prone to certain challenges, one of which is the "dog-to-dog" condition encountered during gear shifts.

[0003] In a “dog-to-dog” condition, the teeth of the drive and driven gears are aligned but not yet fully engaged. This misalignment can cause excessive stress on the gears and also on the motor responsible for managing the gear-shifting operations. If the motor encounters this misalignment, it risks overheating due to the increased load, which can lead to potential burnout and reduced system reliability. Addressing this issue is essential for enhancing the durability and operational efficiency of AMT. A mechanism developed to prevent motor burnout during such gear shifts would significantly improve the reliability of the transmission system, ensuring smoother and more efficient gear changes while safeguarding the motor from damage.

[0004] Further, the transmission used in a vehicles such as electric vehicle is a single-speed transmission. The single-speed transmission in the electric vehicle while simplifying the drivetrain, introduces a fundamental trade-off between two critical performance metrics i.e. gradeability and top speed. Gradeability refers to the vehicle’s ability to climb inclines or slopes, which is crucial for driving on hillyor mountainous terrains, especially in case of a cargo vehicle. A single-speed transmission optimized for gradeability provides higher torque, enabling the vehicle to ascend steep gradients more effectively. Conversely, such transmission often limits the vehicle's top speed, which can be a disadvantage on highways or in situations where high-speed travel is desired.

[0005] On the other hand, the single-speed transmission optimized to enhance top speed typically sacrifices some degree of gradeability. This is because higher speeds require different gear ratios that do not support optimal torque for steep inclines. Thus, the single-speed transmission system inherently struggles to balance these conflicting demands, leading to suboptimal performance in certain driving conditions.

[0006] To further enhance vehicle performance and address the limitations of the single-speed transmission systems, a multi-speed transmission system provides a more efficient solution. Unlike the single-speed transmission, which involves a trade-off between gradeability, load-carrying capacity, and top speed, a multi-speed transmission system offers the flexibility of multiple gears to optimize performance across various driving conditions. By incorporating multiple gears, the transmission can effectively balance gradeability, load capacity, and top speed, providing improved adaptability and efficiency. Moreover, integrating automatic gear-shifting features into a multi-speed transmission system can significantly enhance driving comfort. This feature reduces the driver’s effort and fatigue associated with frequent manual gear changes, offering a more convenient and enjoyable driving experience.

[0007] In addition to these performance considerations, the range of the electric vehicle has become increasingly critical as consumers demand longer driving distances on a single charge. The single-speed transmission system’s limitations in balancing gradeability and top speed can affect the efficiency and range of the vehicle, as optimizing one performance metric often impacts the other.

[0008] Given the importance of both load-carrying capacity and top speed in the consumer market, the single-speed transmission’s inability to simultaneously meet these demands has become a notable drawback. The need for a more adaptable andefficient transmission system that can enhance both gradeability and top speed while also supporting longer driving ranges has become evident.

[0009] Overall, the proposed invention seeks to address both the challenges faced by AMT systems during gear shifts and the limitations of single-speed transmission systems. By incorporating a mechanism to prevent motor bum and integrating a multi-speed transmission with automatic gear shifting, the invention aims to deliver a more reliable, efficient, and user-friendly driving experience.

[0010] The present invention seeks to address these challenges by offering an improved multi-mode transmission that overcomes the limitations of the singlespeed transmission. By providing a solution that balances gradeability, top speed, and range of the vehicle and is able to prevent the problem of dog-to-dog contact.SUMMARY OF THE INVENTION

[0011] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described below, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[0012] The present invention relates to a shift assembly of a multi-mode transmission of a vehicle. The shift assembly comprises a shaft member, a plurality of elastic members, a shift member, an actuating member. The shaft member is configured to facilitate a linkage between a plurality of driven gears of the multimode transmission and the actuating member. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The shift member is coaxially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.

[0013] The present invention also relates to a multi-mode transmission. The multimode transmission comprises a drive shaft, a plurality of drive gears, a driven shaft, a plurality of driven gears and a shift assembly. The drive shaft is configured to receive a torque from a power unit of the vehicle. The plurality of drive gears is configured to be fixedly mounted on the drive shaft. The driven shaft is configured to receive the torque from the plurality of drive gears. The plurality of driven gearsis configured to be rotatably mounted on the driven shaft. The plurality of driven gears, in at least one of a first configuration and a second configuration is configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle via a differential assembly of the multi-mode transmission. The shift assembly is configured to enable one of the first configuration and the second configuration in the multi-mode transmission. The shift assembly comprises a shaft member, a plurality of elastic members, a shift member and an actuating member. The shaft member is configured to facilitate a linkage between the plurality of driven gears and the actuating member of the shift assembly. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The plurality of elastic members is configured to exert a pressing force to engage a dog drive of the shift assembly with the plurality of driven gears. The shift member is co-axially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.

[0014] The present invention further relates to a vehicle. The vehicle comprises a power unit, one or more rotating members and a multi-mode transmission. The power unit is configured to supply a torque to facilitate a motion of the vehicle. The one or more rotating members being configured to enable the motion of the vehicle. The multi-mode transmission is configured to transmit the torque between the power unit and the one or more rotating members. The multi-mode transmission comprises a drive shaft, a plurality of drive gears, a driven shaft, a plurality of driven gears and a shift assembly. The drive shaft is configured to receive a torque from the power unit of the vehicle. The plurality of drive gears is configured to be fixedly mounted on the drive shaft. The driven shaft is configured to receive the torque from the drive shaft via the plurality of drive gears. The plurality of driven gears is configured to be rotatably mounted on the driven shaft. The plurality of driven gears, in at least one of a first configuration and a second configuration is configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle via a differential assembly of the multi-mode transmission. The shift assembly is configured to enable one of the first configuration and the second configuration in the multi-mode transmission. The shift assembly comprises a shaftmember, a plurality of elastic members and a shift member. The shaft member is configured to facilitate a linkage between the plurality of driven gears and an actuating member of the shift assembly. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The plurality of elastic members is configured to exert a pressing force to engage a dog drive of the shift assembly with the plurality of driven gears. The shift member is co-axially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The proposed invention is described with reference to an exemplary embodiment of a shift assembly of a multi-mode transmission of a vehicle. The same reference numerals are used throughout the drawings to reference similar features and components. Description of certain details and implementations follow, including a description below, as well as a discussion of other potential embodiments described below, as well as a discussion of other potential embodiments or implementations of the inventive concepts provided below, followed by a more detailed description with reference to the drawings.

[0016] Figure 1: illustrates a perspective view of a shift member of a shift assembly as per one embodiment of the present invention.

[0017] Figure 2: illustrates a side view of a shift member of a shift assembly as per another embodiment of the present invention.

[0018] Figure 3: illustrates a front view of a shift member of a shift assembly as per another embodiment of the present invention.

[0019] Figure 4: illustrates a top view of a shift assembly with a shift gear of a multi-mode transmission as per another embodiment of the present invention.

[0020] Figure 5: illustrates a top view of a shift assembly as per another embodiment of the present invention.

[0021] Figure 6: illustrates a perspective view of a multi-mode transmission as per another embodiment of the present invention.

[0022] Figure 7: illustrates a top view of a multi-mode transmission as per another embodiment of the present invention.

[0023] Figure 8: illustrates another perspective view of a multi-mode transmission as per another embodiment of the present invention.

[0024] Figure 9: illustrates a right side perspective view of a multi-mode transmission as per another embodiment of the present invention.

[0025] Figure 10: illustrates top perspective view of a multi-mode transmission as per another embodiment of the present invention.

[0026] Figure 11: illustrates a right side view of a multi-mode transmission as per another embodiment of the present invention.

[0027] Figure 12: illustrates a sectional of view of a multi-mode transmission as per another embodiment of the present invention.

[0028] Figure 13: illustrates a perspective view of a vehicle as per another embodiment of the present invention.DETAILED DESCRIPTION

[0029] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

[0030] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by the claims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0031] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in light of the above disclosure.

[0032] In the following description, numerous specific details are set forth to provide a thorough understanding of the embodiments. One skilled in the relevant art will recognize, however, that the techniques described herein can be practised without one or more of the specific details, or with other methods, components, materials, etc. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring certain aspects.

[0033] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. Further “front” and “rear”, and “left” and “right” referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of the vehicle and looking forward. However, it is contemplated that the disclosure in the present invention may be applied to any vehicle without defeating the scope of the present subject matter. The detailed explanation of the constitution of parts other than the present invention which constitutes an essential part has been omitted at suitable places.

[0034] In order to address the one or more of the above-mentioned problems, the present invention as per one embodiment provides a shift assembly of a multi-mode transmission of a vehicle. The shift assembly comprises a shaft member, a plurality of elastic members, a shift member, an actuating member. The shaft member is configured to facilitate a linkage between a plurality of driven gears of the multimode transmission and the actuating member. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The shift member is coaxially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.

[0035] As per another embodiment of the present invention, the plurality of elastic members is configured to exert a pressing force to engage a dog drive of the shift assembly with the plurality of driven gears. The shift member comprises a first axial portion and a second axial portion. The plurality of elastic members comprises afirst elastic member and a second elastic member. The first elastic member is configured to remain in contact with the first axial portion. The second elastic member is configured to remain in contact with the second axial portion.

[0036] As per another embodiment of the present invention, the shift member comprises a recessed portion and a shift member opening. The recessed portion is defined along a curved portion of the shift member. The shift member opening is configured to receive the shaft member. The shift member opening comprises at least one shift member groove. The at least one shift member groove is configured to receive a locking member. The locking member is configured to fixedly mount the shift member on the shaft member to integrally move the shaft member and the shift member along a shaft axis (X-X’).

[0037] As per another embodiment of the present invention, the actuating member is configured to be enmeshed with a shift gear along the shaft axis (X-X’) via an actuator gear. The actuating member is configured to transfer a shifting torque to rotate the shift gear. The shift gear is configured to be freely mounted over the shift member. The shift gear comprises an outer peripheral portion, an inner peripheral portion, at least one axial protrusion and a guiding member. The outer peripheral portion comprising a plurality of teeth. The plurality of teeth is configured to be enmeshed with the actuating member along the shaft axis (X-X’). The inner peripheral portion comprises a shift gear opening. The shift gear opening is configured to co-axially receive the shift member. The at least one axial protrusion is extended from the inner peripheral portion along the shaft axis (X-X’). The at least one axial protrusion comprises a guide opening. A first portion of the guiding member is configured to be secured in the guide opening and a second portion of the guiding member is configured to be disposed within the recessed portion. The shift gear is configured to axially move the shift member along the shaft axis (X- X’) through the guiding member.

[0038] As per another embodiment of the present invention, the actuating member is configured to be enmeshed with the shift gear along a transverse axis (T-T’) via the actuator gear. The transverse axis (T-T’) is perpendicular to the shaft axis (X- X’).

[0039] As per another embodiment of the present invention, the recessed portion is configured to facilitate the guiding member to cover an angular displacement of 360 degrees, wherein the actuating member is a unidirectional electric motor.

[0040] As per another embodiment of the present invention, the recessed portion is configured to facilitate the guiding member to cover an angular displacement of 180 degrees, wherein the actuating member is a bi-directional electric motor.

[0041] As per another embodiment of the present invention, the dog drive is configured to be slidably disposed between the plurality of driven gears. The shift assembly includes a fork member. The fork member is configured to be slidably mounted on the shaft member. The fork member comprises one or more fork arms. The one or more fork arms are configured to engage the dog drive with one of the plurality of driven gears.

[0042] As per another embodiment of the present invention, the shift assembly comprises one or more idle gears and an idle shaft. The one or more idle gears facilitate a linkage between an actuator gear of the actuating member and a shift gear of the shift assembly. The one or more idle gears include a first idle gear and a second idle gear. The first idle gear being enmeshed with the actuator gear. The second idle gear is enmeshed with the shift gear. The idle shaft is configured to mount the first idle gear and the second idle gear. The first idle gear and the second idle gear are configured to rotate integrally with the second idle gear.

[0043] As per another embodiment of the present invention, an actuating gear of the actuating member is enmeshed with a shift gear (307) of the shift assembly along a transverse axis (T-T’) of the shift assembly.

[0044] As per another embodiment of the present invention, a multi-mode transmission is provided. The multi-mode transmission comprises a drive shaft, a plurality of drive gears, a driven shaft, a plurality of driven gears and a shift assembly. The drive shaft is configured to receive a torque from a power unit of the vehicle. The plurality of drive gears is configured to be fixedly mounted on the drive shaft. The driven shaft is configured to receive the torque from the plurality of drive gears. The plurality of driven gears is configured to be rotatably mounted on the driven shaft. The plurality of driven gears, in at least one of a firstconfiguration and a second configuration is configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle via a differential assembly of the multi-mode transmission. The shift assembly is configured to enable one of the first configuration and the second configuration in the multi-mode transmission. The shift assembly comprises a shaft member, a plurality of elastic members, a shift member and an actuating member. The shaft member is configured to facilitate a linkage between the plurality of driven gears and the actuating member of the shift assembly. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The plurality of elastic members is configured to exert a pressing force to engage a dog drive of the shift assembly with the plurality of driven gears. The shift member is co-axially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.

[0045] As per another embodiment of the present invention, the dog drive is configured to be disposed in between the plurality of driven gears. The shift member comprises a recessed portion. The recessed portion is defined along a curved portion of the shift member. The shift assembly comprises a fork member and an actuating member. The fork member is configured to be operated by the shift member. The fork member is configured to engage the dog drive with one of the plurality of driven gears. The actuating member is configured to transfer a shifting torque to rotate a shift gear. The shift gear is configured to be freely mounted over at least one of the shaft member and the shift member. The shift gear comprises a guiding member. The guiding member is configured to be disposed within the recessed portion. The guiding member is configured to axially move the shift member along the shaft axis (X-X’) thereby engaging the dog drive in one of the first configuration and the second configuration via the fork member.

[0046] As per another embodiment of the present invention, the dog drive comprises a plurality of dog splines. The plurality of dog splines is disposed on an outer peripheral portion of the dog drive. The driven shaft comprises a plurality of splines. The plurality of splines is configured to slidably mount the dog drive in between the plurality of driven gears. Each gear of the plurality of driven gears comprises a plurality of grooves on an inner peripheral portion of the plurality ofdriven gears. The plurality of dog splines comprises a profile conforming with a profile of the plurality of grooves of the plurality of driven gears thereby interchangeably allowing an engagement of the dog drive with one of the plurality of driven gears.

[0047] As per another embodiment of the present invention, the plurality of drive gears includes a first drive gear and a second drive gear. At least one of the first drive gear and the second drive gear is configured to integrally rotate with the drive shaft. The plurality of driven gears includes a first driven gear and a second driven gear. At least one of the first driven gear and the second driven gear is configured to rotate freely on the driven shaft. In the first configuration, the first driven gear is enmeshed with the first drive gear. The dog drive is engaged with the first driven gear to transfer the torque received from the first drive gear to the driven shaft. In the second configuration, the second driven gear is configured to be enmeshed with the second drive gear and the dog drive is engaged with the second driven gear to transfer the torque received from the second drive gear to the driven shaft. The first configuration is enabled to provide a high speed and a low torque transmission and the second configuration is enabled to provide a high torque and a low-speed transmission.

[0048] As per another embodiment of the present invention, the shift assembly comprises a fork member. The fork member is configured to select one of the first configuration and the second configuration of the multi-mode transmission via the dog drive. The actuating member is configured to provide a shifting torque to a shift gear of the shift assembly.

[0049] As per another embodiment of the present invention, the shift member comprising a first axial portion and a second axial portion. The plurality of elastic members includes a first elastic member and a second elastic member. The first elastic member is configured to remain in contact with the first axial portion. In the first configuration, the first elastic member is configured to constantly apply the pressing force via the fork member on the dog drive thereby keeping the dog drive engaged with the first driven gear. The second elastic member is configured to remain in contact with the second axial portion. In the second configuration, thesecond elastic member is configured to constantly apply the pressing force via the fork member on the dog drive thereby keeping the dog drive engaged with the second driven gear.

[0050] As per another embodiment of the present invention, the multi-mode transmission includes a plurality of sensors. The plurality of sensors is configured to be disposed along a shaft axis (X-X’) of the shift assembly. The plurality of sensors is communicatively connected to a control unit of the vehicle. The plurality of sensors include a first sensor and a second sensor. The first sensor is configured to detect the first configuration. The first configuration is indicative of a high speed and a low torque transmission. In the first configuration the fork member is configured to apply the pressing force on the dog drive. The dog drive is engaged with the first driven gear. The second sensor is configured to detect the second configuration. The second configuration is indicative of a high torque and a low- speed transmission. In the second configuration the fork member being configured to apply the pressing force on the dog drive. The dog drive is engaged with the second driven gear.

[0051] As per another embodiment of the present invention, the driven shaft comprises a third driven gear. The differential assembly comprises a final gear drive and a transfer shaft mounting. The final gear drive is configured to be enmeshed with the third driven gear. The final gear drive is configured to receive the torque from the third driven gear. The transfer shaft mounting is configured to mount a transfer shaft of the vehicle. The transfer shaft is configured to transfer the torque to one or more rotating members of the vehicle.

[0052] As per another embodiment of the present invention, a vehicle is provided. The vehicle comprises a power unit, one or more rotating members and a multimode transmission. The power unit is configured to supply a torque to facilitate a motion of the vehicle. The one or more rotating members being configured to enable the motion of the vehicle. The multi-mode transmission is configured to transmit the torque between the power unit and the one or more rotating members. The multimode transmission comprises a drive shaft, a plurality of drive gears, a driven shaft, a plurality of driven gears and a shift assembly. The drive shaft is configured toreceive a torque from the power unit of the vehicle. The plurality of drive gears is configured to be fixedly mounted on the drive shaft. The driven shaft is configured to receive the torque from the drive shaft via the plurality of drive gears. The plurality of driven gears is configured to be rotatably mounted on the driven shaft. The plurality of driven gears, in at least one of a first configuration and a second configuration is configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle via a differential assembly of the multi-mode transmission. The shift assembly is configured to enable one of the first configuration and the second configuration in the multi-mode transmission. The shift assembly comprises a shaft member, a plurality of elastic members and a shift member. The shaft member is configured to facilitate a linkage between the plurality of driven gears and an actuating member of the shift assembly. The plurality of elastic members is configured to be co-axially mounted on the shaft member. The plurality of elastic members is configured to exert a pressing force to engage a dog drive of the shift assembly with the plurality of driven gears. The shift member is co-axially mounted on the shaft member and the shift member is disposed between the plurality of elastic members.

[0053] As per another embodiment of the present invention, the vehicle include a control unit. The control unit is configured to control a polarity of the actuating member thereby changing a direction of rotation of the shift gear, based on the polarity of the actuating member. The shift member is configured to select one of the first configuration and the second configuration of the multi-mode transmission through the dog drive. The control unit is configured interchangeably select one of the first configuration and the second configuration of the multi-mode transmission based on a plurality of vehicle parameters.

[0054] The present subject matter is further described with reference to the accompanying figures. It should be noted that the description and figures merely illustrate the principles of the present subject matter. Various configurations may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein recitingprinciples, aspects and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0055] The foregoing disclosure is not intended to limit the present disclosure to the precise forms of particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and / or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure.

[0056] In the foregoing specification, the disclosure has been described with reference to specific embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of the disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials processed or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of’, “have”, and “is”, used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components, or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

[0057] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense, and would in no way be construed as limiting the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader’s understanding of the present invention, and may not create limitations, particularly as to the position orientation, or use of the system and / or methods disclosed herein. Therefore, joinder references,if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.

[0058] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “primary”, “secondary”, “main” or any other ordinary and / or numerical terms, should also be taken as identifiers, to assist the reader’s understanding of the various elements, embodiments, variations and / or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation, and / or modification relative to, or over, another element, embodiment, variation and / or modification.

[0059] It will also be appreciated that one or more of the elements depicted in the drawings / figures can also be implemented in a more separated or integrated manner, or even removed, or rendered as inoperable in certain cases, as is useful in accordance with a particular application. The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.

[0060] Figures 1 - 3 have been taken together for discussion. As shown in Figures 1 - 3, a shift member (303) of a shift assembly (300) is disclosed. The shift member(303) comprises a first axial portion (303A), a second axial portion (303B), a recessed portion (304) and a shift member opening (305). The recessed portion(304) is defined along a curved portion of the shift member (303). In an embodiment of the present disclosure, the recessed portion (304) is carved out over the entire outer surface of the shift member (303) in a predefined pattern. In an embodiment of the present disclosure, the recessed portion (304) is carved out from the outer surface of the shift member (303) in a predefined pattern. The shift member opening(305) is configured to receive a shaft member (301) of a shift assembly (300) (shown in Figures 4 - 5 below). The shift member opening (305) comprises at least one shift member groove (306). The at least one shift member groove (306) is configured to receive a locking member (306A). The locking member (306A) is configured to fixedly mount the shift member (303) on the shaft member (301), to integrally move the shaft member (301) and the shift member (303) along a shaft axis (X-X’) of the shaft member (301). The locking member (306A) ensures thatthe shift member (303) is fixedly attached to the shaft member (301) and is able to move integrally with it. For example, in case of torque transfer, the shaft member (301) and the shift member (303) rotate integrally. Similarly, when an axial force is applied to the shift member (303), the shaft member (301) moves axially along with it. This configuration provides an efficient assembly of these components as there it does not allow any free play allowed between the shaft member (301) and the shift member (303). The configuration of these components ensures that an actuating member (313) as shown in Figures 6 -12 can precisely control the movement of the shaft member (301) and the shift member (303), thereby providing a reliable performance while maintaining the necessary constraints on movement and displacement.

[0061] Figures 4 - 5 have been taken together for discussion, as shown in Figures 4 and 5, a shift assembly (300) of a multimode transmission (200) is provided. The multi-mode transmission (200) is a type of transmission system used in vehicles, machinery, or other equipment that allows for multiple gear ratios to be selected. This enables the vehicle (100) to be operated efficiently across a range of speed and torque. The shift assembly (300) comprises a shaft member (301), a plurality of elastic members (302A, 302B), a shift member (303), a fork member (312) and an actuating member (313). The shaft member (301) is configured to facilitate a linkage between a plurality of driven gears (202 A, 202B) of the multi-mode transmission (200) and the actuating member (313) shown in Figures 6 - 12. The plurality of elastic members (302A, 302B) and the shift member (303) are configured to be co-axially mounted on the shaft member (301) and the shift member (303) is disposed between the plurality of elastic members (302A, 302B). The plurality of elastic members (302A, 302B) comprises a first elastic member (302A) and a second elastic member (302B). The first elastic member (302A) is configured to remain in contact with a first axial portion (303 A) of the shift member (303). The second elastic member (302B) is configured to remain in contact with a second axial portion (303B) of the shift member (303). Therefore, whenever the shift member (303) moves axially along the shaft axis (X-X’) it presses the plurality of elastic members (302A, 302B) and the stores the potential energy in them. Whenthe shift member (303) returns to its original position the plurality of elastic members (302A, 302B) shall remain in contact with the shift member (303) due to the potential energy stored in them. This configuration makes an efficient assembly of the plurality of elastic members (302A, 302B) and the shift member (303) as there is no additional component is required to keep them in contact.

[0062] The fork member (312) is configured to be slidably mounted on the shaft member (301). The fork member (312) plays a crucial role in engaging and disengaging a plurality of driven gears (202A, 202B) of the multi-mode transmission (200) (as shown in Figures 6 - 12). The fork member (312) is a mechanical component that slides along the shaft member (301) through the plurality of elastic members (302A, 302B). For example, when the shift member (303) move axially toward the fork member (312) it presses the second elastic member (302B) which in turn presses the fork member (312) thereby moving it along in a left direction along the shaft member (301) and when the shift member (303) move axially away from the fork member (312) it presses the first elastic member (302A). The second elastic member (302B) remains in contact with both the fork member (312) and the shift member (303), therefore when the shift member (303) moves axially toward a right direction on the shaft member (301), it pulls the fork member (312) in the right direction along with it. The shift member (303) is located co-axially over the shaft member (301) and inside the shift gear (307). The angular movement of the shift member (303) is restricted by the locking member (306A) whose first portion is press-fitted into the shaft member (301). This configuration ensures that the shift member (303) can only move axially, thereby enabling effective and accurate gear shifts. The combination of these components ensures that the actuating member (313) can precisely control gear changes, providing reliable performance while maintaining the necessary constraints on movement and displacement.

[0063] The actuating member (313) is configured to be enmeshed with a shift gear (307) along the shaft axis (X-X’) via an actuator gear (314) shown in Figure - 6. In one embodiment of the present disclosure, the actuating member may include but is not limited to Gear Shift Lever, Shift Linkage or Shift Cables, Shift Rods,Electronic Control Systems, Hydraulic Actuators, Pneumatic Actuators etc. The gear shift lever is the primary interface through which a user selects the plurality of driven gears (202A, 202B). It can be a manual lever or a selector knob in automatic transmissions, and it’s connected to the multi-mode transmission (200) through a linkage or cable. The shift linkage, which can be rod-based or cable-based, transmits the movement of a gear lever to the multi-mode transmission’s (200) internal mechanisms. In the vehicle (100), shift cables are often used for smoother and more precise gear selection. The electronic control systems manage gear selection. These systems use sensors and actuators which can be electric motors to precisely control gear engagement and shifting based on inputs from a driver or an onboard computer of the vehicle (100). In some automatic and semi-automatic transmissions, hydraulic actuators are used to move the gear selectors and engage the gears. They are controlled by hydraulic fluid pressure, which is managed by the transmission control unit. The pneumatic actuators use compressed air to move the fork member (312) and engage the plurality of driven gears (202A, 202B).

[0064] The actuating member (313) is configured to transfer a shifting torque to rotate the shift gear (307). The actuating member (313) transfers the shifting torque to the shift gear (307) through an actuator gear (314) and one or more idle gears (315 A, 315B). The one or more idle gears (315 A, 315B) are integrated together and works as a single unit. In one embodiment of the present disclosure, the actuating member (313) is an electric motor and the integration of the one or more idler gears (315 A, 315B) to increase torque allows for the use of a smaller motor, which reduces costs and improves efficiency. This configuration ensures that the multimode transmission (200) can deliver the required performance without necessitating a higher capacity motor.

[0065] The shift gear (307) is configured to be freely mounted over the shift member (303). When the shift gear (307) receives the shifting torque from the actuating member (313), it rotates over the shift member (303). The shift gear (307) configured to only rotate over the shift member (303) and any axial movement of it is restricted. The shift gear (307) comprises an outer peripheral portion, an inner peripheral portion, at least one axial protrusion (309) and a guiding member (310).The outer peripheral portion comprises a plurality of teeth (308). The plurality of teeth (308) is configured to be enmeshed with the actuating member (313) along the shaft axis (X-X’). The inner peripheral portion comprises a shift gear opening. The shift gear opening is configured to co-axially receive the shaft member (301) and the shift member (303) and these component moves integrally as the shift member (303) is fixedly mount on the shaft member (301). The at least one axial protrusion (309) is extended from the inner peripheral portion along the shaft axis (X-X’). The at least one axial protrusion (309) allows the shift member (303) have a clearance so that its movement i.e. both the axial and rotational are not restricted.

[0066] The at least one axial protrusion (309) comprises a guide opening. A first portion of the guiding member (310) is configured to be secured in the guide opening and a second portion of the guiding member (310) is configured to be disposed within a recessed portion (304) of the shift member (303). The guiding member (310) is configured to integrally rotate with the shift gear (307). When the shift gear (307) rotates after receiving the shifting torque from the actuating member (313), the guiding member (310) rotates along with it. Thereafter, the guiding member (310) moves within the recessed portion (304) of the shift member (303). A profile of the recessed portion (304) is such that the movement of the guiding member (310), converts the rotational motion of the shift gear (307) into the axial movement of the shift member (303). Since the shift member (303) is integrated with the shaft member (301) via the locking member (306A) shown in Figure - 12, the shaft member (301) also rotates with it.

[0067] In one embodiment of the present invention, where the actuating member (313) is a unidirectional electric motor, the recessed portion (304) is configured to facilitate the guiding member (310) to cover an angular displacement of 360 degrees, wherein the actuating member (313) is a unidirectional electric motor. In this embodiment, the actuating member (313) is capable of selecting one of a first configuration and a second configuration of a multi-mode transmission (200) shown in Figures 6 - 12, without changing the polarity of the electric motor is prevented.

[0068] In another embodiment of the present invention, where the actuating member (313) is a bi-directional electric motor, the recessed portion (304) is configured to facilitate the guiding member (310) to cover an angular displacement of 180 degrees, wherein the actuating member (313) is a bi-directional electric motor. In this embodiment, the bi-directional electric motor is configured to select the first configuration and the second configuration, based on inputs from a control unit of the vehicle (100). The control unit provides inputs to the bi-directional electric motor in order to change its polarity.

[0069] As per an advantage of the present disclosure, the shift member (303), with its recessed portion (304) allows for flexibility in the actuating member (313) where it allows the actuating member (313) to shift gears though one of 360-degree and 180-degree angular displacement of the guiding member (310) in the recessed portion (304). This adaptability makes it possible to use either a unidirectional or bidirectional motor as the actuating member (313), depending on the specific requirements, specifications, configuration and architecture of the vehicle (100).

[0070] As per another advantage of the present disclosure, the shift assembly (300) effectively manages the dog-to-dog condition, preventing the damage to the actuating member (313). For example, where a actuating member (313) is an electric motor, the shift assembly (300) prevent burnout and ensures a smoother and more reliable gear shifting. The use of the shift member (303) and the fork member (312) to shuttle the dog drive (311) ensures precise and efficient gear shifts.

[0071] Figures 6 - 8 have been taken together for discussion wherein a multi-mode transmission (200) is disclosed. The multi-mode transmission (200) comprises a drive shaft (201), a plurality of drive gears (201A, 201B), a driven shaft (202), a plurality of driven gears (202A, 202B) and a shift assembly (300). The drive shaft (201) is configured to receive a torque from a power unit (101) of the vehicle (100). In one embodiment of the present disclosure, the power unit (101) may be an electric motor, an internal combustion engine and a hybrid engine. The plurality of drive gears (201A, 201B) is configured to be fixedly mounted on the drive shaft (201). Therefore, when the drive shaft (201) rotates then the plurality of drive gears (201 A, 201B) rotates along with it.

[0072] In Figure - 7, the driven shaft (202) is configured to receive the torque from the plurality of drive gears (201A, 201B) via the plurality of driven gears (202A, 202B) which is rotatably mounted on the driven shaft (202) i.e. the plurality of driven gears (202 A, 202B) is not integrated with the driven shaft (203). Therefore, the plurality of driven gears (202A, 202B) rotates freely on the driven shaft (203). The plurality of drive gears (201 A, 20 IB) includes a first drive gear (201 A) and a second drive gear (201B). At least one of the first drive gear (201 A) and the second drive gear (201B) is configured to integrally rotate with the drive shaft (201). The plurality of driven gears (202A, 202B) includes a first driven gear (202A) and a second driven gear (202B). At least one of the first driven gear (202A) and the second driven gear (202B) is configured to rotate freely on the driven shaft (202).

[0073] The shift assembly (300) (as shown in Figures 4 and 5) comprises a shaft member (301), a plurality of elastic members (302A, 302B), a shift member (303) a fork member (312) and an actuating member (313). The shaft member (301) is configured to facilitate a linkage between the plurality of driven gears (202A, 202B) and the actuating member (313) of the shift assembly (300).

[0074] The shift member (303) comprising a first axial portion (303 A) and a second axial portion (303B). The plurality of elastic members (302 A, 302B) includes a first elastic member (302A) and a second elastic member (302B). The first elastic member (302A) is configured to remain in contact with the first axial portion (303 A). In the first configuration, the first elastic member (302A) is configured to constantly apply the pressing force via the fork member (312) on the dog drive (311) thereby keeping the dog drive (311) engaged with the first driven gear (202 A). The second elastic member (302B) is configured to remain in contact with the second axial portion (303B). In the second configuration, the second elastic member (302B) is configured to constantly apply the pressing force via the fork member (312) on the dog drive (311) thereby keeping the dog drive (311) engaged with the second driven gear (202B). Therefore, the first and second configuration of the plurality of elastic members (302 A, 302B) prevent any relative motion between the dog drive (311) and the plurality of driven gears (202 A, 202B). Accordingly, thefirst and second configuration prevents the dog-to-dog condition and saves the multi-mode transmission (200) from wear and tear.

[0075] The dog drive (311) comprises a plurality of dog splines (311 A). The plurality of dog splines (311 A) is disposed on an outer peripheral portion of the dog drive (311). The driven shaft (202) comprises a plurality of splines. The plurality of splines is configured to slidably mount the dog drive (311) in between the plurality of driven gears (202A, 202B). Each gear of the plurality of driven gears (202A, 202B) comprises a plurality of grooves on an inner peripheral portion of the plurality of driven gears (202A, 202B). The plurality of dog splines (311 A) comprises a profile conforming with a profile of the plurality of grooves of the plurality of driven gears (202A, 202B) thereby interchangeably allowing an engagement of the dog drive (311) with one of the plurality of driven gears (202 A, 202B).

[0076] When the dog drive (311) slide towards the first driven gear (202 A), the shift member (303) moves to the right. The shift member (303) and the shaft member (301) are not rigidly connected, allowing the shift member (303) to slide and displace the first elastic member (302A). The spring force of the first elastic member (302A) is then transferred to the shaft member (301) via a back-clip, which mounts the plurality of elastic members (302A, 302B). The stiffness of the plurality of elastic members (302 A, 302B) is configured to prevent initial compression, thus attempting to displace the shaft member (301) and the fork member (312). If a dog- to-dog condition arises, the plurality of elastic members (302A, 302B) compresses to help overcome this issue. Additionally, a chamfered profile of the plurality of driven gears (202A, 202B) aids in the movement, facilitating smoother gear transitions. As a result, the actuating member (313) which may be an electric motor, can quickly enter an offload condition, reducing the risk of failure of the electric motor.

[0077] As per an advantage of the present disclosure, that ensuring no relative rotation between the plurality of dog splines (311 A) and the plurality of driven gears (202A, 202B) post-engagement. The multi-mode transmission (200) provides seamless power and torque transfer from the plurality of drive gears (201 A, 20 IB)to the plurality driven gears (202A, 202B). This results in a more efficient and smoother driving experience.

[0078] The dog drive (311) is configured to be slidably disposed between the plurality of driven gears (202A, 202B). The shift member (303) is co-axially mounted on the shaft member (301) and the shift member (303) is disposed between the plurality of elastic members (302A, 302B). The shift assembly (300) includes a fork member (312). The fork member (312) comprises one or more fork arms (312A, 312B) as shown in Figure - 4. The dog drive (311) is configured to be disposed in between the plurality of driven gears (202A, 202B). The shift gear (307) is configured to be freely mounted over at least one of the shaft member (301) and the shift member (303). The shift assembly (300) is configured to enable one of a first configuration and a second configuration in the multi-mode transmission (200). In one embodiment of the present disclosure, the multi-mode transmission (200) remains engaged either in the first configuration or in the second configuration, thereby eliminating the need to have a neutral gear.

[0079] The actuating member (313) shown in Figure - 8, is configured to transfer a shifting torque using an actuator gear (314) to rotate a shift gear (307). The shift assembly (300) comprises one or more idle gears (315A, 315B) and an idle shaft (316). The one or more idle gears (315 A, 315B) facilitate a linkage between the actuator gear (314) of the actuating member (313) and a shift gear (307) of the shift assembly (300). The one or more idle gears (315A, 315B) include a first idle gear (315 A) and a second idle gear (315B). The first idle gear (315 A) is enmeshed with the actuator gear (314). The second idle gear (315B) is enmeshed with the shift gear (307). The idle shaft (316) is configured to mount the first idle gear (315A) and the second idle gear (315B). The first idle gear (315 A) and the second idle gear (315B) are configured to rotate integrally. As per an advantage of the present disclosure, the actuating member (313) is an electric motor and the integration of the one or more idler gears (315 A, 315B) allows for the use of a smaller motor to keep the same amount of torque, reduces costs and improves efficiency. This configuration ensures that the multi-mode transmission (200) can deliver the required performance without necessitating a higher capacity motor.

[0080] The shift gear (307) comprises a guiding member (310). The guiding member (310) is configured to be disposed within the recessed portion (304). The guiding member (310) is configured to axially move the shift member (303) along the shaft axis (X-X’) thereby engaging the dog drive (311) in one of the first configuration and the second configuration via the fork member (312).

[0081] The actuating member (313) provides a shifting torque to the shift member (303) via the guiding member (310), which converts the shifting torque to an axial motion of the shift member (303). This axial motion of the shift member (303) presses the plurality of elastic members (302 A, 302B), which in turn moves the fork member (312) axially along the shaft member (301). The fork member (312) is movably coupled with the dog drive (311) and the axial movement of the fork member (312) moves the dog drive (311).

[0082] In the first configuration, the shift member (303) after receiving the shifting torque form the actuating member (313) presses the first elastic member (302A) of the plurality of elastic members (302A, 302B). The second elastic member (302B) is attached to the fork member (312) and remain in contact with the shift member (303). Therefore, when the shift member (303) moves axially toward a right direction on the shaft member (301), it pulls the fork member (312) along with it, thereby enabling the fork member (312) to move axially toward the right direction on the shaft member (301). This movement of the fork member (312) engages the dog drive (311) with the first driven gear (202A) which is enmeshed with the first drive gear (201A). Thereby completing a torque power circuit and transfer torque from the power unit (101) to the driven shaft (203). In an embodiment of the present disclosure, the first configuration is enabled to provide a high speed and a low torque transmission and the second configuration is enabled to provide a high torque and a low-speed transmission.

[0083] In the second configuration, the shift member (303) after receiving the shifting torque from the actuating member (313) presses the second elastic member (302B) in a left direction of the shaft member (301). The second elastic member (302B) further presses the fork member (312) in the left direction, while simultaneously storing a potential energy. This leftward movement of the forkmember (312) axially moves the dog drive (311) engages it with the second driven gear (202B) and completes the torque circuit. Since the second driven gear (202B) is enmeshed with the second drive gear (201B) and the dog drive (311) is engaged with the second driven gear (202B). This engagement of the dog drive (311) with the second driven gear (202B) transfers the torque received from the second drive gear (20 IB) to the driven shaft (202).

[0084] As per an advantage of the present disclosure, the shift assembly (300) effectively manages the dog-to-dog condition, preventing the damage to the actuating member (313) with the help of the plurality of elastic members (302A, 302B). For example, where an actuating member (313) is an electric motor, the shift assembly (300) prevent burnout and ensures a smoother and more reliable gear shifting. The use of the shift member (303) and the fork member (312) to shuttle the dog drive (311) ensures precise and efficient gear shifts.

[0085] The multi-mode transmission (200) includes a plurality of sensors (204A, 204B). The plurality of sensors (204A, 204B) is configured to be disposed along a shaft axis (X-X’) of the shift assembly (300). The plurality of sensors (204 A, 204B) is communicatively connected to a control unit of the vehicle (100). The plurality of sensors (204 A, 204B) include a first sensor (204 A) and a second sensor (204B).

[0086] The first sensor (204 A) is configured to detect the first configuration. The first configuration is indicative of a high speed and a low torque transmission. In the first configuration, the shaft member (301) moves in the right direction and comes in contact with the first sensor (204 A). The first sensor (204 A) through the control unit is configured to convey the first configuration to a user via an instrument cluster of the vehicle (100). As per an advantage of the present disclosure, the inclusion of the plurality of sensors (204A, 204B) provides a realtime information on gear engagement, enhancing user awareness and control. This feedback is crucial for both safety and user experience, as it allows users to make informed decisions based on the current gear status.

[0087] Similarly, the second sensor (204B) is configured to detect the second configuration. The second configuration is indicative of a high torque and a low- speed transmission. In the first configuration, the shaft member (301) moves in theleft direction and comes in contact with the second sensor (204B). The second sensor (204B) through the control unit is configured to convey the second configuration to the user via an instrument cluster of the vehicle (100).

[0088] In Figure - 7, the driven shaft (202) comprises a third driven gear (202C). The differential assembly (205) comprises a final gear drive (206) and a transfer shaft mounting (207). The final gear drive (206) is configured to be enmeshed with the third driven gear (202C). The final gear drive (206) is configured to receive the torque from the third driven gear (202C) in one of the first configuration and the second configuration of the multi-mode transmission (200). The transfer shaft mounting (207) is configured to mount a transfer shaft of the vehicle (100). The transfer shaft is configured to transfer the torque to one or more rotating members (102) of the vehicle (100). In one embodiment of the present disclosure, the one or more rotating members (102) may be tyres of the vehicle (100).

[0089] Figure 9 - 12 have been taken together for the discussion, wherein another embodiment of the multi-mode transmission is provided. In this embodiment, the actuating member (313) is configured to be enmeshed with the shift gear (307) along a transverse axis (T-T’) via the actuator gear (314). The transverse axis (T- T’) is perpendicular to the shaft axis (X-X’).

[0090] The actuating member (313) rotates the shift gear (307) when it receives inputs from a controller of the vehicle (100). As per one embodiment of the present invention, the controller may include any one of a transmission control module (TCM), an engine control module (ECM), a transmission control unit (TCU), a shifter control module and an adaptive transmission controller. The transmission control module (TCM) is a specialized electronic control unit that manages the operation of the multi-mode transmission (200). It receives input from a plurality of sensors (204A, 204B) of the multi-mode transmission (200) (such as vehicle speed, engine speed, throttle position) and determines the optimal gear for the current driving conditions. The TCM then sends signals to the multi-mode transmission (200) to execute gear changes.

[0091] The engine control module (ECM) often works in conjunction with the TCM to coordinate gear shifts. The ECM provides data on engine performance andmay influence shift timing and quality based on factors like engine load and throttle position. The transmission control unit (TCU) is a separate unit from the TCM and focuses specifically on controlling the multi-mode transmission (200). It operates similarly to the TCM but might be integrated into the broader vehicle control network. The shifter control module handles selection of the first configuration and the second configuration of the multi-mode transmission (200) based on the driver’s input from an electronic shifter. This module communicates with the TCM or TCU to execute the desired gear changes. The adaptive transmission controller learns the driver’s driving habits and adapts the gear shifting strategy accordingly. It can adjust shift points and behaviors to match the driver’s style and improve overall driving comfort and efficiency.

[0092] The actuating member (313) consists of an actuator gear (314) which may be worm gear as per one embodiment of the present disclosure. The actuator gear (314) is in constant mesh with the shift gear (307) which may be a worm wheel as per one embodiment of the present disclosure. The shift gear (307) is configured in such a way that any axial displacement is restrained and only rotation is allowed. The shift member (303) is co-axially mounted over the shaft member (301) and inside a shift member opening of the shift gear (307). The rotational motion of the shift member (303) is restricted by a locking member (306A) which is press fitted into at least one shift member groove (306) of the shift member (303). This configuration allows the shift member (303) to displace axially on the shaft member (301).

[0093] As per an advantage of the present disclosure, since the actuating member (313) is a worm gear and the shift gear is a worm wheel, in one embodiment, no other gear position locking mechanism is needed as worm gear and worm wheel provide self-locking configuration i.e. the worm wheel cannot drive the worm gear.

[0094] The shift member (303) and the shift gear (307) are connected via a guiding member (310) whereas one end of the guiding member (310) is inserted into a guide opening of the shift gear (307). The shift member (303) comprises a recessed portion (304). One end of the guiding member is disposed in the recessed portion and another end of the guiding member is press fitted into at least one axialprotrusion (309). The shift gear (307) works as a driving member and the shift member (303) acts as a follower of shift gear (307).

[0095] When the actuating member (313) which may be an electric motor is actuated, it rotates the shift gear (307) via the actuator gear (314). The rotatory motion of the shift gear (307) is converted into an axial movement of the shift member (303). The axial motion of the shift member (303) is transmitted to a fork member (312) of the shift assembly (300). The fork member (312) via a plurality of elastic member (302 A, 302B) enable one of a first configuration and a second configuration of the multi-mode transmission.

[0096] The plurality of elastic members (302A, 302B) is an flexible member which stores potential energy while pushing a dog drive (311), when a plurality of dog splines (311 A) of the dog drive (311) are engaged with the plurality of driven gears (202A, 202B). This constant push of the plurality of elastic members (302A, 302B) prevents the actuating member (313) from the dog-dog condition. The first configuration and the second configuration of the multi-mode transmission can be selected by changing of a rotational direction of shift gear (307) by changing the polarity via a control unit of the vehicle (100).

[0097] The plurality of sensors (204A, 204B) is used to along a shaft axis (X-X’) of the shaft member (301) to sense the first configuration and the second configuration of the multi-mode transmission (200).

[0098] As shown in Figure 13, a vehicle (100) is provided. In one embodiment of the present invention the vehicle (100) may include but is not limited to a twowheeled vehicle, a three-wheeled vehicle and a multi-wheeled vehicle. The vehicle (100) described herein can encompass various embodiments, including but not limited to internal combustion (IC) engine vehicles, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and any other suitable configurations known in the automotive industry. Furthermore, the vehicle (100) described herein can be a cargo vehicle, passenger vehicle or the like. The vehicle (100) comprises a power unit (101), one or more rotating members (102) and a multi-mode transmission (200). The power unit (101) is configured to supply a torque to facilitate a motion of the vehicle (100). The one or more rotatingmembers (102) being configured to enable the motion of the vehicle (100). The multi-mode transmission (200) is configured to transmit the torque between the power unit (101) and the one or more rotating members (102). The multi-mode transmission (200) comprises a drive shaft (201), a plurality of drive gears (201A, 20 IB), a driven shaft (202), a plurality of driven gears (202A, 202B) and a shift assembly (300). The drive shaft (201) is configured to receive a torque from the power unit (101) of the vehicle (100). The plurality of drive gears (201 A, 201B) is configured to be fixedly mounted on the drive shaft (201). The driven shaft (202) is configured to receive the torque from the drive shaft (201) via the plurality of drive gears (201 A, 201B). The plurality of driven gears (202A, 202B) is configured to be rotatably mounted on the driven shaft (202). The plurality of driven gears (202 A, 202B), in at least one of a first configuration and a second configuration is configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle (100) via a differential assembly (205) of the multi-mode transmission (200).

[0099] The shift assembly (300) is configured to enable one of the first configuration and the second configuration in the multi-mode transmission (200). The shift assembly (300) comprises a shaft member (301), a plurality of elastic members (302A, 302B) and a shift member (303). The shaft member (301) is configured to facilitate a linkage between the plurality of driven gears (202A, 202B) and an actuating member (313) of the shift assembly (300). The plurality of elastic members (302A, 302B) is configured to be co-axially mounted on the shaft member (301). The plurality of elastic members (302A, 302B) is configured to exert a pressing force to engage a dog drive (311) of the shift assembly (300) with the plurality of driven gears (202A, 202B). The shift member (303) is co-axially mounted on the shaft member (301) and the shift member (303) is disposed between the plurality of elastic members (302A, 302B).

[0100] The vehicle (100) includes a control unit. The control unit is configured to control a polarity of the actuating member (313) thereby changing a direction of rotation of the shift gear (307), based on the polarity of the actuating member (313). The shift member (303) is configured to select one of the first configuration and thesecond configuration of the multi-mode transmission (200) through the dog drive (311). The control unit is configured interchangeably select one of the first configuration and the second configuration of the multi-mode transmission based on a plurality of vehicle parameters.

[0101] According to the above disclosure, the present invention provides various advantages. In a preferred embodiment, the shift assembly (300) effectively manages the dog-to-dog condition, preventing the damage to the actuating member (313) For example where an actuating member (313) is an electric motor, the shift assembly (300) prevent burnout and ensures a smoother and more reliable gear shifting. The use of the shift member (303) and the fork member (312) to shuttle the dog drive (311) ensures precise and efficient gear shifts.

[0102] By ensuring no relative rotation between the plurality of dog splines (311 A) and the plurality of driven gears (202A, 202B) post-engagement. The multi-mode transmission (200) provides seamless power and torque transfer from the plurality of drive gears (201 A, 201B) to the plurality driven gears (202A, 202B). This results in a more efficient and smoother driving experience.

[0103] In one embodiment of the present disclosure, the actuating member (313) is an electric motor and the integration of the one or more idler gears (315 A, 315B) allows for the use of a smaller motor to increase torque, reduces costs and improves efficiency. This configuration ensures that the multi-mode transmission (200) can deliver the required performance without necessitating a higher capacity motor.

[0104] The shift member (303), with its recessed portion (304) allows for flexibility in the actuating member (313) where it allows the actuating member (313) to shift gears though one of 360-degree and 180-degree angular displacement of the guiding member (310) in the recessed portion (304). This adaptability makes it possible to use either a unidirectional or bidirectional motor as the actuating member (313), depending on the specific requirements, specifications, configuration and architecture of the vehicle (100).

[0105] The inclusion of the plurality of sensors (204A, 204B) provides a real-time information on gear engagement, enhancing user awareness and control. Thisfeedback is crucial for both safety and user experience, as it allows users to make informed decisions based on the current gear status.

[0106] By automating the gear shifting process and eliminating the need for manual intervention, the multi-mode transmission (200) reduces user fatigue and enhances comfort. This is particularly beneficial in cost-sensitive segments like the 3-wheeler category, where ease of use is a significant selling point.

[0107] The first configuration and the second configuration effectively addresses two critical performance requirements of the multi-mode transmission (200) i.e. high torque at low speeds and maximum speed. In the first configuration, the multimode transmission (200) achieves maximum speed. By enabling optimal gear selection and transmission efficiency at higher speeds, the multi-mode transmission (200) ensures that the vehicle (100) can reach and maintain its highest possible speed. In the second configuration, the ability of the multi-mode transmission (200) to adjust gear ratios appropriately allows for increased torque output when the vehicle (100) is operating at lower speeds, which is essential for tasks such as climbing gradients or carrying heavy loads. This high torque capability ensures that the vehicle (100) performs efficiently even in challenging driving conditions where lower speeds are necessary.

[0108] As per an advantage of the present disclosure, where the vehicle (100) is a three-wheeled vehicle, the focus on developing a part of the multi-mode transmission (200) for a cost sensitive three-wheeled vehicle segment ensures that the solution is affordable without compromising on performance. This makes it an attractive option for manufacturers and consumers in this segment.

[0109] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

[0110] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by theclaims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.[OHl] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in light of the above disclosure.LIST OF REFERENCES

Claims

We claim:

1. A shift assembly (300) of a multi-mode transmission (200) the shift assembly (300) comprising: an actuating member (313); a shaft member (301), the shaft member (301) being configured to facilitate a linkage between a plurality of driven gears (202 A, 202B) of the multi-mode transmission (200) and the actuating member (313); a plurality of elastic members (302A, 302B), the plurality of elastic members (302A, 302B) being configured to be co-axially mounted on the shaft member (301), and a shift member (303), the shift member (303) being co-axially mounted on the shaft member (301) and the shift member (303) being disposed between the plurality of elastic members (302A, 302B).

2. The shift assembly (300) as claimed in claim 1, wherein the plurality of elastic members (302A, 302B) being configured to exert a pressing force to engage a dog drive (311) of the shift assembly (300) with the plurality of driven gears (202A, 202B); and the shift member (303) comprises a first axial portion (3O3A) and a second axial portion (3O3B); and the plurality of elastic members (302A, 302B) comprises: a first elastic member (302A), the first elastic member (302A) being configured to remain in contact with the first axial portion (3O3A); and a second elastic member (302B), the second elastic member (302B) being configured to remain in contact with the second axial portion (3O3B); wherein the dog drive (311) being configured to be slidably disposed between the plurality of driven gears (202A, 202B); and the shift assembly (300) comprising: a fork member (312), the fork member (312) being configured to be slidably mounted on the shaft member (301), the fork member (312) comprising one or more fork arms (312 A, 312B), the one or more fork arms (312 A, 312B) being configuredto engage the dog drive (311) with one of the plurality of driven gears (202 A, 202B).

3. The shift assembly (300) as claimed in claim 1, wherein the shift member (303) comprises: a recessed portion (304), the recessed portion (304) being defined along a curved portion of the shift member (303); and a shift member opening (305), the shift member opening (305) being configured to receive the shaft member (301), the shift member opening (305) comprising at least one shift member groove(306), the at least one shift member groove (306) being configured to receive a locking member (306A), the locking member (306A) being configured to fixedly mount the shift member (303) on the shaft member (301) to integrally move the shaft member (301) and the shift member (303) along a shaft axis (X-X’).

4. The shift assembly (300) as claimed in claim 3, wherein the actuating member (313) being configured to be enmeshed with a shift gear (307) along the shaft axis (X-X’) via an actuator gear (314), the actuating member (313) being configured to transfer a shifting torque to rotate the shift gear(307), the shift gear (307) being configured to be freely mounted over the shift member (303) and the shift gear (307) comprising: an outer peripheral portion, the outer peripheral portion comprising a plurality of teeth (308), the plurality of teeth (308) being configured to be enmeshed with the actuating member (313) along the shaft axis (X-X’); an inner peripheral portion, the inner peripheral portion comprising a shift gear opening, the shift gear opening being configured to co-axially receive the shift member (303); at least one axial protrusion (309), the at least one axial protrusion (309) being extended from the inner peripheral portion along the shaft axis (X-X’), the at least one axial protrusion (309) comprising a guide opening; anda guiding member (310), wherein, a first portion of the guiding member (310) being configured to be secured in the guide opening and a second portion of the guiding member (310) being configured to be disposed within the recessed portion (304); wherein the shift gear (307) being configured to axially move the shift member (303) along the shaft axis (X-X’) through the guiding member (310); and wherein the actuating member (313) being configured to be enmeshed with the shift gear (307) along a transverse axis (T-T’) via the actuator gear (314), wherein the transverse axis (T-T’) is perpendicular to the shaft axis (X-X’).

5. The shift assembly (300) as claimed in claim 3, wherein the recessed portion (304) being configured to facilitate the guiding member (310) to cover an angular displacement of 360 degrees, wherein the actuating member (313) is a unidirectional electric motor.

6. The shift assembly (300) as claimed in claim 3, wherein the recessed portion (304) being configured to facilitate the guiding member (310) to cover an angular displacement of 180 degrees, wherein the actuating member (313) is a bi-directional electric motor.

7. The shift assembly (300) as claimed in claim 1, wherein the shift assembly (300) comprises: one or more idle gears (315A, 315B), the one or more idle gears (315A, 315B) facilitate a linkage between an actuator gear (314) of the actuating member (313) and a shift gear (307) of the shift assembly (300), the one or more idle gears (315A, 315B) include: a first idle gear (315A), the first idle gear (315A) being enmeshed with the actuator gear (314); and a second idle gear (315B), the second idle gear (315B) being enmeshed with the shift gear (307); andan idle shaft (316), the idle shaft (316) being configured to mount the first idle gear (315 A) and the second idle gear (315B), and the first idle gear (315 A) being configured to rotate integrally with the second idle gear (315B); wherein the actuator gear (314) of the actuating member (313) being enmeshed with the shift gear (307) of the shift assembly (300) along a transverse axis (T-T’) of the shift assembly (300).

8. A multi-mode transmission (200) for a vehicle (100), the multi-mode transmission (200) comprising: a drive shaft (201), the drive shaft (201) being configured to receive a torque from a power unit (101) of the vehicle (100); a plurality of drive gears (201A, 201B), the plurality of drive gears (201A, 20 IB) being configured to be fixedly mounted on the drive shaft (201); a driven shaft (202), the driven shaft (202) being configured to receive the torque from the plurality of drive gears (201 A, 20 IB); a plurality of driven gears (202A, 202B), the plurality of driven gears (202A, 202B) being configured to be rotatably mounted on the driven shaft (202), and the plurality of driven gears (202 A, 202B), in at least one of a first configuration and a second configuration being configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle (100) via a differential assembly (205) of the multi-mode transmission (200); and a shift assembly (300), the shift assembly (300) being configured to enable one of the first configuration and the second configuration in the multi-mode transmission (200), the shift assembly (300) comprising: an actuating member (313); a shaft member (301), the shaft member (301) being configured to facilitate a linkage between the plurality of driven gears (202 A, 202B) and the actuating member (313) of the shift assembly (300); a plurality of elastic members (302A, 302B), the plurality of elastic members (302A, 302B) being configured to be co-axially mounted on the shaft member (301),the plurality of elastic members (302A, 302B) being configured to exert a pressing force to engage a dog drive (311) of the shift assembly (300) with the plurality of driven gears (202 A, 202B); and a shift member (303), the shift member (303) being co-axially mounted on the shaft member (301) and the shift member (303) being disposed between the plurality of elastic members (302A, 302B).

9. The multi-mode transmission (200) as claimed in claim 8, wherein the dog drive (311) being configured to be disposed in between the plurality of driven gears (202 A, 202B); the shift member (303) comprises a recessed portion (304), the recessed portion (304) being defined along a curved portion of the shift member (303); the shift assembly (300) comprises: a fork member (312), the fork member (312) being configured to be operated by the shift member (303), the fork member (312) being configured to engage the dog drive (311) with one of the plurality of driven gears (202 A, 202B); an actuating member (313), the actuating member (313) being configured to transfer a shifting torque to rotate a shift gear (307), the shift gear (307) being configured to be freely mounted over at least one of the shaft member (301) and the shift member (303) and the shift gear (307) comprising a guiding member (310), the guiding member (310) being configured to be disposed within the recessed portion (304); the guiding member (310) being configured to axially move the shift member (303) along the shaft axis (X-X’) thereby engaging the dog drive (311) in one of the first configuration and the second configuration via the fork member (312).

10. The multi-mode transmission (200) as claimed in claim 8, whereinthe dog drive (311) comprises a plurality of dog splines (311 A), the plurality of dog splines (311 A) being disposed on an outer peripheral portion of the dog drive (311); the driven shaft (202) comprises a plurality of splines, the plurality of splines being configured to slidably mount the dog drive (311) in between the plurality of driven gears (202 A, 202B); each gear of the plurality of driven gears (202 A, 202B) comprises a plurality of grooves on an inner peripheral portion of the plurality of driven gears (202A, 202B); and the plurality of dog splines comprises a profile conforming with a profile of the plurality of grooves of the plurality of driven gears (202 A, 202B) thereby interchangeably allowing an engagement of the dog drive (311) with one of the plurality of driven gears (202A, 202B); wherein the shift assembly (300) comprising a fork member (312), the fork member (312) being configured to select one of the first configuration and the second configuration of the multi-mode transmission (200) via the dog drive (311); and the actuating member (313) being configured to provide a shifting torque to a shift gear (307) of the shift assembly (300).

11. The multi-mode transmission (200) as claimed in claim 10, wherein the plurality of drive gears (201 A, 20 IB) includes a first drive gear (201 A) and a second drive gear (20 IB), at least one of the first drive gear (201 A) and the second drive gear (20 IB) being configured to integrally rotate with the drive shaft (201); the plurality of driven gears (202A, 202B) includes a first driven gear (202 A) and a second driven gear (202B), at least one of the first driven gear (202 A) and the second driven gear (202B) being configured to rotate freely on the driven shaft (202); wherein in the first configuration, the first driven gear (202A) being enmeshed with the first drive gear (201A), and the dog drive (311) being engaged with the first driven gear (202 A) to transfer the torque received from the first drive gear (201 A) to the driven shaft (202);in the second configuration, the second driven gear (202B) being configured to be enmeshed with the second drive gear (201B), and the dog drive (311) being engaged with the second driven gear (202B) to transfer the torque received from the second drive gear (20 IB) to the driven shaft (202); and wherein the first configuration being enabled to provide a high speed and a low torque transmission and the second configuration being enabled to provide a high torque and a low-speed transmission.

12. The multi-mode transmission (200) as claimed in 10 wherein the shift member (303) comprising a first axial portion (303 A) and a second axial portion (3O3B); the plurality of elastic members (302A, 302B) includes: a first elastic member (302A), the first elastic member (302A) being configured to remain in contact with the first axial portion (3O3A), in the first configuration, the first elastic member (302A) being configured to constantly apply the pressing force via the fork member (312) on the dog drive (311) thereby keeping the dog drive (311) engaged with the first driven gear (202 A); a second elastic member (302B), the second elastic member (302B) being configured to remain in contact with the second axial portion (3O3B), in the second configuration, the second elastic member (302B) being configured to constantly apply the pressing force via the fork member (312) on the dog drive (311) thereby keeping the dog drive (311) engaged with the second driven gear (202B).

13. The multi-mode transmission (200) as claimed in claim 12, wherein in the first configuration the fork member (312) being configured to apply the pressing force on the dog drive (311), the dog drive (311) being engaged with the first driven gear (202A);in the second configuration the fork member (312) being configured to apply the pressing force on the dog drive (311), the dog drive (311) being engaged with the second driven gear (202B) the multi-mode transmission (200) including: a plurality of sensors (204 A, 204B), the plurality of sensors (204 A, 204B) being configured to be disposed along a shaft axis (X-X’) of the shift assembly (300) and the plurality of sensors (204A, 204B) being communicatively connected to a control unit of the vehicle (100), the plurality of sensors (204A, 204B) include: a first sensor (204A), the first sensor (204A) being configured to detect the first configuration, the first configuration being indicative of a high speed and a low torque transmission; and a second sensor (204B), the second sensor (204B) being configured to detect the second configuration, the second configuration being indicative of a high torque and a low-speed transmission.

14. The multi-mode transmission (200) as claimed in claim 8, wherein the driven shaft (202) comprises a third driven gear (202C); and the differential assembly (205) comprising: a final gear drive (206), the final gear drive (206) being configured to be enmeshed with the third driven gear (202C) and the final gear drive (206) being configured to receive the torque from the third driven gear (202C); and a transfer shaft mounting (207), the transfer shaft mounting (207) being configured to mount a transfer shaft of the vehicle (100), the transfer shaft being configured to transfer the torque to one or more rotating members (102) of the vehicle (100).

15. A vehicle (100), the vehicle (100) comprising:a power unit (101), the power unit (101) being configured to supply a torque to facilitate a motion of the vehicle (100); one or more rotating members (102), the one or more rotating members (102) being configured to enable the motion of the vehicle (100); a multi-mode transmission (200), the multi-mode transmission (200) being configured to transmit the torque between the power unit (101) and the one or more rotating members (102), the multi-mode transmission (200) comprising: a drive shaft (201), the drive shaft (201) being configured to receive a torque from the power unit (101) of the vehicle (100); a plurality of drive gears (201A, 201B), the plurality of drive gears (201A, 20 IB) being configured to be fixedly mounted on the drive shaft (201); a driven shaft (202), the driven shaft (202) being configured to receive the torque from the drive shaft (201) via the plurality of drive gears (201 A, 20 IB); a plurality of driven gears (202A, 202B), the plurality of driven gears (202A, 202B) being configured to be rotatably mounted on the driven shaft (202), and the plurality of driven gears (202 A, 202B), in at least one of a first configuration and a second configuration being configured to interchangeably transfer the torque to a plurality of rotating members of the vehicle (100) via a differential assembly (205) of the multi-mode transmission (200); and a shift assembly (300), the shift assembly (300) being configured to enable one of the first configuration and the second configuration in the multi-mode transmission (200), the shift assembly (300) comprising: a shaft member (301), the shaft member (301) being configured to facilitate a linkage between the plurality of driven gears (202 A, 202B) and an actuating member (313) of the shift assembly (300); a plurality of elastic members (302A, 302B), the plurality of elastic members (302A, 302B) being configured to be co-axially mounted on the shaft member (301), the plurality of elastic members (302A, 302B) being configured to exert a pressing force to engage a dog drive (311) of the shift assembly (300) with the plurality of driven gears (202 A, 202B); anda shift member (303), the shift member (303) being co-axially mounted on the shaft member (301) and the shift member (303) being disposed between the plurality of elastic members (302A, 302B).

16. The vehicle (100) as claimed in claim 15, wherein the vehicle (100) include a control unit, the control unit being configured to control a polarity of the actuating member (313) thereby changing a direction of rotation of the shift gear (307), based on the polarity of the actuating member (313), the shift member (303) being configured to select one of the first configuration and the second configuration of the multi-mode transmission (200) through the dog drive (311), and the control unit being configured interchangeably select one of the first configuration and the second configuration of the multi-mode transmission based on a plurality of vehicle parameters.

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