A transmission assembly, a shifting member, and methods thereof

Abstract

The present subject matter relates generally to a transmission assembly (200), a shifting member (204), and methods (600, 700) to engage and disengage a lock assembly (206) of a vehicle. The transmission assembly (200) comprises a gear shift shaft (201), a gear shifting fork (203), a shifting member (204), and a lock assembly (206). The gear shifting fork (203) engages with the gear shift shaft (201) to move in a linear motion upon a rotation of the gear shift shaft (201) in order to slide the shifting member (204). The lock assembly (206) engages with the shifting member (204) through one of a plurality of locking apertures (204H) of the shifting member (204) to restrict the transmission of the torque from the shifting member (204) to one of a plurality of drive gear assemblies (301, 302).

Description

TITLE OF INVENTION:A TRANSMISSION ASSEMBLY, A SHIFTING MEMBER, ANDMETHODS THEREOFTECHNICAL FIELD

[0001] The present disclosure relates to a transmission assembly, a shifting member, and methods thereof. More particularly, the present subject matter relates to a transmission assembly, a shifting member, and methods in an electric or a hybrid vehicle.BACKGROUND

[0002] The conventional vehicles with internal combustion engines are constructed with a parking brake that is operated by a hand brake lever. These vehicles are constructed with an option of engine braking through which the user engages a gear (usually first or second gear of the vehicle) while the vehicle is in parked mode. When a driver shifts into the first or second gear of the vehicle, then any movement of the vehicle necessitates the overcoming of the frictional and other resistive forces of the engine. The engine braking provides a mechanism in addition to the hand brake for keeping the vehicle stationary, particularly when it is parked on inclined surfaces. Since electric vehicles are powered by motors rather than traditional engines, they do not have engine braking. Therefore, they require a mechanism to lock the drivetrain of the transmission assembly to prevent the vehicle from moving.

[0003] The current electric vehicles are built with a single- speed (fixed ratio) transmission assembly, which results in a compromise between the load-carrying capacity and the top speed of the vehicle to optimize its overall performance. The electric vehicle's ability to carry heavy loads is inversely related to its top-speed performance. Therefore, when one of top-speed and performance is improved, it often comes at the cost of the other. In the modern automotive market, both the vehicle’s load-carrying capacity and its top-speed performance are given equalconsideration by the buyers. Furthermore, the expectation for good mileage cannot be overlooked, as it is a critical quality of any electric vehicle. All these critical performance requirements are not achieved with the existing single- speed transmission assembly of electric vehicles.

[0004] The current electric vehicles are constructed with an automatic transmission to perform multiple functions at once. However, they have limitations due to their bulky layout arrangement. Electric vehicles with automatic transmission (AT) use park lock assembly which requires separate motors. In such transmission assembly, one of the motors is responsible for the gear-shifting operation, while the other motor handles the park lock actuation. These motors are bulky and consume significant space in the vehicle assembly. Also, multiple motors and actuators lead to increased complexity and a higher number of moving parts.

[0005] In the case of automatic transmission, the electric vehicle is constructed with separate motors to handle gear-shifting operations and to engage a park- lock assembly. In electric vehicles with limited space, separate motors reduce available space for other critical parts thereby increasing the size of the vehicle and also adversely impacting the packaging efficiency of the vehicle. This further leads to an increase in manufacturing, servicing, and replacement costs along with poor load-carrying capacity, serviceability, top speed, range, and user dissatisfaction.

[0006] Therefore, there lies a challenge in finding a holistic technical solution that can address the above-mentioned limitations, safety concerns, and technical hurdles associated with the existing automatic transmission assemblies of electric vehicles. Thus, it is crucial to address the above-mentioned drawbacks to enhance the efficiency, manufacturability, serviceability, and safety of the transmission assembly of the electric vehicles while reducing the complexity, cost, and manufacturing and assembly time.SUMMARY OF THE INVENTION

[0007] The present subject matter relates to a transmission assembly for a vehicle. The transmission assembly comprises a gear shift shaft, a gear shifting fork, a shifting member, and a lock assembly. The gear shift shaft is coupled to an actuating device. The actuating device is configured to rotate the gear shift shaft upon receiving an input from a control unit. The gear shifting fork is configured to engage with the gear shift shaft. The gear shifting fork is configured to move in a linear motion upon a rotation of the gear shift shaft. The shifting member comprises a central opening and a plurality of locking apertures. The lock assembly is configured to engage with the shifting member through one of the plurality of locking apertures to restrict the transmission of the torque from the shifting member to one of a plurality of drive gear assemblies.

[0008] The present subject matter also relates to a shifting member for a transmission assembly of a vehicle. The shifting member comprises a central opening, an outer surface groove, a first set of extended splines, a second set of extended splines, and a plurality of locking apertures. The central opening is configured to coaxially receive an input shaft. The outer surface groove is formed to run across an outer circumference of the shifting member. The first set of extended splines are protruded from a first side of the shifting member. The second set of extended splines are protruded from a second side of the shifting member. The plurality of locking apertures is configured to receive a lock protrusion of a lock assembly.

[0009] Further, the present subject matter also relates to a method to engage a lock assembly of a vehicle. The first step of the method includes rotating a gear shift shaft by an actuating device upon receiving an input from a control unit. The gear shift shaft is rotatably coupled to the actuating device. The second step of the method includes moving a gear shifting fork in a linear motion upon a rotation of the gear shift shaft. The gear shifting fork is configured to engage with the gear shift shaft. The third step of the method includes sliding of a shifting member on an input shaft upon the linear motion of the gear shifting fork. The shifting member comprises a plurality of locking apertures. The fourth step of the method includes engaging the shifting member with the lock assemblythrough one of the plurality of locking apertures. The fifth step of the method includes restricting a transmission of torque from the shifting member to one of a plurality of drive gear assemblies.Further, the present subject matter also relates to a method to disengage a lock assembly of a transmission assembly of a vehicle. The first step of the method includes rotating a gear shift shaft by an actuating device upon receiving an input from a control unit. The gear shift shaft is rotatably coupled to the actuating device. The second step of the method includes moving a gear shifting fork in a linear motion upon a rotation of the gear shift shaft. The gear shifting fork is configured to engage with the gear shift shaft. The third step of the method includes sliding a shifting member on an input shaft upon the linear motion of the gear shifting fork. The shifting member comprises a plurality of locking apertures. The fourth step of the method includes retracting the shifting member away from the lock assembly to disengage one of the plurality of locking apertures from the lock assembly.BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The details are described with reference to an embodiment of a transmission assembly, a shifting member, and a method thereof. The same numbers are used throughout the drawings to refer to similar features and components.

[0011] Figure 1 illustrates a side view of a transmission assembly.

[0012] Figure 2 illustrates a cross-sectional view of the transmission assembly along a plane (XX') as shown in Figure 1.

[0013] Figure 3 illustrates a side perspective view of the transmission assembly.

[0014] Figure 4 illustrates a side perspective view of a lock assembly.

[0015] Figure 5 illustrates an exploded view of a plurality drive gear assembly.

[0016] Figure 6 illustrates a cross-sectional view of the lock assembly along a plane (YY') as shown in Figure 4.

[0017] Figure 7 illustrates a side perspective view of the lock assembly with a shifting member.

[0018] Figure 8 illustrates an exploded view of the lock assembly with the shifting member.

[0019] Figure 9A illustrates a side view of a shifting member from a first side.

[0020] Figure 9B illustrates a side view of a shifting member from a second side.

[0021] Figure 10 illustrates a flow chart depicting a method to engage a lock assembly of a vehicle.

[0022] Figure 11 illustrates a flow chart depicting a method to disengage a lock assembly of a transmission assembly of a vehicle.DETAILED DESCRIPTION

[0023] In order to overcome one or more of the above-mentioned challenges, the present disclosure entails a transmission assembly, a shifting member for the transmission assembly, and a method to engage a lock assembly of a vehicle. The transmission assembly facilitates the integration of a gear-shifting assembly and a lock assembly by the same actuating device for both mechanisms.

[0024] As per one embodiment of the disclosure, a transmission assembly for a vehicle is disclosed. The transmission assembly comprises a gear shift shaft, a gear shifting fork, a shifting member, and a lock assembly. The gear shift shaft is coupled to an actuating device. The actuating device is configured to rotate the gear shift shaft upon receiving an input from a control unit. The gear shifting fork is configured to engage with the gear shift shaft. The gear shifting fork is configured to move in a linear motion upon a rotation of the gear shift shaft. The shifting member comprises a central opening and a plurality of locking apertures. The lock assembly is configured to engage with the shifting member through one of the plurality of locking apertures to restrict the transmission of the torque from the shifting member to one of a plurality of drive gear assemblies.

[0025] As per another embodiment of the disclosure, the lock assembly comprises a lock protrusion, a spring member, a cap member, and a lock casing. The lock protrusion is configured to engage with one of the plurality of lockingapertures. The spring member is configured to guide a movement of the lock protrusion into one of the plurality of locking apertures upon receiving a signal from the control unit. Therefore, indicating a movement of the shifting member towards one of a plurality of terminals of the input shaft. The cap member is configured to support the spring member. The lock casing is integrally formed with a gearcase assembly. The lock casing is configured to house the lock assembly.

[0026] As per one embodiment of the disclosure, the gear shifting fork is configured to move the shifting member in the linear motion toward one of the plurality of terminals of the input shaft. Thus, engaging one of the plurality of locking apertures with the lock protrusion.

[0027] Further per an embodiment of the disclosure, the shifting member comprises an outer surface groove, a plurality of inner surface splines, a first set of extended splines, and a second set of extended splines. The outer surface groove is formed to run across a circumference of the shifting member. A plurality of the arms of the gear shifting fork is configured to straddle the outer surface groove. The plurality of inner surface splines is configured to engage with a plurality of external splines of an input shaft thereby integrally rotating the shifting member with the input shaft. The first set of extended splines protrudes from a first side of the shifting member. The second set of extended splines protrudes from a second side of the shifting member.

[0028] As per one embodiment of the disclosure, the plurality of drive gear assemblies comprises a first gear assembly and a second gear assembly. The first gear assembly is disposed between a first side of the shifting member and a first gearcase member of the gearcase assembly. The first gear assembly comprises a first shifting pinion and a first drive gear. The first shifting pinion is coaxially mounted on the input shaft in order to freely rotate on the input shaft. The first drive gear is press-fitted to the first shifting pinion in order to rotate integrally with the first shifting pinion. The second gear assembly is disposed between a second side of the shifting member and a second gearcase member of the gearcase assembly. The second gear assembly comprises a second drive gear anda second shifting pinion. The second drive gear is coaxially mounted on the input shaft in order to freely rotate on the input shaft. The second shifting pinion is press-fitted to the second drive gear in order to rotate integrally with the second drive gear.

[0029] As per one embodiment of the disclosure, the plurality of configurations comprises a first configuration, a second configuration, and a neutral configuration. In the first configuration, the first shifting pinion is configured to engage with the first set of extended splines. In the second configuration, the second shifting pinion is configured to engage with the second set of extended splines. In the third configuration, the shifting member is configured to disengage with the first gear assembly and the second gear assembly. The input shaft is configured to interchangeably transmit the torque to a driven shaft in the first configuration and the second configuration, depending upon a position of the shifting member on the input shaft.

[0030] Further, as per another embodiment of the disclosure, the driven shaft is configured to receive the torque from the input shaft through a plurality of driven gears. The plurality of driven gears are coaxially mounted on the driven shaft to rotate integrally with the driven shaft. The plurality of driven gears is enmeshed with the plurality of drive gear assemblies.

[0031] As per one embodiment of the disclosure, the driven shaft is configured to transmit the torque to a final driven gear through a final drive gear. The final drive gear is coaxially mounted on the driven shaft to rotate integrally with the driven shaft. The final drive gear is enmeshed with the final driven gear. The final driven gear is rotatably connected to a differential assembly of the vehicle.

[0032] As per another embodiment of the disclosure, the central opening is configured to coaxially receive the input shaft. The shifting member is engaged with the gear shifting fork in order to slide along the input shaft to engage the one of the plurality of drive gear assemblies.

[0033] As per one embodiment of the disclosure, a shifting member for a transmission assembly of a vehicle is disclosed. The shifting member comprises a central opening, an outer surface groove, a first set of extended splines, a secondset of extended splines, and a plurality of locking apertures. The central opening is configured to coaxially receive an input shaft. The outer surface groove is formed to run across an outer circumference of the shifting member. The first set of extended splines are protruded from a first side of the shifting member. The second set of extended splines are protruded from a second side of the shifting member. The plurality of locking apertures is configured to receive a lock protrusion of a lock assembly.

[0034] As per one embodiment of the disclosure, a method to engage a lock assembly of a vehicle is disclosed. The first step of the method includes rotating a gear shift shaft by an actuating device upon receiving an input from a control unit. The gear shift shaft is rotatably coupled to the actuating device. The second step of the method includes moving a gear shifting fork in a linear motion upon a rotation of the gear shift shaft. The gear shifting fork is configured to engage with the gear shift shaft. The third step of the method includes sliding of a shifting member on an input shaft upon the linear motion of the gear shifting fork. The shifting member comprises a plurality of locking apertures. The fourth step of the method includes engaging the shifting member with the lock assembly through one of the plurality of locking apertures. The fifth step of the method includes restricting a transmission of torque from the shifting member to one of a plurality of drive gear assemblies.

[0035] As per another embodiment of the disclosure, a method to disengage a lock assembly of a transmission assembly of a vehicle. The first step of the method includes rotating a gear shift shaft by an actuating device upon receiving an input from a control unit. The gear shift shaft is rotatably coupled to the actuating device. The second step of the method includes moving a gear shifting fork in a linear motion upon a rotation of the gear shift shaft. The gear shifting fork is configured to engage with the gear shift shaft. The third step of the method includes sliding a shifting member on an input shaft upon the linear motion of the gear shifting fork. The shifting member comprises a plurality of locking apertures. The fourth step of the method includes retracting the shifting memberaway from the lock assembly to disengage one of the plurality of locking apertures from the lock assembly.

[0036] The embodiments of the present disclosure will now be described in detail with reference to an embodiment of a transmission assembly (200), along with the accompanying drawings. However, the present disclosure is not limited to the present embodiments. The embodiments shown in Figure 1, Figure 2, and Figure 3 are taken together for discussion. Figure 1 illustrates a side view of a transmission assembly (200). Figure 2 illustrates a cross-sectional view of the transmission assembly (200) along a plane (XX') shown in Figure 1. Figure 3 illustrates a side perspective view of the transmission assembly (200). The transmission assembly (200) in a vehicle is configured to deliver a wide range of torque at various speeds without needing multiple gears. This gearbox connects the electric motor to the drive wheels, ensuring efficient power delivery and optimal performance.

[0037] The vehicle is an electric vehicle or a hybrid vehicle. The vehicle can be a two-wheeler, three-wheeler, and other multi-axled vehicles including but not limited to passenger or goods vehicles. The vehicle is provided with a transmission assembly (200) which offers a multi-speed automatic transmission by means of multiple torque transfer configurations. This further facilitates versatility for the user to switch between the load-carrying capacity and top speed thereby ensuring better mileage. In the transmission assembly (200), the park lock function is achieved through a gear shift shaft (201), a gear shifting fork (203), a shifting member (204), a plurality of locking apertures (204H), an input shaft (205), and a lock assembly (206). The gear shift shaft (201) is operatively connected to an actuating device (202). In an embodiment of the present disclosure, the plurality of locking apertures (204H) is of the same dimension. In an embodiment of the present disclosure, the plurality of locking apertures (204H) is of different dimensions.

[0038] In a preferred embodiment, the actuating device (202) is an electric motor which is powered by a battery pack. The actuating device (202) rotates the gear shift shaft (201) upon an input received from a control unit. Further, the rotationof the gear shift shaft (201) actuates the gear shifting fork (203) in a linear motion. Since the gear shifting fork (203) is coupled with the shifting member (204) therefore upon the linear movement of the gear shifting fork (203), the shifting member (204) is likewise brought into motion. The shifting member (204) gets actuated in the linear motion to engage with one of the plurality of drive gear assemblies (301, 302). The input shaft (205) is operatively connected to a traction motor (101) to receive the torque generated from the traction motor (101) and transfer it to the wheels of the vehicle. The shifting member (204) comprises a central opening (204C, as shown in Figure 5). The central opening (204C) coaxially receives the input shaft (205). The shifting member (204) engages with the gear shifting fork (203) to slide along the input shaft (205) in order to further engage with one of the plurality of drive gear assemblies (301, 302). Thus, the shifting member (204) selectively transfers the torque from the traction motor (101) through the input shaft (205) in a plurality of torque transfer configurations.

[0039] The actuating device (202) actuates the gear shift shaft (201) upon an input from a control unit to slide the shifting member (204) in order to selectively engage with one of a plurality of drive gear assemblies (301, 302). Thus, the lock assembly (206) can be implemented in conventionally known types of transmission assembly (200) such as automatic transmission, continuous variable transmission, dual-clutch transmission, semi-automated transmission, etc. In a preferred embodiment, the transmission assembly (200) is an automatic transmission assembly in which the input is based upon the one or more operating parameters of the vehicle like load requirements and speed in addition to the driver / user input. In such a case the actuating device (202) can be an electric motor to perform the shifting function by providing the necessary shifting torque. Thus, the transmission assembly (200) does not require any input from the driver / user of the vehicle to select or change the torque transfer configurations. Therefore, it also reduces the exhaustion and fatigue caused to the user of the vehicle due to frequent gear-shifting operations. The control unit can be a dedicated transmission control unit (TCU) or this function can be integrated intoa vehicle control unit (VCU), an electronic control unit (ECU), or any other known controller of the vehicle. The actuating device (202) is a compact motor that significantly reduces the space in the present transmission assembly (200).

[0040] The plurality of drive gear assemblies (301, 302) comprises a first gear assembly (301) and a second gear assembly (302). The first gear assembly (301) is positioned between a first side of the shifting member (204) and a first gearcase member of the gearcase assembly. The second gear assembly (302) is positioned between a second side of the shifting member (204) and a second gearcase member of the gearcase assembly. The first gearcase member encloses the transmission assembly (200) from a first side of the vehicle. The second gearcase member encloses the transmission assembly (200) from a second side of the vehicle. The input shaft (205) is supported by a pair of end bearings on the first gearcase member and the second gearcase member.

[0041] In an embodiment of the disclosure, the first gear assembly (301) comprises a first shifting pinion (301A), and a first drive gear (301B). The first shifting pinion (301A) is coaxially mounted on the input shaft (205) in order to rotate freely on the input shaft (205). The rotation of the first shifting pinion (301A) is independent of the rotation of the input shaft (205). In a preferred embodiment, the first shifting pinion (301A) is mounted on the input shaft (205) by using a needle bearing. Further, the first drive gear (30 IB) is press-fitted to the first shifting pinion (301A) in order to rotate integrally with the first shifting pinion (301A). The second gear assembly (302) comprises a second drive gear (302B) and a second shifting pinion (302A). The second drive gear (302B) is coaxially mounted on the input shaft (205) in order to rotate freely on the input shaft (205). The rotation of the second drive gear (302B) is independent of the rotation of the input shaft (205). In a preferred embodiment, the second drive gear (302B) is mounted on the input shaft (205) by using a needle bearing. The second shifting pinion (302A) is press-fitted to the second drive gear (302B) in order to rotate integrally with the second drive gear (302B).

[0042] In an exemplary embodiment of the transmission assembly (200), the plurality of configurations comprises a first configuration, a secondconfiguration, and a neutral configuration. The input shaft (205) interchangeably transfers the torque to a driven shaft (400) in the first configuration and in the second configuration, as per the position of the shifting member (204) on the input shaft (205). In the first configuration, the first shifting pinion (301A) engages with the shifting member (204). Similarly, in the second configuration, the second shifting pinion (302 A) engages with the shifting member (204). In the neutral configuration, the shifting member (204) detaches with the first gear assembly (301) and the second gear assembly (302). Therefore, in the neutral configuration, the actuating device (202) moves the gear shifting fork (203) to a central position thereby disengaging the shifting member (204) from the plurality of drive gear assemblies (301, 302). This disconnects the transmission of torque to the plurality of drive gear assemblies (301, 302) and maintains the vehicle in a stationary position.

[0043] According to an embodiment of the present disclosure, a plurality of driven gears (401,402) enmeshes with the plurality of drive gear assemblies (301, 302). Since, the plurality of driven gears (401, 402) are coaxially mounted on the driven shaft (400), the plurality of driven gears (401, 402) can rotate integrally with the driven shaft (400). The plurality of driven gears (401, 402) are press- fitted on the driven shaft (400) or can be integrally formed with the driven shaft (400). Accordingly, the driven shaft (400) receives the torque from the input shaft (205) through the plurality of driven gears (401, 402). Further, the driven shaft (400) is supported by a pair of end bearings on the first gearcase member and the second gearcase member. The first driven gear (401) of the plurality of driven gears (401, 402) is positioned on one terminal of the driven shaft (400). While, the second driven gear (402) of the plurality of driven gears (401, 402) is positioned on another terminal of the driven shaft (400). The final drive gear (403) is positioned between the plurality of driven gears (401, 402).

[0044] Further, according to an embodiment of the present disclosure, the driven shaft (400) transfers the torque to a final driven gear (404) through the final drive gear (403). The final drive gear (403) is coaxially mounted on the driven shaft (400) in order to rotate integrally with the driven shaft (400). The final drive gear(403) enmeshes with the final driven gear (404). The final driven gear (404) is rotatably coupled to a differential assembly (500) of the vehicle. The final driven gear (404) operates the differential assembly (500), thereby transferring the torque from the driven shaft (400) to the wheel members of the vehicle through the propeller shafts (not shown). The differential assembly (500) ensures safety, comfort and provides an efficient power distribution to the wheel members of the vehicle.

[0045] The embodiments shown in Figure 4, Figure 5, and Figure 6 are taken together for discussion. Figure 4 illustrates a side perspective view of a lock assembly (206). Figure 5 illustrates an exploded view of a plurality drive gear assembly (301, 302). Figure 6 illustrates a cross-sectional view of the lock assembly (206) along a plane (YY') as shown in Figure 4. The shifting member (204) comprises a central opening (204C). The central opening (204C) is positioned coaxially in order to receive the input shaft (205).

[0046] The lock assembly (206) restricts the transmission of torque from the shifting member (204) to one of a plurality of drive gear assemblies (301, 302). The lock assembly (206) comprises a lock protrusion (207), a spring member (208), a cap member (209), and a lock casing (211). The lock casing (211) is integrally formed with a gearcase assembly. The lock casing (211) encloses the lock assembly (206). The cap member (209) supports the spring member (208). The spring member (208) directs a movement of the lock protrusion (207) into one of the plurality of locking apertures (204H).

[0047] In a preferred embodiment, the spring member (208) is the compression spring. The lock protrusion (207) engages with the shifting member (204). The shifting member (204) comprises a plurality of locking apertures (204H). The plurality of locking apertures (204H) receives the lock protrusion (207) of a lock assembly (206). Therefore to restrict such transmission, the lock assembly (206) engages with the shifting member (204) through one of the plurality of locking apertures (204H).

[0048] The actuating device (202) rotates the gear shift shaft (201) upon receiving an input for engaging the lock assembly (206). The control unit or theuser of the vehicle can provide the input when the vehicle is parked in an inclined condition. The gear shifting fork (203) moves in a linear motion upon the rotation of the gear shift shaft (201). Since the gear shifting fork (203) engages with the shifting member (204), the linear motion of the gear shifting fork (203) slides the shifting member (204) towards one of the plurality of terminals of the input shaft (205). Thus, one of the plurality of locking apertures (204H) engages with the lock protrusion (207), and transmission of the torque from the shifting member (204) to either of the plurality of drive gear assemblies (301, 302) is restricted.

[0049] In a preferred embodiment, the lock assembly (206) is disposed toward the second gear assembly (302). Therefore, the gear shifting fork (203) slides the shifting member (204) towards the second gear assembly (302) in order to engage with the lock assembly (206). The engagement of the lock assembly (206) is achieved using the actuating device (202) which also performs the selective engagement of the shifting member (204) with one of a plurality of drive gear assemblies (301, 302). Therefore, the requirement of a separate actuator or motor for engaging the lock assembly (206) is completely eliminated. Thus, resulting in a part reduction, weight reduction, and reduced complexity.

[0050] The embodiments shown in Figure 7, Figure 8, Figure 9A, and Figure 9B are taken together for discussion. Figure 7 illustrates a side perspective view of the lock assembly (206) with a shifting member (204). Figure 8 illustrates an exploded view of the lock assembly (206) with the shifting member (204). Figure 9A illustrates a side view of a shifting member (204) from a first side. Figure 9B illustrates a side view of a shifting member (204) from a second side.

[0051] Apart from the plurality of locking apertures (204H), the shifting member (204) further comprises a central opening (204C), an outer surface groove (204G), a plurality of inner surface splines (204S), a first set of extended splines (204A), and a second set of extended splines (204B).

[0052] The central opening (204C) coaxially receives an input shaft (205). One of the edge of the shifting member (204) is extended perpendicular to an axis of the shifting member (204) in order to form a disc-shaped portion. The plurality of locking apertures (204H) is disposed on the disc-shaped portion. The pluralityof locking apertures (204H) engages with the lock protrusion (207) to activate the lock assembly (206) to stop the transmission of torque.

[0053] One of the portion of the gear shift fork (203) comprises a plurality of the arms. The outer surface groove (204G) runs across the outer circumference of the shifting member (204). The plurality of the arms of the gear shift fork (203) straddle on an outer surface groove (204G) of the shifting member (204). The straddling of the plurality of the arms prevents the rotation of the shifting member (204) from getting restricted during the sliding of the shifting member (204) by the gear shift fork (203).

[0054] The plurality of inner surface splines (204S) meshes with a plurality of external splines (205S) of an input shaft (205) in order to integrally rotate the shifting member (204) with the input shaft (205). The first set of extended splines (204A) are in the form of protrusions formed on a first side of the shifting member (204). The first set of extended splines (204 A) engages with the first shifting pinion (301A) in the first configuration. The second set of extended splines (204B) are also in the form of protrusions formed on a second side of the shifting member (204). The second set of extended splines (204B) engages with the second shifting pinion (302A) in the second configuration. The plurality of inner surface splines (204S) along with the first set of extended splines (204 A) and the first set of extended splines (204 A) supports seamless entry of the shifting member (204) to the corresponding plurality of drive gear assemblies (301, 302).

[0055] Figure 10 illustrates a method (600) to engage a lock assembly (206) of a vehicle. The method (600) includes rotating (601) a gear shift shaft (201) by an actuating device (202) once it receives an input from a control unit. Herein, the gear shift shaft (201) is rotatably coupled to the actuating device (202).

[0056] Thereafter, moving (602) the gear shifting fork (203) in a linear motion upon the rotation of the gear shift shaft (201). The gear shifting fork (203) engages with the gear shift shaft (201) through a cam profile (not shown) and a cam follower (not shown). The cam follower is disposed on the gear shifting fork (203) while the cam profile is formed on the gear shift shaft (201). The interactionof the cam follower with the gear shift shaft (201) converts the rotational motion of the gear shift shaft (201) into the linear motion of the gear shifting fork (203).

[0057] The method (600) involves sliding (603) the shifting member (204) on the input shaft (205) upon the linear motion of the gear shifting fork (203). The shifting member (204) comprises a plurality of locking apertures (204H).

[0058] The method (600) further includes engaging (604) the shifting member (204) with the lock assembly (206) through one of the plurality of locking apertures (204H). Thus, eventually restricting (605) the transmission of torque from the shifting member (204) to one of a plurality of drive gear assemblies (301, 302).

[0059] Figure 11 illustrates a method (700) to disengage a lock assembly (206) of a transmission assembly (200) of a vehicle. The method (700) includes rotating (701) a gear shift shaft (201) by an actuating device (202) once it receives an input from a control unit. The gear shift shaft (201) is rotatably coupled to the actuating device (202).

[0060] Thereafter, moving (702) a gear shifting fork (203) in a linear motion upon a rotation of the gear shift shaft (201). Herein, the gear shifting fork (203) is engaged with the gear shift shaft (201).

[0061] Further, the method (700) involves sliding (703) a shifting member (204) on an input shaft (205) upon the linear motion of the gear shifting fork (203). The shifting member (204) comprises a plurality of locking apertures (204H).

[0062] The method (700) further involves retracting (704) the shifting member(204) away from the lock assembly (206) in order to disengage one of the plurality of locking apertures (204H) from the lock assembly (206).

[0063] In this way, to disengage the lock assembly (206) from the plurality of locking apertures (204H), the shifting member (204) slides on the input shaft(205) in order to retreat away from the lock assembly (206). In this way, the plurality of locking apertures (204H) disengages with the lock protrusion (207) so that the shifting member (204) transfers torque to one of the plurality of drive gear assemblies (301, 302) in one of the plurality of configurations.

[0064] The present disclosure and its embodiments have several advantages. The present transmission assembly (200) provides an alternative solution in the form of a lock assembly (206) for electric vehicles that do not have an option for engine braking. In order to restrict the transmission of torque to one of the plurality of drive gear assemblies (301, 302) and to safeguard the vehicle, the lock assembly (206) provides a mechanism in addition to the hand brake for keeping the vehicle stationary, particularly when it is parked on inclined surfaces. The transmission assembly (200) is advantageous because it configures one of the plurality of drive gear assemblies (301, 302) and the lock assembly (206) by using the same actuating device (202). In this way, the present disclosure facilitates a compact configuration to automatically shift gears as well as lock the vehicle. Further, the transmission assembly (200) drastically reduces the part count and manufacturing cost by using the actuating device (202) for both the plurality of drive gear assemblies (301, 302) and lock assembly (206). Further, the overall weight and complexity of the transmission assembly (200) is reduced. The present disclosure contributes to the compact layout of the transmission assembly (200) thereby enhancing space optimization. The performance of the vehicle is enhanced due to the usage of a multi-speed transmission assembly (200). It further enhances the flexibility for the user to choose between load-carrying capacity and top speed while ensuring better mileage. The present transmission assembly (200) ensures the durability of the electric vehicle. Furthermore, by providing a lock assembly (206) for keeping the vehicle stationary, the durability of the braking devices of the vehicle is significantly enhanced. The transmission assembly (200) enhances the efficiency, manufacturing and serviceability, and safety of the vehicles while reducing the complexity, cost, additional parts, and assembly time. The automatic actuation of gear shifting operation also reduces the exhaustion and fatigue caused to the user of the vehicle due to frequent gear-shifting operation. Further, the lock assembly (206) provides an additional mechanism for keeping the vehicle stationary in addition to the parking brake thereby enhancing safety for the user.

[0065] The present disclosure relates to a transmission assembly (200), a shifting member (204), and a method (600) to engage a lock assembly (206) of a vehicle. Embodiments illustrated in the present disclosure can be worked with any vehicle that requires a lock assembly (206) in addition to the hand brake. Further, the present disclosure is not limited to the aforementioned embodiments. For example, as used in this specification and the appended claims, the singular forms “a,” “an” and “they” can include plural referents unless the context clearly indicates otherwise. Further, when introducing elements / components / etc. of the assembly / system / method described and / or illustrated herein, the articles “a”, “an”, “the”, and “said” are intended to mean that there is one or more of the element (s) / component(s) / etc. The terms “comprising”, “including”, and “having” are intended to be inclusive and mean that there may be additional element(s) / component(s) / etc. other than the listed element(s) / component(s) / etc.

[0066] 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. The 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.

[0067] 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 REFERENCE NUMERALS 1 Traction motor 301 First gear assembly Transmission assembly 301A First shifting pinion1 Gear shift shaft 30 IB First drive gear Actuating device 302 Second gear assembly Gear shifting fork 302 A Second shifting pinion Shifting member 302B Second drive gearA First set of extended 400 Driven shaft splines 401, Plurality of driven gearsB Second set of extended 402 splines 403 Final drive gearC Central opening 404 Final driven gearH Plurality of 500 Differential assembly locking apertures 600 MethodG Outer surface groove 601 RotatingS Plurality of inner 602 Moving surface splines 603 Sliding5 Input shaft 604 Engaging S Plurality of external 605 Restricting splines 700 Method6 Lock assembly 701 Rotating7 Lock protrusion 702 Moving8 Spring member 703 Sliding9 Cap member 704 Retracting1 Lock casing

Claims

We Claim:

1. A transmission assembly (200) for a vehicle, the transmission assembly (200) comprising: a gear shift shaft (201), the gear shift shaft (201) being coupled to an actuating device (202), the actuating device (202) being configured to rotate the gear shift shaft (201) upon receiving an input from a control unit; a gear shifting fork (203), the gear shifting fork (203) being configured to engage with the gear shift shaft (201), the gear shifting fork (203) being configured to move in a linear motion upon a rotation of the gear shift shaft (201); a shifting member (204), the shifting member (204) comprising a central opening (204C), and a plurality of locking apertures (204H); and a lock assembly (206), the lock assembly (206) being configured to engage with the shifting member (204) through one of the plurality of locking apertures (204H) to restrict the transmission of the torque from the shifting member (204) to one of a plurality of drive gear assemblies (301, 302).

2. The transmission assembly (200) as claimed in claim 1, wherein the lock assembly (206) comprises: a lock protrusion (207), the lock protrusion (207) being configured to engage with one of the plurality of locking apertures (204H); a spring member (208), the spring member (208) being configured to guide a movement of the lock protrusion (207) into one of the plurality of locking apertures (204H) upon receiving a signal from the control unit indicating a movement of the shifting member (204) towards one of a plurality of terminals of an input shaft (205); a cap member (209), the cap member (209) being configured to support the spring member (208); and a lock casing (211), the lock casing (211) being integrally formed with a gearcase assembly, the lock casing (211) being configured to house the lock assembly (206).

3. The transmission assembly (200) as claimed in claim 2, wherein the gear shifting fork (203) being configured to move the shifting member (204) in the linear motion towards one of the plurality of terminals of the input shaft (205) thereby engaging one of the plurality of locking apertures (204H) with the lock protrusion (207).

4. The transmission assembly (200) as claimed in claim 3, the shifting member (204) comprising: an outer surface groove (204G), the outer surface groove (204G) being formed to run across a circumference of the shifting member (204), a plurality of the arms of the gear shifting fork (203) being configured to straddle on the outer surface groove (204G); a plurality of inner surface splines (204S), the plurality of inner surface splines (204S) being configured to engage with a plurality of external splines (205S) of the input shaft (205) thereby integrally rotating the shifting member (204) with the input shaft (205); a first set of extended splines (204 A), the first set of extended splines (204 A) being protruded from a first side of the shifting member (204); and a second set of extended splines (204B), the second set of extended splines (204B) being protruded from a second side of the shifting member (204).

5. The transmission assembly (200) as claimed in claim 4, wherein the plurality of drive gear assemblies (301, 302) comprises: a first gear assembly (301), the first gear assembly (301) being disposed between a first side of the shifting member (204) and a first gearcase member of the gearcase assembly, the first gear assembly (301) comprises: a first shifting pinion (301 A), the first shifting pinion (301 A) being coaxially mounted on the input shaft (205) to freely rotate on the input shaft (205); and a first drive gear (301B), the first drive gear (301B) being press- fitted to the first shifting pinion (301 A) to rotate integrally with the first shifting pinion (301 A); anda second gear assembly (302), the second gear assembly (302) being disposed between a second side of the shifting member (204) and a second gearcase member of the gearcase assembly, the second gear assembly (302) comprises: a second drive gear (302B), the second drive gear (302B) being coaxially mounted on the input shaft (205) to freely rotate on the input shaft (205); and a second shifting pinion (302 A), the second shifting pinion (302 A) being press-fitted to the second drive gear (302B) to rotate integrally with the second drive gear (302B).

6. The transmission assembly (200) as claimed in claim 5, wherein the plurality of configurations comprises: a first configuration, the first shifting pinion (301 A) being configured to engage with the first set of extended splines (204A) in the first configuration; a second configuration, the second shifting pinion (302 A) being configured to engage with the second set of extended splines (204B) in the second configuration; and a neutral configuration, the shifting member (204) being configured to disengage with the first gear assembly (301) and the second gear assembly (302), and the input shaft (205) being configured to interchangeably transmit the torque to a driven shaft (400) in the first configuration and the second configuration, depending upon a position of the shifting member (204) on the input shaft (205).

7. The transmission assembly (200) as claimed in claim 6, wherein the driven shaft (400) being configured to receive the torque from the input shaft (205) through a plurality of driven gears (401, 402), the plurality of driven gears (401, 402) being coaxially mounted on the driven shaft (400) to rotate integrally with the driven shaft (400), the plurality of driven gears (401,402) being enmeshed with the plurality of drive gear assemblies (301, 302).

8. The transmission assembly (200) as claimed in claim 7, wherein the driven shaft (400) being configured to transmit the torque to a final driven gear (404)through a final drive gear (403), the final drive gear (403) being coaxially mounted on the driven shaft (400) to rotate integrally with the driven shaft (400), the final drive gear (403) being enmeshed with the final driven gear (404), the final driven gear (404) being rotatably connected to a differential assembly (500) of the vehicle.

9. The transmission assembly (200) as claimed in claim 1, wherein the central opening (204C) being configured to coaxially receive an input shaft (205), the shifting member (204) being engaged with the gear shifting fork (203) to slide along the input shaft (205) to engage the one of the plurality of drive gear assemblies (301, 302).

10. A shifting member (204) for a transmission assembly (200) of a vehicle, the shifting member (204) comprising: a central opening (204C), the central opening (204C) being configured to coaxially receive an input shaft (205); an outer surface groove (204G), the outer surface groove (204G) being formed to run across an outer circumference of the shifting member (204); a first set of extended splines (204A), the first set of extended splines (204A) being protruded from a first side of the shifting member (204); a second set of extended splines (204B), the second set of extended splines (204B) being protruded from a second side of the shifting member (204); and a plurality of locking apertures (204H), the plurality of locking apertures (204H) being configured to receive a lock protrusion (207) of a lock assembly (206).

11. A method (600) to engage a lock assembly (206) for a transmission assembly (200) of a vehicle, the method (600) comprising steps of rotating (601) a gear shift shaft (201) by an actuating device (202) upon receiving an input from a control unit, the gear shift shaft (201) being rotatably coupled to the actuating device (202); moving (602) a gear shifting fork (203) in a linear motion upon a rotation of the gear shift shaft (201), the gear shifting fork (203) being configured to engage with the gear shift shaft (201);sliding (603) a shifting member (204) on an input shaft (205) upon the linear motion of the gear shifting fork (203), the shifting member (204) comprising a plurality of locking apertures (204H); engaging (604) the shifting member (204) with the lock assembly (206) through one of the plurality of locking apertures (204H); and restricting (605) a transmission of torque from the shifting member (204) to one of a plurality of drive gear assemblies (301, 302).

12. A method (700) to disengage a lock assembly (206) of a transmission assembly (200) of a vehicle, the method (700) comprising steps of: rotating (701) a gear shift shaft (201) by an actuating device (202) upon receiving an input from a control unit, the gear shift shaft (201) being rotatably coupled to the actuating device (202); moving (702) a gear shifting fork (203) in a linear motion upon a rotation of the gear shift shaft (201), the gear shifting fork (203) being configured to engage with the gear shift shaft (201); sliding (703) a shifting member (204) on an input shaft (205) upon the linear motion of the gear shifting fork (203), the shifting member (204) comprising a plurality of locking apertures (204H); and retracting (704) the shifting member (204) away from the lock assembly (206) to disengage one of the plurality of locking apertures (204H) from the lock assembly (206).

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