A transmission assembly for a vehicle and a method thereof

Abstract

The present subject matter relates generally to a transmission assembly (200), a vehicle (100), and a method (600). The transmission assembly (200) comprises an input shaft assembly (205), a driven shaft assembly (400), a gear shift assembly (201), a gear lock member (206), and a lock assembly (207). The gear shift assembly (201) engages the input shaft assembly (205) with a driven shaft assembly (400) in a plurality of torque transfer configurations. The gear lock member (206) is coupled to the input shaft assembly (205). The gear lock member (206) comprises a plurality of locking slots (206S). The lock assembly (207) is coupled with the gear shift assembly (201) to engage with the gear lock member (206) through one of the plurality of locking slots (206S).

Description

TITLE OF INVENTIONA TRANSMISSION ASSEMBLY FOR A VEHICLE AND A METHOD THEREOFTECHNICAL FIELD

[0001] The present disclosure relates to a transmission assembly. More particularly, the present subject matter relates to a transmission assembly having a lock assembly for a vehicle and a method for operating the lock assembly.BACKGROUND

[0002] An automated manual transmission is a type of transmission system that combines the features of both manual and automatic transmissions. It utilizes electronic sensors, actuators, and a control unit to automate the clutch and gearshifting operations. Hence, eliminating the need for a clutch pedal and manual gear lever. Since the present electric vehicles are equipped with automated manual transmission systems, it enhances their performance and efficiency. The electric vehicles are powered by electric motors and rely on energy stored in rechargeable batteries.

[0003] Modern vehicles commonly utilize a single-speed transmission system, which necessitates a trade-off between gradeability and maximum speed for optimal performance. This inverse relationship means that enhancing one reduces the other. Consumers equally prioritize gradeability, maximum speed, and fuel efficiency.

[0004] The integration of an automatic gear-shifting mechanism in an automated manual transmission (AMT) enhances user comfort by reducing fatigue from frequent gear changes. A key challenge in automated manual transmission (AMT) is achieving functionality within a compact configuration. A critical feature of the automated manual transmission (AMT) is the park lock assembly, which secures the vehicle in place when parked, preventing unintentional movement.

[0005] The parking lock in conventional vehicles utilize a parking brake, which is activated via a hand brake lever. These vehicles feature an optional engine braking, allowing the operator to engage a lower gear, typically first or second gear, to lock the transmission of the conventional vehicles in a parked state. Engine brakingserves as an auxiliary mechanism alongside the hand brake to ensure vehicle stability, especially on inclined surfaces. In contrast, electric vehicles operate with electric motors instead of traditional internal combustion engines; consequently, they lack an engine braking system. Thus, electric vehicles require an alternative mechanism to immobilize the drivetrain of the vehicle to prevent its unintended movement.

[0006] Existing electric vehicles with automated manual transmission (AMT) comprise park lock assemblies that typically use separate motors, one for gear shifting and another for park lock actuation. These motors are generally bulky, consuming significant space in the layout of the vehicle. Additionally, having multiple actuators increases the complexity of the system due to the need to coordinate their control.

[0007] Electric vehicles with an automated manual transmission (AMT) use a separate / additional motor for gear-shifting operation and for actuating a park-lock assembly. Such vehicles with an automated manual transmission (AMT) require a park-lock assembly that provides a transmission system that has compactness, high load-carrying capacity, durability, safety, manufacturability, and serviceability.

[0008] Therefore, there lies a challenge in finding a holistic technical solution that can address the above-mentioned limitations associated with the existing locking assemblies of the automated manual transmission (AMT) in electric vehicles.

[0009] The present disclosure aims to address all the above-mentioned problems by providing a novel transmission assembly having a lock assembly for a vehicleSUMMARY OF THE INVENTION

[0010] The present subject matter relates to a transmission assembly for a vehicle. The transmission assembly comprises an input shaft assembly, a gear shift assembly, a gear lock member, and a lock assembly. The input shaft assembly is configured to receive a torque from a power unit. The gear shift assembly is configured to engage the input shaft assembly with a driven shaft assembly in a plurality of torque transfer configurations. The gear lock member is coupled to the input shaft assembly. The gear lock member comprises a plurality of locking slots.The lock assembly is coupled with the gear shift assembly to engage with the gear lock member through one of the plurality of locking slots.

[0011] The present subject matter further relates to a vehicle. The vehicle comprises one or more rotating members and a transmission assembly. The one or more rotating members are configured to rotatably support the vehicle. The transmission assembly for transmitting a torque from a power unit to the one or more rotating members. The transmission assembly comprises an input shaft assembly, a gear shift assembly, a gear lock member, and a lock assembly. The input shaft assembly is configured to receive a torque from the power unit. The gear shift assembly is configured to engage the input shaft assembly with a driven shaft assembly in a plurality of torque transfer configurations. The gear lock member is coupled to the input shaft assembly. The gear lock member comprises a plurality of locking slots. The lock assembly is coupled with the gear shift assembly to engage with the gear lock member through one of the plurality of locking slots.

[0012] The present subject matter also relates to a method for operating a lock assembly for a transmission assembly of a vehicle. The method comprises a plurality of steps. In a first step, the transmission assembly receives one or more inputs from at least one of a control unit of the vehicle or a user of the vehicle. In a second step, a gear shift fork of the transmission assembly moves based on inputs from an actuating device of the transmission assembly to engage at least one gear configuration of the transmission assembly. In a third step, a cam follower retainer of the lock assembly is engaged via a flat portion of a shift drum of the transmission assembly based on moving in the previous step. In a fourth step, one of a plurality of locking slots of a gear lock member of an input shaft assembly of the transmission assembly is engaged via a tooth profile of an actuating arm member thereby locking the transmission assembly. In a fifth step, the one of the plurality of locking slots is disengaged from the tooth profile based on moving of the shift drum thereby allowing a torque to be transferred in the transmission assembly.BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The details are described with reference to an embodiment of a transmission assembly, a vehicle, and a method for operating a lock assembly for a transmission assembly of a vehicle. The same numbers are used throughout the drawings to refer to similar features and components.

[0014] Figure 1A illustrates a perspective view of a transmission assembly.

[0015] Figure IB illustrates a perspective view of a transmission assembly.

[0016] Figure 2A illustrates a side view of the transmission assembly.

[0017] Figure 2B illustrates a cross-sectional view of the transmission assembly along an axis (A-A) as shown in Figure 2A.

[0018] Figure 3 illustrates a side view of the transmission assembly.

[0019] Figure 4 illustrates a side view of the transmission assembly.

[0020] Figure 5 illustrates a side perspective view of the transmission assembly.

[0021] Figure 6 illustrates a side view of the transmission assembly.

[0022] Figure 7 illustrates a side view of the gear shift assembly.

[0023] Figure 8 illustrates a side view of a vehicle.

[0024] Figure 9 illustrates a flow chart of a method for operating a lock assembly for a transmission assembly of a vehicle.DETAILED DESCRIPTION

[0025] In order to overcome one or more of the above-mentioned challenges, the present disclosure entails a transmission assembly, a vehicle, and a method. The present disclosure in an innovative way introduces an actuation of a lock assembly within a transmission assembly of a vehicle which addresses the layout constraints, provides effective safety features, ease in manufacturability, serviceability, enhanced top speed, and improved range of the vehicle while reducing the cost, manufacturing, and assembly time.

[0026] As per one embodiment of the disclosure, a transmission assembly for a vehicle is disclosed. The transmission assembly comprises an input shaft assembly, a gear shift assembly, a gear lock member, and a lock assembly. The input shaft assembly is configured to receive a torque from a power unit. The gear shift assembly is configured to engage the input shaft assembly with a driven shaftassembly in a plurality of torque transfer configurations. The gear lock member is coupled to the input shaft assembly. The gear lock member comprises a plurality of locking slots. The lock assembly is coupled with the gear shift assembly to engage with the gear lock member through one of the plurality of locking slots.

[0027] As per one embodiment of the disclosure, the gear shift assembly comprises an actuating device, a shift drum, and a gear shift fork. The actuating device to actuate the gear shift assembly for shifting between the plurality of torque transfer configurations. The shift drum is coupled to the actuating device. The gear shift fork comprises a first end and a second end. The first end is engaged with a shift cam profile on the shift drum. The second end of the gear shift fork is coupled to the driven shaft assembly to engage a plurality of driven gear assemblies with a plurality of drive gear assemblies in the plurality of torque transfer configurations.

[0028] As per one embodiment of the disclosure, the gear shift assembly comprises a cam follower portion. The cam follower portion is disposed on one end of a shift drum. The lock assembly comprises an actuating arm member, a spring member, and a cam follower retainer. The actuating arm member comprises a tooth profile. The tooth profile is configured to engage with the one of the plurality of locking slots. The spring member is configured to guide the actuating arm member toward one of the plurality of locking slots. The cam follower retainer is configured to engage with the cam follower portion.

[0029] As per one embodiment of the disclosure, the actuating arm member comprises an opening. The actuating arm member is rotatably mounted on a casing. The actuating arm axis (z-z’) is parallel to a shift axis (y-y’) of the shifting drum and an input shaft axis (x-x’) of the input shaft assembly.

[0030] As per one embodiment of the disclosure, the cam follower portion comprises a flat portion. The flat portion is configured to engage with the cam follower retainer upon a shifting of the shift drum in a predefined position to pivot the actuating arm member toward the gear lock member in a locked configuration. The cam follower retainer is disengaged from the flat portion upon the shift drum shifting away from the predefined position to pivot the actuating arm member away from the gear lock member in an unlocked configuration.

[0031] As per one embodiment of the disclosure, the predefined position of the shift drum corresponds to a first torque transfer configuration of the plurality of torque transfer configurations.

[0032] As per one embodiment of the disclosure, the flat portion is integrated with the cam follower portion. The cam follower portion is integrated with the shift drum.

[0033] As per one embodiment of the disclosure, the actuating device is actuated by a control unit to automatically shift the shift drum between the plurality of torque transfer configurations. The control unit is configured to transmit an alert to an instrument cluster of the vehicle corresponding to each of the plurality of torque transfer configurations.

[0034] As per one embodiment of the disclosure, the transmission assembly comprises a cooling mechanism. The cooling mechanism is integrated into a transmission housing of the transmission assembly.

[0035] As per one embodiment of the disclosure, a ratio of a length of the actuating arm member to a diameter of the gear lock member is in a range of 0.71 to 1.15.

[0036] As per another embodiment of the disclosure, a vehicle is disclosed. The vehicle comprises one or more rotating members and a transmission assembly. The one or more rotating members are configured to rotatably support the vehicle. The transmission assembly for transmitting a torque from a power unit to the one or more rotating members. The transmission assembly comprises an input shaft assembly, a gear shift assembly, a gear lock member, and a lock assembly. The input shaft assembly is configured to receive a torque from the power unit. The gear shift assembly is configured to engage the input shaft assembly with a driven shaft assembly in a plurality of torque transfer configurations. The gear lock member is coupled to the input shaft assembly. The gear lock member comprises a plurality of locking slots. The lock assembly is coupled with the gear shift assembly to engage with the gear lock member through one of the plurality of locking slots.

[0037] As per another embodiment of the disclosure, a method for operating a lock assembly for a transmission assembly of a vehicle has been disclosed herein. The method comprises a step of receiving one or more inputs from at least one of acontrol unit of the vehicle or a user of the vehicle. The method comprises a step of moving a gear shift fork of the transmission assembly based on inputs from an actuating device of the transmission assembly to engage at least one gear configuration of the transmission assembly. The method comprises a step of engaging a cam follower retainer of the lock assembly via a flat portion of a shift drum of the transmission assembly based on moving in the previous step. The method comprises a step of engaging one of a plurality of locking slots of a gear lock member of an input shaft assembly of the transmission assembly via a tooth profile of an actuating arm member thereby locking the transmission assembly. The method comprises a step of dis-engaging the one of the plurality of locking slots with the tooth profile based on moving of the shift drum thereby allowing a torque to be transferred in the transmission assembly.

[0038] The embodiments of the present disclosure will now be described in detail with reference to an embodiment of a transmission assembly (200) for a vehicle (100), a vehicle (100), and a method (600) for operating, along with the accompanying drawings. However, the present disclosure is not limited to the present embodiments.

[0039] The embodiments shown in Figures 1A - 2B are taken together for discussion. Figure 1A illustrates a perspective view of a transmission assembly (200). Figure IB illustrates a perspective view of a transmission assembly (200).Figure 2A illustrates a side view of the transmission assembly (200). Figure 2B illustrates a cross-sectional view of the transmission assembly (200) along an axis (A- A) as shown in Figure 2 A.

[0040] As shown in Figures 1A - 2B, the transmission assembly (200) comprises an input shaft assembly (205), a gear shift assembly (201), a gear lock member (206), and a lock assembly (207). The input shaft assembly (205) receives a torque from a power unit (101). In one embodiment, the power unit (101) may include but is not limited to an electric motor that is used for transferring a torque to one or more rotating members (102) of the vehicle (100 as shown in Figure 8).

[0041] As shown in Figure 1A, the input shaft assembly (205) features an input shaft (205 S) on which a plurality of drive gear assemblies (301, 302) are mounted,further supported by end bearings housed in the casing (204). In one of the embodiments, the gear shift assembly (201) comprises an actuating device (202), a shift drum (20 ID), and a gear shift fork (203). The actuating device (202) activates the gear shift assembly (201) for shifting between the plurality of torque transfer configurations. The shift drum (201D) couples to the actuating device (202). Therefore, the shift drum (20 ID) is capable of rotating based on the torque transferred from the actuation device (202).

[0042] The gear shift fork (203) comprises a first end and a second end. The first end engages with a shift cam profile (201A) on the shift drum (201D). The gear shift assembly (201) comprises a cam follower portion (20 IP, better shown in Figures 3-7) onto which the gear shift fork (203) is co-axially coupled. This gear shift fork (203) is assembled to follow the shift cam profile (201 A) equipped on the cam follower portion (20 IP) via a pin follower mechanism. The actuating device (202) connects to the cam follower portion (20 IP) in a manner that allows the torque generated by the actuating device (202) to be directly transmitted to the cam follower portion (201P) of the gear shift assembly (201).

[0043] As per an advantage of this disclosure, this configuration ensures precise and efficient gear shifting while maintaining a compact and functional configuration within the transmission assembly (200). The shift cam profile (201 A) is configured onto the shift drum (201D) of the gear shift assembly (201). In one embodiment, the shift cam profile (201 A) is a grooved or a recessed profile formed on the curved surface of the shift drum (20 ID).

[0044] The shift cam profile (201A) is advantageous as it helps in the precise and smooth operation of the gear-shifting mechanism. This shift cam profile (201A) is meticulously configured to ensure accurate engagement and disengagement of the gears via the gear shift fork (203) by translating rotational motion into linear movement. In an exemplary embodiment, when the shift drum (20 ID) rotates on receiving the torque from the actuating device (202), the cam follower portion (201P) moves within the shift cam profile (201A). This movement of the cam follower portion (20 IP) translated into a sideways movement of the gear shift fork (203).

[0045] As per an advantage of this disclosure, the shift cam profile (201A) ensures minimal friction, optimal gear alignment, and reduced wear over time, contributing to the overall durability and efficiency of the transmission assembly (200). By providing controlled movement, the shift cam profile (201 A) enables seamless gear changes, enhancing the driving experience and performance of the vehicle (100 as shown in Figure 8).

[0046] The actuating device (202) functions as the actuator responsible for shifting gears during the drive mode. It operates based on signals received from the control unit, which processes various operating conditions of the vehicle (100) alongside inputs from a user. When the actuating device (202) is activated, it rotates the shift drum (20 ID) along with the cam follower portion (20 IP). The rotary motion of the shift drum (20 ID) converts into a sliding motion of the gear shift fork (203) by the interaction of the shift cam profile (201 A) on the gear shift assembly (201) with a pin follower. The pin follower of the shift cam profile (201 A) which connects to the gear shift fork (203) ensures precise and controlled motion.

[0047] Further, the second end of the gear shift fork (203) mechanically couples to a driven shaft assembly (400). The driven shaft assembly (400) comprises a first driven gear (401), a second driven gear (402), and a final drive gear (403) fixedly positioned on a driven shaft of the transmission assembly (200).

[0048] This configuration ensures efficient torque transfer and optimal gear engagement during operation. Further, a differential assembly (500) plays a crucial role in torque distribution. It comprises a final driven gear (404), which drives the entire differential assembly (500). The differential assembly (500) effectively transfers the torque from the power unit (101) to the one or more rotating members (102) of the vehicle (100) via propeller shafts. This configuration is advantageous as it ensures robust support and smooth operation, all shaft assemblies are securely connected to the casing (204) through end bearings.

[0049] As per one of the embodiments, furthermore, as the gear shift fork (203) moves, the second end shifts either to the left or the right from its central neutral position, thereby engaging either one of a plurality of driven gear assemblies (401,402) with the plurality of drive gear assemblies (301, 302) in the plurality of torque transfer configurations.

[0050] When the second end of the gear shift fork (203) moves to the left side or to the right side on the input shaft assembly (205), its facial and internal splines engage with the external splines of a dog drive. This dog drive is press-fitted into the driven shaft assembly (400), engaging a first torque transfer configuration and a second torque transfer configuration, y.

[0051] In the first torque transfer configuration, which is a high-speed configuration of the transmission assembly (200). The gear shift fork (203) slides left to engage with the first driven gear (401). This completes the torque circuit, wherein torque coming from the power unit (101) is transferred to the first driven gear (401) via a first drive gear (301) of the input shaft assembly (205). This torque received from the power unit (101) is further transferred to the final driven gear (404) via a driven shaft on which the plurality of driven gear assemblies (401, 402) are disposed.

[0052] Similarly, in the second torque transfer configuration which is a high-torque configuration. The gear shift fork (203) slides to right to engage with the second driven gear (402). This completes the torque circuit, wherein the torque coming from the power unit (101) is transferred to the second driven gear (402) via a second drive gear (302) of the input shaft assembly (205). This torque received from the power unit (101) is further transferred to a final driven gear (404) via the driven shaft. The final driven gear (404) is securely attached to the differential assembly (500), ensuring that the torque is distributed to the one or more rotating members (102). This configuration not only facilitates smooth power transmission through the second gear speed but also maintains the overall efficiency and reliability of the drivetrain.

[0053] Further, this configuration allows for precise movement of the gear shift fork (203) along the driven shaft assembly (400), facilitating smooth gear transitions.

[0054] As per one of the embodiments, the actuating device (202) is activated by a control unit to automatically shift the shift drum (20 ID) between the plurality oftorque transfer configurations. The control unit transmits an alert to an instrument cluster of the vehicle (100) corresponding to each of the plurality of torque transfer configurations. The control unit plays a crucial role in monitoring and managing the torque transfer configurations. It continuously analyses the performance of the transmission assembly (200) and, when necessary, transmits an alert to the instrument cluster of the vehicle (100). This alert corresponds to each of the plurality of torque transfer configurations, providing real-time feedback to the user. The control unit can be such as but not limited to a vehicle control unit (VCU), engine control unit (ECU), motor control unit (MCU), transmission control module (TCM), powertrain control module (PCM), anti-lock braking system (ABS) controller, airbag control module (ACM). By displaying these alerts, the instrument cluster ensures the user is informed about any changes or issues related to the torque distribution, helping to optimize vehicle performance and prevent potential mechanical issues. The communication of the control unit with the instrument cluster enhances the overall functionality of the vehicle (100), providing vital information for safe and efficient driving.

[0055] In an additional embodiment of the present disclosure, the transmission assembly (200) comprises a cooling mechanism. The cooling mechanism is integrated into a transmission housing of the transmission assembly (200). Effective thermal management allows the transmission assembly (200) to operate at optimal efficiency under prolonged or demanding usage conditions, extending the lifespan of components and maintaining the performance of the vehicle (100). These additional embodiments collectively aim to provide a robust, versatile, and user-friendly solution for the transmission assembly (200) of the vehicle (100). Traditional cooling systems for transmissions are often bulky and separate from the core transmission unit. However, the disclosure proposes a cooling mechanism that is seamlessly integrated into the transmission housing of the transmission assembly (200), using a liquid cooling loop that circulates coolant through strategically placed channels within the casing (204). This is advantageous as it reduces the overall size of the transmission assembly (200), improves thermal efficiency, and ensures that the electric drive unit and the transmission assembly (200) may operateat optimal temperatures under high-load conditions, which is essential for the vehicles that experience higher power demands.

[0056] As shown in Figures 3 - 7, a lock assembly (207) is provided. The gear shift assembly (201) comprises a cam follower portion (20 IP). The cam follower portion (20 IP) is disposed on one end of a shift drum (20 ID). The lock assembly (207) comprises an actuating arm member (208), a spring member (209), and a cam follower retainer (211). These components are pivotably assembled within the lock assembly (207), enabling reliable engagement and disengagement of the lock mechanism. The actuating arm member (208) comprises a tooth profile (208P). Further, the actuating arm member (208) comprises an opening (2080). The actuating arm member (208) is rotatably mounted on a casing (204). The actuating arm axis (z-z’) is parallel to a shift axis (y-y’) of the shifting drum (201D) and an input shaft axis (x-x’) of the input shaft assembly (205). The tooth profile (208P) engages with a gear lock member (206) disposed on the input shaft assembly (205) via one of a plurality of slots (206S) formed on the gear lock member (206). The spring member (209) guides the actuating arm member (208) toward one of the plurality of locking slots (206S). The cam follower retainer (211) engages with the cam follower portion (20 IP).

[0057] In an embodiment of the present disclosure, the gear lock member (206) couples to the input shaft assembly (205). Accordingly, the gear lock member (206) is mounted on the input shaft (205 S) using internal splines of the gear lock member (206) and external splines of the input shaft (205 S). This configuration ensures the integrity and performance of the coupling, maintaining a secure linkage between the gear lock member (206) and the input shaft assembly (205).

[0058] The lock assembly (207) couples with the gear shift assembly (201) to engage with the gear lock member (206) through one of the plurality of locking slots (206S). The lock assembly (207) is strategically positioned at the intersection of the gear shift assembly (201) and the input shaft assembly (205). This mechanism provides a secure locking function via the lock assembly (207) to prevent movement of the vehicle (100) when parked. This integrated system of the lockassembly (207) ensures safety and operational efficiency in the transmission assembly (200).

[0059] One of the embodiments of the present disclosure may comprise an enhanced actuating device (202) with improved response time and precision. This may include the use of a high-torque motor with feedback sensors for real-time monitoring of the gear shift and lock positions of the tooth profile (208P) of the actuating arm member (208). Such a system may allow for smoother transitions between gears and more secure engagement of the lock mechanism by means of the lock assembly (207), even under challenging conditions like steep inclines. Further, the cam follower portion (20 IP) comprises a flat portion (201PF). The flat portion (201PF) engages with the cam follower retainer (211) upon a shifting of the shift drum (20 ID) in a predefined position to pivot the actuating arm member (208) toward the gear lock member (206) in a locked configuration. The predefined position is the first torque transfer configuration which refers to a selection of first gear of the transmission assembly (200) when the vehicle (100) is in a parked state.

[0060] When the vehicle (100) is starting to move from the parked state, the cam follower retainer (211) disengages from the flat portion (201PF) upon the shift drum (20 ID) shifting away from the predefined position to pivot the actuating arm member (208) away from the gear lock member (206) in an unlocked configuration. As per an embodiment, a ratio of a length of the actuating arm member (208) to a diameter of the gear lock member (206) is in a range of 0.71 to 1.15.

[0061] The input shaft assembly (205) comprises an input shaft (205 S). The input shaft (205 S) mounts the gear lock member (206). The gear lock member (206) comprises a plurality of inner surface splines. The plurality of inner surface splines enmeshes with a plurality of external splines on the input shaft (205 S) of the input shaft assembly (205).

[0062] During all operating conditions of the lock assembly (207), the flat portion (201PF) plays a critical role in maintaining the actuating arm member (208) in the park unlock position. This configuration, as illustrated in Figure 3, ensures that the lock assembly (207) does not interfere with the normal operation of the vehicle (100). Additionally, the spring member (209) remains in an underloaded conditionthroughout the running state of the vehicle (100). This prevents unnecessary stress on the spring member (209), enhancing its durability and ensuring that the lock assembly (207) operates effectively when required. The combined functionality of these components ensures a seamless transition between drive and neutral modes while maintaining the integrity of the lock assembly (207).

[0063] When the vehicle (100) is brought to a standstill and parked while remaining in the first drive gear (301), the lock mode is engaged based on the input signal of the user. Upon receiving this signal, the actuating device (202) works in conjunction with the flat portion (201PF), which is integrated into the shift drum (201D). Thereafter, the cam follower retainer (211) comes into contact with the flat portion (201PF), triggering a series of actions. Simultaneously, the spring member (209) begins to unload, releasing the lever from its loaded condition. As a result, the tooth profile (208P) of the actuating arm member (208) engages with the corresponding plurality of locking slots (206S) in the gear lock member (206). This gear lock member (206) is connected via internal splines to the gear lock member (206) and external splines to the input shaft assembly (205). Once engaged, this configuration effectively locks the entire electric drive unit, preventing any rotational movement of the input shaft (205 S) or connected components. This ensures that the vehicle (100) remains stationary in lock mode, providing a secure lock mechanism to hold the vehicle (100) in place under all conditions. The electric drive unit collectively comprises components of the vehicle (100) and the transmission assembly (200).

[0064] As shown in Figure 7, the predefined position of the shift drum (20 ID) corresponds to a first torque transfer configuration of the plurality of torque transfer configurations. The flat portion (201PF) integrates with the cam follower portion (20 IP). Afterward, the cam follower portion (20 IP) integrates with the shift drum (20 ID). The flat portion (201PF) seamlessly integrating with the cam follower portion (20 IP), works together to facilitate smooth and precise movement within the gear shift assembly (201).

[0065] The cam follower portion (20 IP) then integrates with the shift drum (20 ID), allowing for controlled and accurate rotation during gear-shifting operations. This interconnected configuration ensures that the cam follower portion (20 IP)effectively follows the contours of the shift drum (20 ID), enabling the transmission assembly (200) to engage the tooth profile (208P) of the actuating arm member (208) consistently and reliably with one of the plurality of locking slots (206S) of the gear lock member (206). The integration of these components is crucial for maintaining the efficiency of the shifting mechanism, ensuring the seamless transfer of power within the drivetrain of the vehicle (100), and an effective locking mechanism of the lock assembly (207). In an embodiment of the present disclosure, the actuating arm member (208) comprises a plurality of the tooth profiles (208P) to engage with the plurality of locking slots (206S) of the gear lock member (206).

[0066] As shown in Figure 8, a vehicle (100) is disclosed. The vehicle (100) comprises one or more rotating members (102) and a transmission assembly (200). In an embodiment, the vehicle (100) may be an electric vehicle or a hybrid vehicle. The vehicle (100) can be a two-wheeler, three-wheeler, and other multi-axled vehicles including but not limited to passenger or goods vehicles. The vehicle (100) is provided with a transmission assembly (200) which offers a multi-speed automatic transmission through 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 one embodiment of the present disclosure, the aforementioned lock assembly (207) operates in conjunction with the standard brake mechanism of the vehicle (100) to enhance safety and control. When engaged, the lock assembly (207) works seamlessly with the brakes, ensuring that the vehicle (100) remains securely stationary, even under challenging conditions. This collaborative interaction helps prevent unwanted movement, particularly on inclines or in emergency situations, by reinforcing the brakes hold on the one or more rotating members (102). By integrating the lock assembly (207) with the regular braking system, the vehicle (100) achieves a more stable and reliable braking performance, offering increased protection for both the vehicle (100) and its user.

[0067] In one of the embodiments of the present disclosure, the proposed electric drive unit (EDU) of the vehicle (100) integrates several components to ensure efficient power transmission and functionality. It comprises a power unit (101), oneor more rotating members (102), and a transmission assembly (200). The transmission assembly (200) is a two-speed automated manual transmission (AMT). The key assemblies comprise a gear shift assembly (201), an input shaft assembly (205), a driven shaft assembly (400), a differential assembly (500), and a lock assembly (207). In the present disclosure, the input shaft assembly (205) is operatively connected to a shaft of the power unit (101) in order to transfer torque generated by the power unit (101) to the one or more rotating members (102) of the vehicle (100).

[0068] As per an exemplary embodiment, a variable lock tension mechanism by means of the lock assembly (207). Unlike conventional park lock systems that apply constant tension, the variable lock tension mechanism adjusts the tension dynamically based on the weight and incline of the vehicle (100). This adaptive approach ensures a more secure and efficient engagement of the lock assembly (207) particularly in electric vehicles with variable load conditions. The ability to modify the locking force based on real-time data introduces a higher level of sophistication and reliability, setting the transmission assembly (200) apart from the existing solutions.

[0069] The embodiments shown in Figure 9 are taken for discussion. Figure 9 illustrates a method (600) for operating a lock assembly (207) for a transmission assembly (200) of a vehicle (100). The method (600) comprises a plurality of steps. In a first step (601), the transmission assembly (200) receives one or more inputs from at least one of a control unit of the vehicle (100) or a user of the vehicle (100). In a second step (602), a gear shift fork (203) of the transmission assembly (200) moves based on inputs from an actuating device (202) of the transmission assembly (200) to engage at least one of gear configuration of the transmission assembly (200). In a third step (603), a cam follower retainer (211) of the lock assembly (207) is engaged via a flat portion (201PF) of a shift drum (20 ID) of the transmission assembly (200) based on moving (602) in the previous step. In a fourth step (603 A), one of a plurality of locking slots (206S) of a gear lock member (206) of an input shaft assembly (205) of the transmission assembly (200) is engaged via a tooth profile (208P) of an actuating arm member (208) thereby locking thetransmission assembly (200). In a fifth step (604), the one of the plurality of locking slots (206S) is disengaged from the tooth profile (208P) based on moving of the shift drum (20 ID) thereby allowing a torque to be transferred in the transmission assembly (200).

[0070] As per an exemplary embodiment, the lock assembly (207) may be further equipped with a fail-safe feature to enhance safety. This may comprise redundant locking mechanisms or backup power supplies to ensure that the tooth profile (208P) of the lock assembly (207) remains engaged with one of the plurality of locking slots (206S) of the gear lock member (206) even during power failures or system malfunctions. Additionally, audible, visual, or haptic alerts may notify the user of the status of the lock assembly (207) as well as the transmission assembly (200), thereby ensuring proper engagement of the lock assembly (207) and reducing the risk of accidental disengagement.

[0071] As per an additional embodiment, an intelligent controller may be integrated with the onboard systems of the vehicle (100) to dynamically adjust gear shifting and the lock assembly (207) operations based on road conditions, user behaviour, and real-time diagnostics of the vehicle (100). This is further advantageous as it improves fuel efficiency, reduces wear on the components of the transmission assembly (200), and enhances the overall user experience. Unlike traditional systems that rely solely on fixed gear ratios or manual intervention, this embodiment utilizes advanced sensors and systems to predict the optimal gear based on factors such as vehicle speed, load, road conditions, and user behaviour. This intelligent system can dynamically adjust the shifting strategy to maximize fuel efficiency, reduce wear on components, and ensure smooth and responsive driving. The integration of such a system would significantly enhance the driving experience and provide a competitive edge in the market by introducing a level of adaptability not commonly found in conventional transmission assembly (200).

[0072] The present disclosure and its embodiments have several advantages. Overall, the advantages of the present disclosure lie in its ability to provide a more efficient, compact, cost-effective, and reliable transmission assembly (200), making it particularly well-suited for present vehicles where space, weight, andperformance are critical factors. The combination of advanced features such as the lock assembly (207), dynamic gear shifting, modular actuator configuration, and thermal management creates a cutting-edge solution that addresses the evolving needs of the automotive industry. The transmission assembly (200) incorporates the critical aspect of a lock engagement via a lock assembly (207). The mechanical lock assembly (207), particularly in an electric drive unit (EDU), plays a vital role as a safety feature. It ensures the secure immobilization of the vehicle (100) when stationary, addressing both safety requirements and consumer expectations. As the automotive industry transitions towards electrification and automation, the integration of such safety features into the transmission assembly (200) is a fundamental configurational consideration, ensuring compliance with safety standards and aligning with future customer needs. Further, the present transmission assembly (200) provides an alternative solution in the form of a lock assembly (207) for vehicles that do not have an option for engine braking. The present disclosure configures the actuating device (202), which is a compact motor that significantly reduces the space and avoids additional parts, cost, and complexity in the control methodology of an automated manual transmission (AMT). Furthermore, the actuating device (202) is unique of its kind for use in automated manual transmission (AMT), especially coupled to the input shaft (205 S) of the transmission assembly (200) which is connected to the power unit (101).

[0073] The advantages of the present disclosure lie in its ability to enhance the efficiency, safety, and adaptability of the electric drive unit (EDU) and the transmission assembly (200). One of the key advantages is the lock assembly (207), which integrates seamlessly with the transmission assembly (200). By utilizing an actuating device (202) for both gear shifting and lock activation via the lock assembly (207), the disclosure significantly reduces the space and complexity typically associated with traditional systems that use separate motors for these functions. This integration not only saves valuable space but also minimizes the number of components required, thereby reducing overall system weight, cost, and the potential for mechanical failure. The mechanism of the plurality of torque transfer configurations ensures that the transmission assembly (200) effectivelytransitions to the lower speed gear, facilitating appropriate torque delivery for scenarios requiring higher force or lower speeds, such as vehicle (100) startup or navigating inclines. The precise alignment and engagement of splines ensure smooth operation and minimize wear, contributing to the overall durability and efficiency of the transmission assembly (200). Further, the cooling mechanism that is integrated into the electric drive unit and the transmission assembly (200) provides a more compact and efficient way to manage heat dissipation, which is particularly beneficial for the vehicle (100) that generates higher power and experiences increased thermal demands. This cooling mechanism ensures the transmission assembly (200) as well as the vehicle (100) operates at optimal temperatures, thereby improving performance and longevity.

[0074] The present disclosure relates to a transmission assembly (200), a vehicle (100), and a method (600) for operating a lock assembly (207) for a transmission assembly (200) of a vehicle (100). Embodiments illustrated in the present disclosure can be worked with any vehicle that requires a lock assembly (207) 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 el ement(s) / component(s) / etc .

[0075] 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 literallanguage of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0076] 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 NUMERALS100 Vehicle101 Power unit102 One or more rotating members200 Transmission assembly201 Gear shift assembly201A Shift cam profile201D Shift drum201P Cam follower portion201PF Flat portion202 Actuating device203 Gear shift fork204 Casing205 Input shaft assembly205S Input shaft206 Gear lock member206S Plurality of locking slots207 Lock assembly208 Actuating arm member208P Tooth profile2080 Opening209 Spring member211 Cam follower retainer(301, 302) Plurality of drive gear assemblies301 First drive gear302 Second drive gear400 Driven shaft assembly (401, 402) Plurality of driven gear assemblies 401 First driven gear402 Second driven gear403 Final drive gear404 Final driven gear500 Differential assembly600 Method601 Receiving602 Moving603 Engaging603A Engaging604 Dis-engaging

Claims

We Claim:

1. A transmission assembly (200) for a vehicle, the transmission assembly (200) comprising:an input shaft assembly (205), the input shaft assembly (205) being configured to receive a torque from a power unit (101);a gear shift assembly (201), the gear shift assembly (201) being configured to engage the input shaft assembly (205) with a driven shaft assembly (400) in a plurality of torque transfer configurations;a gear lock member (206), the gear lock member (206) being coupled to the input shaft assembly (205), the gear lock member (206) comprising a plurality of locking slots (206S); anda lock assembly (207), the lock assembly (207) being coupled with the gear shift assembly (201) to engage with the gear lock member (206) through one of the plurality of locking slots (206S).

2. The transmission assembly (200) as claimed in claim 1, wherein the gear shift assembly (201) comprises:an actuating device (202), the actuating device (202) to actuate the gear shift assembly (201) for shifting between the plurality of torque transfer configurations;a shift drum (20 ID), the shift drum (20 ID) being coupled to the actuating device (202); anda gear shift fork (203), the gear shift fork (203) comprising a first end and a second end, the first end being engaged with a shift cam profile (201 A) on the shift drum (20 ID) and the second end of the gear shift fork (203) being coupled to the driven shaft assembly (400) to engage a plurality of driven gear assemblies (401, 402) with a plurality of drive gear assemblies (301, 302) in the plurality of torque transfer configurations.

3. The transmission assembly (200) as claimed in claim 1, wherein the gear shift assembly (201) comprises a cam follower portion (201P), the cam follower portion (20 IP) being disposed on one end of a shift drum (20 ID) and the lock assembly (207) comprises:an actuating arm member (208), the actuating arm member (208) comprises a tooth profile (208P), the tooth profile (208P) being configured to engage with the one of the plurality of locking slots (206S);a spring member (209), the spring member (209) being configured to guide the actuating arm member (208) toward one of the plurality of locking slots (206S); anda cam follower retainer (211), the cam follower retainer (211) being configured to engage with the cam follower portion (20 IP).

4. The transmission assembly (200) as claimed in claim 3, wherein the actuating arm member (208) comprises an opening (2080), the actuating arm member (208) being rotatably mounted on a casing (204), the actuating arm axis (z-z’) being parallel to a shift axis (y-y’) of the shifting drum (201D) and an input shaft axis (x-x’) of the input shaft assembly (205).

5. The transmission assembly (200) as claimed in claim 3 whereinthe cam follower portion (20 IP) comprises a flat portion (201PF), the flat portion (201PF) being configured to engage with the cam follower retainer (211) upon a shifting of the shift drum (201D) in a predefined position to pivot the actuating arm member (208) toward the gear lock member (206) in a locked configuration; andthe cam follower retainer (211) being disengaged from the flat portion (201PF) upon the shift drum (20 ID) shifting away from the predefined position to pivot the actuating arm member (208) away from the gear lock member (206) in an unlocked configuration.

6. The transmission assembly (200) as claimed in claim 5, wherein the predefined position of the shift drum (20 ID) corresponds to a first torque transfer configuration of the plurality of torque transfer configurations.

7. The transmission assembly (200) as claimed in claim 5, wherein the flat portion (201PF) being integrated with the cam follower portion (20 IP) and the cam follower portion (20 IP) being integrated with the shift drum (20 ID).

8. The transmission assembly (200) as claimed in claim 2, wherein the actuating device (202) being actuated by a control unit to automatically shift theshift drum (20 ID) between the plurality of torque transfer configurations, the control unit being configured to transmit an alert to an instrument cluster of the vehicle (100) corresponding to each of the plurality of torque transfer configurations.

9. The transmission assembly (200) as claimed in claim 1, wherein input shaft assembly (205) comprises an input shaft (205 S), the input shaft (205 S) being configured to mount the gear lock member (206), the gear lock member (206) comprising a plurality of inner surface splines, the plurality of inner surface splines being enmeshed with a plurality of external splines on the input shaft (205 S) of the input shaft assembly (205).

10. The transmission assembly (200) as claimed in claim 1, wherein the transmission assembly (200) comprises a cooling mechanism, the cooling mechanism being integrated into a transmission housing of the transmission assembly (200).

11. The transmission assembly (200) as claimed in claim 5, wherein a ratio of a length of the actuating arm member (208) to a diameter of the gear lock member (206) being in a range of 0.71 to 1.15.

12. A vehicle (100), the vehicle (100) comprising:one or more rotating members (102), the one or more rotating members (102) being configured to rotatably support the vehicle (100); anda transmission assembly (200), the transmission assembly (200) for transmitting a torque from a power unit (101) to the one or more rotating members (102), the transmission assembly (200) comprising:an input shaft assembly (205), the input shaft assembly (205) being configured to receive a torque from the power unit (101);a gear shift assembly (201), the gear shift assembly (201) being configured to engage the input shaft assembly (205) with a driven shaft assembly (400) in a plurality of torque transfer configurations;a gear lock member (206), the gear lock member (206) being coupled to the input shaft assembly (205), the gear lock member (206) comprising a plurality of locking slots (206S); anda lock assembly (207), the lock assembly (207) being coupled with the gear shift assembly (201) to engage with the gear lock member (206) through one of the plurality of locking slots (206S).

13. A method (600) for operating a lock assembly (207) for a transmission assembly (200) of a vehicle (100), the method (600) comprises:receiving (601), one or more inputs from at least one of a control unit of the vehicle (100) or a user of the vehicle (100);moving (602), a gear shift fork (203) of the transmission assembly (200) based on inputs from an actuating device (202) of the transmission assembly (200) to engage at least one gear configuration of the transmission assembly (200);engaging (603), a cam follower retainer (211) of the lock assembly (207) via a flat portion (201PF) of a shift drum (20 ID) of the transmission assembly (200) based on moving (602);engaging (603 A), one of a plurality of locking slots (206S) of a gear lock member (206) of an input shaft assembly (205) of the transmission assembly (200) via a tooth profile (208P) of an actuating arm member (208) thereby locking the transmission assembly (200); anddis-engaging (604), the one of the plurality of locking slots (206S) from the tooth profile (208P) based on moving of the shift drum (20 ID), thereby allowing a torque to be transferred in the transmission assembly (200).

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