DESC:FIELD OF INVENTION

[0001] The present invention generally relates to a two-stage transmission reduction system for two-wheeler vehicles, particularly motorcycles and scooters. More particularly, the transmission system is designed to achieve a wide range of reduction ratio, leading to improved performance and efficiency across a wide range of speeds.

BACKGROUND OF THE INVENTION

[0002] In a two-wheeler vehicle, the two-stage transmission reduction system refers to the arrangement of gears that help to transfer power from the engine to the wheels. The two-stage reduction system consists of two sets of gears that work together to optimize power delivery at different speeds. The primary purpose of the transmission system in a two-wheeler is to enable the engine to operate efficiently across a wide range of speeds. As the engine generates different amounts of power and torque at various RPM (revolutions per minute) levels, the transmission helps to match the engine's power characteristics with the vehicle's speed requirements.
[0003] The two stages in the transmission reduction system comprises primary reduction and final reduction. The primary reduction occurs between the engine crankshaft and the clutch. It involves a set of gears that reduce the speed of the engine's rotational output before it reaches the clutch. This initial reduction helps to increase the torque while decreasing the speed of the rotational energy from the engine. The final reduction occurs between the transmission output shaft and the rear wheel of the vehicle. This set of gears further reduces the speed of the rotational output coming from the transmission. The final reduction is responsible for providing the appropriate torque and speed to the rear wheel of the two-wheeler. By dividing the reduction into two stages, the transmission can optimize the power delivery at different engine speeds. Lower gears are used to provide more torque at lower speeds, allowing the vehicle to start moving from a standstill and climb inclines easily. On the other hand, higher gears provide better speed at higher engine RPM levels, enabling the vehicle to reach higher velocities efficiently. The combination of primary and final reduction in the two-stage transmission system ensures that the engine operates within its most efficient power range while allowing the two-wheeler to achieve a balance between acceleration, speed, and fuel efficiency. The rider can shift through these gears using a manual or automatic transmission control system to adapt to different road conditions and driving requirements.
[0004] Conventional scooters achieve the two-stage transmission reduction through a combination of two sets of gears. The primary reduction takes place between the engine crankshaft and the clutch, while the final reduction occurs between the transmission output shaft and the rear wheel. The typical components in a conventional scooter's two-stage transmission system include engine crankshaft, primary drive gear, clutch, intermediate shaft and gears, secondary shaft, rear wheel sprocket and rear wheel. In the primary reduction stage, the engine crankshaft converts the reciprocating motion of the engine's pistons into rotational motion. Connected to the engine crankshaft, the primary drive gear is responsible for transferring the engine's rotational energy to the clutch assembly. The clutch engages and disengages the power flow from the engine to the transmission. When engaged, it transfers power from the primary drive gear to the transmission. The power from the clutch is transferred to an intermediate shaft, which is also called the layshaft or countershaft. On the intermediate shaft, there are multiple gears of different sizes. These gears are in constant mesh with corresponding gears on the secondary shaft. The secondary shaft, also known as the output shaft, is parallel to the intermediate shaft. It carries the rotational output to the rear wheel. In the final reduction stage, the secondary shaft is connected to the rear wheel sprocket, which is directly meshed with the chain or belt drive that turns the rear wheel. The rear wheel receives the rotational output from the secondary shaft, causing the scooter to move.
[0005] During operation, the engine's rotational energy is first transmitted through the primary reduction from the crankshaft to the clutch. The clutch then engages, allowing power to flow to the intermediate shaft. The gears on the intermediate shaft mesh with corresponding gears on the secondary shaft, creating the second stage of reduction. Finally, the reduced rotational output from the secondary shaft is transmitted to the rear wheel through the final reduction, resulting in the scooter's movement. The combination of gears in the primary and final reduction stages allows the scooter's transmission system to adjust the torque and speed according to the driving conditions and engine RPM. By selecting the appropriate gears through the gear shifter, the rider can optimize the scooter's performance for various situations, such as starting from a standstill, climbing hills, or cruising at higher speeds.
[0006] US6958028B2 discloses a power transmission for a motor vehicle that includes an input, first and second input shafts, a layshaft, drive elements connecting the input shafts to the output and layshaft, couplers, a first clutch for connecting and disconnecting the input and the first input shaft, and a second clutch for connecting and disconnecting the input and the second input shaft. A first torque path driveably connects the first input shaft to the layshaft. A second torque path driveably connects the second input shaft to the layshaft. A third torque path driveably connects the layshaft and output. A bridge torque path driveably connects the first input shaft and the output.
[0007] US20140011624A1 discloses a transmission, preferably for driving a motor vehicle, that includes a multi-gear main transmission and a range group, that is connected downstream from the main transmission and comprises an input shaft and an epicyclic gear system. The epicyclic gear system comprises elements in the form at least of a central gearwheel and a planetary carrier. Furthermore, the transmission comprises a first connection for driving one of the elements of the epicyclic gear system by way of the input shaft of the range group and a variator, as well as a second connection that can be engaged with the first connection for driving a further element of the elements of the epicyclic gear system. When the second connection is engaged, the input shaft of the range group drives the variator and a drive output of the variator drives the further element of the epicyclic gear system.
[0008] US20200208722A1 discloses a transmission system for a vehicle comprising an input shaft which can be connected to a drive source, and an output shaft which can be connected to a load. The transmission system comprises: a clutch module which has an input that is connected to the input shaft and a first and a second output, as well as first clutch means which are located between the input and the first output and second clutch means which are located between the input and the second output, and gear stage means which are located between the input and the first or second output, as well as a transmission module which has a first and a second input and an output that is connected to the output shaft, as well as a first sub-transmission which is located between the first input and the output, and a second sub-transmission which is located between the second input and the output, where the first output of the clutch module is connected to a first input of the transmission module and the second input of the clutch module is connected to the second input of the transmission module, and where the first and second sub-transmissions each comprise an input shaft and an output shaft which are connected to the inputs and output of the transmission module and each comprise at least one gear stage which gear stages are located between the input and output shafts.
[0009] While a number of prior art documents disclose various transmission systems for vehicle, none of the prior art documents address the need to achieve a high reduction ratio, leading to improved performance and efficiency across a wide range of speeds. Moreover, none of the conventional systems disclose a transmission system that achieves a high reduction ratio making it suitable for different types of vehicles, providing flexibility in the powertrain design. Therefore, it will be advantageous to provide a solution by way of a system and method that achieves an exceptionally high reduction ratio, rendering it compatible with various vehicle types and offering remarkable adaptability in powertrain designs.

SUMMARY OF THE INVENTION

[0010] In light of the disadvantages mentioned in the previous section, the following summary is provided to facilitate an understanding of some of the innovative features unique to the present invention and is not intended to be a full description. A full appreciation of the various aspects of the invention can be gained by taking the entire specification and drawings as a whole. Embodiments described herein disclose a transmission system and method that achieves a very high reduction ratio.
[0011] In one embodiment, the transmission system comprises a set of pulleys coupled to the motor shaft, along with another pulley mounted on an intermediate shaft, which is integrated with a pillion gear. The integrated shaft holds the pillion gear, and a driven gear is mounted on the rear wheel axle. This configuration allows for a high reduction ratio, making it suitable for various types of vehicles and providing flexibility in powertrain design.
[0012] In another embodiment, the transmission system comprises variable pulley sizes coupled to the motor shaft and intermediate shaft, while keeping the gear pair constant. By using pulleys of different diameters, the system adapts to varying driving conditions, allowing adjustments in the transmission ratio and power delivery. This variation optimizes performance for different speed ranges and load requirements.
[0013] In another embodiment, the transmission system comprises constant pulley sizes while introducing variations in the number of teeth of the gear pair. Altering the gear pair teeth count allows for fine-tuning the gear ratio without affecting the pulley configuration. This embodiment offers flexibility in power transmission, enabling precise adjustments to match specific driving conditions and optimize performance.
[0014] In another embodiment, the transmission system comprises variable pulley sizes and varying gear pair teeth. By adjusting both elements simultaneously, the transmission system achieves the highest level of flexibility and adaptability. This configuration enables seamless and efficient power transfer across a wide range of driving conditions, ensuring optimal performance and smooth operation.
[0015] In another embodiment, the method of transmission reduction comprises a first stage reduction through belt and pulleys when the pulleys coupled to motor shaft with another pulley mounted on intermediate shaft which also has integrated shaft; and second stage reduction through gear box when pillion gear mounted on intermediate shaft and driven gear mounted on rear wheel axle.
[0016] In another embodiment, the first stage reduction is accomplished through belt and pulleys, where the driving pulley is directly connected to the motor axle. As the motor rotates, the driving pulley rotates at the same speed (RPM). The belt transfers torque and power from the driving pulley to the driven pulley, resulting in a reduction in speed due to the difference in teeth ratio between the two pulleys.
[0017] In another embodiment, the second stage reduction is achieved through a pair of gears, namely the (pillion) driving gear and the driven gear. The pillion gear, integrated with the intermediate shaft, also holds the driven pulley. As a result, the speed (RPM) of the driven pulley and the driving gear becomes the same. The driving gear meshes with the driven gear, mounted on the rear wheel axle. The reduction ratio in this stage is determined by the difference in the number of teeth between the driving gear and the driven gear.
[0018] In another embodiment, the transmission system incorporates a continuously variable transmission (CVT) mechanism, offering infinite variations in the gear ratio between the motor shaft and the rear wheel axle. The CVT system employs belts, pulleys, or chain and sprockets to continuously adjust the effective gear ratio based on the vehicle's speed and load conditions, providing optimal power delivery and improved fuel efficiency.
[0019] In another embodiment, the transmission system utilizes an electric motor as the power source for electric vehicles (EV). The intermediate shaft may house an electric motor, and power is electronically controlled and transferred to the driven gear, offering precise power delivery and efficient performance.
[0020] This summary is provided merely for purposes of summarizing some example embodiments, so as to provide a basic understanding of some aspects of the subject matter described herein. Accordingly, it will be appreciated that the above-described features are merely examples and should not be construed to narrow the scope or spirit of the subject matter described herein in any way.

BRIEF DESCRIPTION OF THE DRAWING

[0021] Figure 1 illustrates an exemplary cross-sectional view of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.
[0022] Figure 2 illustrates various components of the two stage transmission reduction system according to the embodiments of the present disclosure.
[0023] Figure 3 illustrates a transmission linkage between an intermediate shaft and a driven pulley of the two stage transmission reduction system according to the embodiments of the present disclosure.
[0024] Figure 4 illustrates a front view of the components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.
[0025] Figure 5 illustrates a perspective view of the components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.
[0026] Figure 6-8 illustrate various views of components involved in the first stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.
[0027] Figures 9-11 illustrates various views of the components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.
[0028] Figure 12A and 12B illustrate close-up views of the transmission linkage involved in second stage of the proposed two stage transmission reduction system according to the embodiments of the present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS
[0029] For the purpose of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiment illustrated in the figures and specific language will be used to describe them. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Such alterations and further modifications in the illustrated system, and such further applications of the principles of the disclosure as would normally occur to those skilled in the art are to be construed as being within the scope of the present disclosure.
[0030] The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such a process or method. Similarly, one or more devices or sub-systems or elements or structures or components preceded by "comprises... a" does not, without more constraints, preclude the existence of other devices, sub-systems, elements, structures, components, additional devices, additional sub-systems, additional elements, additional structures, or additional components. Appearances of the phrase "in an embodiment", "in another embodiment" and similar language throughout this specification may, but not necessarily do, all refer to the same embodiment.
[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this disclosure belongs. The system, methods, and examples provided herein are only illustrative and not intended to be limiting.
[0032] Embodiments of the present disclosure relate to a two stage transmission reduction system of a transmission system in a vehicle. Herein, a driving pulley is connected to a motor shaft which in-turn is connected to an intermediate shaft via a belt enabling the first stage of reduction. The intermediate shaft comprises an integrated pillion gear. A transmission linkage is established between the integrated pillion gear of the intermediate shaft and a driven gear mounted on a rear-wheel axle thereby enabling the second stage of reduction. The second-stage transmission reduction is achieved through direct mechanical contact between the integrated pillion gear (214) on the intermediate shaft (206) and the driven gear (210) on the rear wheel axle (212). This direct contact ensures efficient power transmission with minimal slippage and wear.
[0033] Referring to the figures, figure 1 illustrates an exemplary cross-sectional view of the proposed two stage transmission reduction system 100 according to the embodiments of the present disclosure. Figure 2 is an illustration 200 depicting various components of the two stage transmission reduction system according to the embodiments of the present disclosure. Figure 2 discloses a two-stage transmission system (100) for two-wheeled vehicles configured to achieve wide range of reduction ratio. The system comprises a motor shaft (802) connected to a first pulley (202). An intermediate shaft (206) is connected to a second pulley (204), wherein the second pulley (204) is operationally connected to the first pulley (202) via a belt (208) to effect a first-stage transmission reduction. Further, a driven gear (210) is mounted on a rear wheel axle (212). A transmission linkage between an integrated pillion gear (302) is provided on the intermediate shaft (206) and the driven gear (210) to enable a second-stage transmission reduction.
[0034] Figure 3 is an illustration (300) of a transmission linkage between an intermediate shaft (206) and a driven gear (210) of the two stage transmission reduction system according to the embodiments of the present disclosure. Herein, a transmission link is established between the integrated pillion gear (302) of the intermediate shaft (206) and the driven gear (210) mounted on a rear wheel axle (212) which in turn is connected to the rear wheel (304).
[0035] Figure 4 illustrates a front view 400 of the components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure. Figure 5 illustrates a perspective view of the components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure. The transmission link between the integrated pillion gear 302 of the intermediate shaft 206 and the driven gear 210 can be clearly understood from this figure.
[0036] Figure 6-8 illustrate various views 600, 700, and 800 describing the components involved in the first stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure. Herein, the motor shaft 802 can be seen connected to the first pulley (202). The first pulley (202) is connected to the second pulley (204) using belt (208).
[0037] Figures 9-11 illustrates various views 900, 1000, and 1100 describing components involved in the second stage reduction of the proposed two stage transmission reduction system according to the embodiments of the present disclosure. Figure 12A and 12B illustrate close-up views of the transmission linkage involved in second stage of the proposed two stage transmission reduction system according to the embodiments of the present disclosure. Figure 12B provides a close-up view of the transmission linkage shown within the circled portion marked as “A” of figure 12A.
[0038] In accordance with the embodiments of the present invention, the transmission system works on a two stage reduction method. In the first stage reduction method, the motor (214) works as the prime mover, and the first (driving) pulley (202) is directly coupled to the motor shaft (802). When the motor shaft (802) rotates, the first pulley (202) also rotates at the same speed or RPM. The belt (208) connects the first pulley (202) to the second (driven) pulley (204), transferring power and torque from the driving pulley to the driven pulley. As the number of teeth vary between the first and second pulleys, a reduction in the corresponding teeth ratio between the two pulleys occur, leading to a reduction in speed. In the second stage of reduction, the intermediate shaft (206) with an integrated pillion gear (302) is connected to the driven gear (210) mounted on the rear-wheel axle (212). The number of teeth provided in the integrated pillion gear (302) and the number of teeth provided in the driven gear maybe varied to achieve a wide range of reduction ratios.
[0039] In one of the embodiments, the transmission system 100 is designed with variable pulley sizes. The pulleys are coupled to the motor and intermediate shaft, and their diameters maybe varied to allow a plurality of deliberately varied. This strategic variation in pulley sizes allows the system to adapt and respond to different driving conditions and load requirements. When the motor is engaged, the varying pulley sizes result in adjustments to the transmission ratio, influencing the power delivery to the driven wheels. For instance, in situations requiring high torque, the pulleys with larger diameters are engaged, providing a higher transmission ratio and better power delivery. On the other hand, during high-speed driving, smaller pulleys are utilized to achieve a lower transmission ratio, enabling smoother acceleration and improved fuel efficiency. This adaptability optimizes the performance of the vehicle across various speed ranges and load scenarios, making it suitable for different driving environments.
[0040] In one of the embodiments, the transmission system maintains constant pulley sizes, while introducing variations in the number of teeth of the gear pair. The gear pair remains unchanged in terms of physical dimensions, but the number of teeth on each gear maybe adjusted as needed. This allows for fine-tuning of the gear ratio without altering the pulley configuration. By modifying the gear pair teeth count, the system can precisely control the power transmission characteristics. For example, when higher torque is required, a gear pair with more teeth can be used to achieve a higher gear ratio, enhancing the vehicle's pulling power. Conversely, when higher speeds are desired, a gear pair with fewer teeth can be employed, providing a lower gear ratio for smoother and faster acceleration. This embodiment offers exceptional flexibility in power transmission, enabling the vehicle's drivetrain to adapt seamlessly to specific driving conditions and optimize overall performance.
[0041] In another embodiment, by simultaneously adjusting both pulley sizes and gear pair teeth, the system gains the highest level of versatility. The variable pulley sizes enable adjustments in the transmission ratio, catering to diverse speed ranges and load demands. Simultaneously, varying the gear pair teeth count fine-tunes the gear ratio for precise power delivery in different driving scenarios. The integration of variable pulley sizes and varying gear pair teeth enables the transmission system to seamlessly transfer power across a wide range of driving conditions. Whether it's smooth acceleration for city driving or robust torque for off-road excursions, this configuration ensures optimal performance and smooth operation, enhancing the overall driving experience.
[0042] Various advantages of the transmission system and the process thereof includes, a high reduction ratio in the range of 4-9 for use in a vehicle's powertrain. This enables the transmission system to efficiently adapt power delivery across a wide range of speeds, providing improved performance, especially at lower speeds. Further, the transmission system and process thereof system is adaptable for use in two-wheeled vehicles, such as motorcycles and scooters. Its ability to achieve a high reduction ratio makes it suitable for different types of vehicles, providing flexibility in the powertrain design. By utilizing two stages of reduction, the transmission system can optimize power delivery at various engine RPM levels, enhancing the vehicle's overall efficiency. Moreover, integrating the driving pulley, driven pulley, intermediate shaft, and driving gear into a single unit results in a compact and space-saving design, allowing for efficient packaging in the vehicle's powertrain. Additionally, one significant advantage of all the above embodiments is the cost-effectiveness achieved by preserving the costlier elements of the transmission system, such as the motor and casting casings. The precisely adjusted pulley sizes and gear pair teeth contribute to efficient power transfer and reduced mechanical noise during operation. This results in a pleasant and seamless riding experience for users. The incorporation of adaptable pulley sizes, gear pair adjustments, or a combination of both allows for seamless power transmission across various speed ranges.
[0043] The two-stage transmission system designed for two-wheeled vehicles offers a multitude of advantages that significantly enhance both the performance and efficiency of the vehicle. A primary benefit of this system is its ability to provide an enhanced range of gear ratios, which allows for superior adaptability in various riding conditions, optimizing both acceleration and top speed. This is further complemented by the improved fuel efficiency and performance achieved through the variable diameter pulleys and gears. These components can finely tune the transmission ratio, ensuring the engine operates at its most efficient level, which is especially beneficial for fuel economy and overall vehicle performance.
[0044] Another key advantage is the smooth power delivery, a crucial aspect for two-wheeled vehicles. The integration of a continuously variable transmission (CVT) mechanism ensures seamless transitions between gears, enhancing rider comfort and vehicle stability. The system’s versatility is also noteworthy, as it can adeptly adjust to different driving conditions and load requirements, making it suitable for a wide range of environments, from city streets to open highways.
[0045] Durability is enhanced through the direct mechanical contact in the transmission system, which reduces slippage and wear, thus extending the lifespan of the transmission components. Additionally, the system is particularly advantageous for electric two-wheeled vehicles. It aligns well with the precise electronic control of power transmission typical in electric motors, leading to efficient and responsive performance.
[0046] The inclusion of a transmission control module for real-time system optimization is a significant feature. It ensures peak operational efficiency based on various parameters like vehicle speed, engine RPM, and torque requirements, thereby enhancing the vehicle's responsiveness and efficiency. This real-time adjustment contributes to a reduced environmental impact, especially in electric vehicles, by optimizing fuel efficiency and reducing emissions.
[0047] Moreover, the system is user-friendly, designed to operate seamlessly without requiring manual adjustments or specialized knowledge, making it accessible to a wide range of riders. Its modular design also makes it adaptable for future advancements in vehicle technology, particularly in electric and hybrid powertrains. This adaptability ensures the system's relevance and utility in the evolving landscape of two-wheeled transportation. In summary, the two-stage transmission system is a significant innovation in the field of two-wheeled vehicle engineering, offering a blend of improved performance, efficiency, and an enhanced riding experience.
[0048] Examples described herein can also be used in various other scenarios and for various purposes. It may be noted that the above-described examples of the present solution are for the purpose of illustration only. Although the solution has been described in conjunction with a specific embodiment thereof, numerous modifications/versions may be possible without materially departing from the instructions and advantages of the subject matter described herein. Other substitutions, modifications, and changes may be made without departing from the spirit of the present solution. All of the features disclosed in this specification (including any accompanying claims, abstract, and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any arrangement, except combinations where at least some of such features and/or steps are mutually exclusive.
[0049] The present description has been shown and described with reference to the foregoing examples. It is understood, however, that other forms, details, and examples can be made without departing from the spirit and scope of the present subject matter.
,CLAIMS:1. A two-stage transmission system (100) for two-wheeled vehicles configured to achieve wide range of reduction ratios, the system comprising:
a motor shaft (802) connected to a first pulley (202);
an intermediate shaft (206) connected to a second pulley (204), wherein the second pulley (204) is operationally connected to the first pulley (202) via a belt (208) to effect a first-stage transmission reduction;
a driven gear (210) mounted on a rear wheel axle (212); and
a transmission linkage between an integrated pillion gear (302) provided on the intermediate shaft (206) and the driven gear (210), enabling a second-stage transmission reduction.

2. The system as claimed in claim 1, wherein the transmission linkage in the second-stage transmission reduction is achieved through direct mechanical contact between the integrated pillion gear (214) on the intermediate shaft (206) and the driven gear (210) on the rear wheel axle (212).

3. The system as claimed in claim 1, wherein the first and second pulleys have variable diameters, enabling the adjustment of the transmission ratio according to different driving conditions and load requirements.

4. The system as claimed in claim 1, wherein the integrated pillion gear (302) and the driven gear (210) have a variable number of teeth, allowing for fine-tuning of the transmission ratio to optimize power delivery under varying driving conditions.

5. The system as claimed in claim 1, further comprising a continuously variable transmission (CVT) mechanism integrated with the pulleys and gears to provide a plurality of gear ratios, enhancing adaptability to vehicle speed and load conditions.

6. The system as claimed in claim 1, wherein the motor is an electric motor, and the system is configured for use in electric two-wheeled vehicles, with power electronically controlled and transferred to the driven gear.

7. The system as claimed in claim 1, wherein a transmission control module electronically monitors and manages the transmission system in real-time, based on various parameters including vehicle speed, engine RPM, and torque requirements.

8. A method for achieving a wide range of reduction ratios in a two-stage transmission system (100) of a two-wheeled vehicle, the method comprising:
engaging a first pulley (202) to a motor shaft (802);
engaging an intermediate shaft (206) having an integrated pillion gear (302) to a second pulley (204) and operationally connecting the second pulley to the first pulley via a belt (208), thereby effecting a first-stage transmission reduction;
mounting a driven gear (210) on a rear wheel axle (306); and
establishing a transmission linkage between the integrated pillion gear (302) provided on the intermediate shaft (206) and the driven gear (210), thereby enabling a second-stage transmission reduction.

9. The method as claimed in claim 8, wherein the transmission linkage in the second-stage transmission reduction is achieved through direct mechanical contact between the integrated pillion gear (302) on the intermediate shaft (206) and the driven gear (210) on the rear wheel axle (306).

10. The method as claimed in claim 8, further including adjusting the diameters of the first and second pulleys to modify the first-stage transmission reduction ratio in response to changing driving conditions and load demands.

11. The method as claimed in claim 8, including altering the number of teeth on the integrated pillion gear (302) and the driven gear (210) to precisely adjust the second-stage transmission reduction ratio for various driving scenarios.

12. The method as claimed in claim 8, incorporating a continuously variable transmission (CVT) mechanism to continuously adjust the effective gear ratio based on the vehicle's speed and load conditions.

13. The method as claimed in claim 8, adapted for electric two-wheeled vehicles, wherein the motor is an electric motor, and power transmission is electronically controlled for efficient and precise power delivery.

14. The method as claimed in claim 8, for electronically monitoring and adjusting the transmission system in real-time, based on various parameters such as vehicle speed, engine RPM, and torque requirements.

15. The method as claimed in claim 8, wherein a transmission control module electronically monitors and manages the transmission system in real-time, based on various parameters including vehicle speed, engine RPM, and torque requirements.