Description:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

A TRANSMISSION ASSEMBLY AND A METHOD THEREOF

APPLICANT:

TVS MOTOR COMPANY LIMITED, an Indian Company at: “Chaitanya”, No.12 Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006.

The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
The present subject matter relates generally to a transmission assembly for a vehicle and a method for assembling the transmission assembly. More particularly but not exclusively, the present subject matter relates to a transmission assembly for an electric vehicle and a method for assembling the transmission assembly in an electric vehicle.

BACKGROUND
[0001] In conventional electric vehicles, a gearbox is used to transmit a torque from an electric motor to a drive shaft of the vehicle. The gearbox also regulates the effective torque and speed as per the requirements of different driving conditions. The electric motor might vary between vehicle variants based upon specification requirements of the vehicle. However, the gearbox configuration remains the same and may not require major changes except gear ratio. Therefore, the same gearbox with different customized reductions may be adapted by changing the type of electric motor and the gear ratio.
[0002] Moreover, there are two types of axles, an independent axle and a rigid axle. The independent axle allows each wheel on the same axle to move vertically (i.e., reacting to a bump on the road) independently of the others. In a rigid axle, a set of wheels is connected laterally by a single beam or shaft. A beam axle does not allow each wheel to move independently in response to uneven surfaces. The independent axle is generally used in three wheelers and the rigid axle is generally used in four wheelers. The gear box adapted to be used with the independent axle cannot be used with rigid axle. Similarly, the gear box adapted to be used with the rigid axle cannot be used with the independent axle. Therefore, the transmission systems with conventional gear boxes are devoid of any modularity thereby making them adaptable for different axle configurations and vehicle variants. Further, the conventional transmission systems fail to provide a gear reduction ratio, which can be customized without carrying out any change in the design of the gear box. Due to the lack of any versatility in existing gear boxes, the manufacturing and production becomes complex and costly. It becomes necessary for the original equipment manufacturers to maintain separate inventories for different vehicle variants and axle configuration. Further, the original equipment manufacturers are discouraged from offering a range of vehicle variants with varying axle configurations while using the same core gearbox assembly. It is desirable to have a transmission system that can be adapted to function with both the independent axle configuration and the rigid axle configuration.
[0003] There is a need to eliminate the production of different transmission housings for multiple vehicle variants. The present invention provides a transmission system that can be adapted to work with electric motors of different ratings by adjusting the gear reductions. Further, the same gearbox construction can be used for both independent axle and rigid axle configurations.
[0004] The disclosed invention eliminates the need for additional parts and tools specific to each axle arrangement. This also streamlines the manufacturing process and reduces the overall complexity, part count and cost associated with producing different versions of the gearbox for various vehicles.
[0005] Therefore, it would be advantageous to have a transmission system which is adapted to transmit power from electric motors of different ratings by customizing the gear reductions to suit the transmission requirements of the vehicle. Additionally, it is desirable to have a transmission system that can be adapted to function with both the independent axle configuration and the rigid axle configuration.

BRIEF DESCRIPTION OF THE DRAWINGS
[0006] The details are described with reference to an embodiment of a transmission assembly for a vehicle and a method for assembling the transmission assembly. The same numbers are used throughout the drawings to refer similar features and components.
[0007] Figure 1 illustrates a perspective view of a first housing member.
[0008] Figure 2 illustrates a perspective view of a second housing member.
[0009] Figure 3 illustrates an exploded view of a transmission assembly adapted for rigid axle configuration.
[0010] Figure 4 illustrates an exploded view of a transmission assembly adapted for independent axle configuration.
[0011] Figure 5 illustrates a mounting of a transmission assembly in the independent axle configuration.
[0012] Figure 6 illustrates a mounting of a transmission assembly in the rigid axle configuration.
[0013] Figure 7a illustrates a side view of a transmission assembly adapted for independent axle configuration.
[0014] Figure 7b illustrates a sectional view of the transmission assembly along the plane 1-1 shown in figure 7a.
[0015] Figure 8a illustrates a side view of a transmission assembly adapted for rigid axle configuration.
[0016] Figure 8b illustrates a sectional view of the transmission assembly along the plane 3-3 shown in figure 8a.
[0017] Figure 9 illustrates a flow chart for a method for assembling a transmission assembly of a vehicle.

SUMMARY OF THE INVENTION
[0018] The present subject matter relates to a transmission assembly for a vehicle. The transmission assembly comprises a first housing member and a second housing member. The first housing member is configured to partly enclose at least one drive member and an output shaft from a first side of the vehicle. The second housing member is configured to partly enclose the at least one drive member and the output shaft from a second side of the vehicle. The first housing member and the second housing member are adapted to alternatively mount a plurality of rigid coupling members and a plurality of flexible coupling members. The plurality of rigid coupling members enables a transmission of a torque from the output shaft to a plurality of axles in a rigid axle configuration. The plurality of flexible coupling members enables a transmission of the torque from the output shaft to the plurality of axles in an independent axle configuration.
[0019] The present subject matter also relates to a method for assembling a transmission assembly for a vehicle. In the first step of the method at least one drive member and an output shaft are partly enclosed from a first side of the vehicle by using a first housing member. In the second step, the at least one drive member and the output shaft are partly enclosed from a second side of the vehicle by using a second housing member. In the third step, the first housing member and the second housing member are alternatively mounted with a plurality of rigid coupling members and a plurality of flexible coupling members. The plurality of rigid coupling members enables a transmission of a torque from the output shaft to a plurality of axles in a rigid axle configuration. The plurality of flexible coupling members enables a transmission of the torque from the output shaft to the plurality of axles in an independent axle configuration.

DETAILED DESCRIPTION
[0020] In order to overcome one or more of the above-mentioned challenges, the present invention provides a transmission assembly for a vehicle and a method for assembling the transmission assembly. The disclosed invention provides an improved transmission assembly that can be interchangeably used for both the independent axle configuration and the rigid axle configuration.
[0021] As per one embodiment, the invention relates to a transmission assembly for a vehicle. The transmission assembly comprises a first housing member and a second housing member. The first housing member is configured to partly enclose at least one drive member and an output shaft from a first side of the vehicle. The second housing member is configured to partly enclose the at least one drive member and the output shaft from a second side of the vehicle. The first housing member and the second housing member are adapted to alternatively mount a plurality of rigid coupling members and a plurality of flexible coupling members. The plurality of rigid coupling members enables a transmission of a torque from the output shaft to a plurality of axles in a rigid axle configuration. The plurality of flexible coupling members enables a transmission of a torque from the output shaft to the plurality of axles in an independent axle configuration.
[0022] As per one embodiment, the at least one drive member is configured to receive a torque from an input shaft of a prime mover. The output shaft is coupled to the at least one drive member to receive the torque from the input shaft through the at least one drive member. The output shaft is configured to rotate along an A-A axis to transmit the torque to a plurality of rotating members through the plurality of axles.
[0023] As per one embodiment, the plurality of axles comprises a first axle and a second axle. The first axle is configured to rotate along a B-B axis and the second axle is configured to rotate along a C-C axis. The plurality of rigid coupling members comprises a first rigid coupling member and second rigid coupling member. The plurality of flexible coupling members comprises a first flexible coupling member and second flexible coupling member. The first rigid coupling member and the first flexible coupling member are configured to be alternatively mounted on the first housing member. The second rigid coupling member and the second flexible coupling member are configured to be alternatively mounted on the second housing member.
[0024] As per one embodiment, in the rigid axle configuration, the first axle is configured to transmit the torque from the output shaft to a first rotating member through the first rigid coupling member. In the rigid axle configuration, the second axle is configured to transmit the torque from the output shaft to a second rotating member through the second rigid coupling member.
[0025] As per one embodiment, in the independent axle configuration, the first axle is configured to transmit the torque from the output shaft to a first rotating member through the first flexible coupling member. In the independent axle configuration, the second axle is configured to transmit the torque from the output shaft to a second rotating member through the second flexible coupling member.
[0026] As per one embodiment of the invention, the first housing member comprises an input shaft opening and a first output shaft opening. The input shaft opening is configured to receive the input shaft. The first output shaft opening is configured to receive a first end of the output shaft. The first end of the output shaft is adapted to transfer the torque to the first axle alternatively through the first rigid coupling member and a first-flexible coupling member. The second housing member comprises a second output shaft opening. The second output shaft opening is configured to be concentric with the first output shaft opening. The second output shaft opening is configured to receive a second end of the output shaft. The second end of the output shaft is adapted to transfer the torque to the second axle alternatively through the second rigid coupling member and a second-flexible coupling member.
[0027] As per one embodiment, in the rigid axle configuration, the first rigid coupling member is configured to co-axially align the B-B axis with respect to the A-A axis. In the rigid axle configuration, the second rigid coupling member is configured to co-axially align the C-C axis with respect to the A-A axis.
[0028] As per one embodiment, in the independent axle configuration, the first-flexible coupling member is configured to independently align the B-B axis with respect to the A-A axis. In the independent axle configuration, the second flexible coupling member is configured to independently align the C-C axis with respect to the A-A axis.
[0029] As per one embodiment of the invention, the plurality of rigid coupling members is a plurality of flange couplings.
[0030] As per one embodiment of the invention, the plurality of flexible coupling members is a plurality of constant velocity joints.
[0031] As per one embodiment of the invention, the first housing member is provided with at least one first-upper protrusion. The at least one first-upper protrusion is provided with at least one first-mounting hole. The second housing member is provided with at least one second-upper protrusion. The at least one second-upper protrusion is provided with at least one second-mounting hole. The at least one second-mounting hole is configured to be concentric with the at least one first-mounting hole for receiving an upper mounting member. This facilitates a mounting of the transmission assembly in the independent axle configuration.
[0032] As per one embodiment of the invention, the second housing member is provided with at least one lower protrusion. The at least one lower protrusion is provided with at least one third-mounting hole. The at least one third-mounting hole is configured to receive a lower mounting member. This facilitates a mounting of the transmission assembly in the rigid axle configuration.
[0033] As per one embodiment of the invention, the prime mover is an electric motor. The electric motor is configured to convert electrical energy into mechanical energy to enable a motion of the vehicle.
[0034] As per one embodiment of the invention, the vehicle includes but not limited to electric vehicle and hybrid vehicles.
[0035] As per one embodiment of the invention, the at least one drive member is configured to achieve an optimized gear ratio. The optimized gear ratio is dependent upon a capacity of prime mover and a load requirement of the vehicle.
[0036] As per one embodiment of the invention, the first housing member and the second housing member are configured to enclose a differential assembly. The differential assembly is configured to rotate the first axle at a first speed. The differential assembly is configured to rotate the second axle at a second speed. The second speed is different from the first speed.
[0037] As per one embodiment of the invention, the first housing member is provided with a plurality of first-fastening holes. The second housing member is provided with a plurality of second-fastening holes. The plurality of second-fastening holes is configured to be concentric with the plurality of first-fastening holes in order to receive a plurality of fastening members. The plurality of fastening members is configured to fasten the first housing member with the second housing member.
[0038] As per one embodiment of the invention, the first housing member and the second housing member are configured to enclose a clutch member. The clutch member is configured to allow a disengagement of the output shaft with the input shaft upon receiving an input from a driver of the vehicle.
[0039] Another embodiment of the invention relates to a method for assembling a transmission assembly for a vehicle. In the first step of the method at least one drive member and an output shaft are partly enclosed from a first side of the vehicle by using a first housing member. In the second step, the at least one drive member and the output shaft are partly enclosed from a second side of the vehicle by using a second housing member. In the third step, the first housing member and the second housing member are alternatively mounted with a plurality of rigid coupling members and a plurality of flexible coupling members. The plurality of rigid coupling members enables a transmission of a torque from the output shaft to a plurality of axles in a rigid axle configuration. The plurality of flexible coupling members enables a transmission of the torque from the output shaft to the plurality of axles in an independent axle configuration.
[0040] The embodiments of the present invention will now be described in detail with reference to an embodiment of a transmission assembly for a vehicle, along with the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.
[0041] The embodiments shown in Figure 1 and Figure 2 are taken together for discussion. Figure 1 illustrates a perspective view of a first housing member (101). Figure 2 illustrates a perspective view of a second housing member (102). The first housing member (101) comprises an input shaft opening (101i) and a first output shaft opening (101o). The input shaft opening (101i) receives an input shaft (201, shown in Fig. 5). The first output shaft opening (101o) receives a first end of the output shaft (104, shown in Fig. 7b). The first end of the output shaft (104) transfers the torque to the first axle (301a, shown in Fig. 5) alternatively through the first rigid coupling member (105a, shown in Fig. 6) and a first-flexible coupling member (106a, shown in Fig. 5).
[0042] The second housing member (102) comprises a second output shaft opening (102o), concentric to the first output shaft opening (101o). The second output shaft opening (102o) receives a second end of the output shaft (104). The second end of the output shaft (104) transfers the torque to the second axle (301b, shown in Fig. 5) alternatively through the second rigid coupling member (105b, shown in Fig. 6) and a second-flexible coupling member (106b, shown in Fig. 5).
[0043] The first housing member (101) has at least one first-upper protrusion (101u) which is provided with at least one first-mounting hole (107a). The second housing member (102) has at least one second-upper protrusion (102u) which is provided with at least one second-mounting hole (107b). The at least one second-mounting hole (107b), concentric with the at least one first-mounting hole (107a), receives an upper mounting member (not shown). This facilitates a mounting of the transmission assembly (100) in the independent axle configuration. In one of embodiment of the present invention, a number of the first-mounting hole(s) (107a) is equal to a number of the second-mounting hole(s) (107b). In another embodiment, the number of the first-mounting hole(s) (107a) may differ from the number of the second-mounting hole(s) (107b).
[0044] In the present embodiment, the second housing member (102) has at least one lower protrusion (102l) which is provided with at least one third-mounting hole (107c). However, the at least one lower protrusion (102l) can be provided on either of the first housing member (101) and the second housing member (102). The at least one third-mounting hole (107c) receives a lower mounting member (not shown). This facilitates a mounting of the transmission assembly (100) in the rigid axle configuration.
[0045] When the transmission assembly (100) is mounted in the independent axle configuration, the at least one third-mounting hole (107c) remains free. Similarly, when the transmission assembly (100) is mounted in the rigid axle configuration, the at least one first-mounting hole (107a) and the at least one second-mounting hole (107b) remain free. Further, the at least one first-upper protrusion (101u), the at least one second-upper protrusion (102u) and the at least one lower protrusion (102l) facilitate the handling of the first housing member (101) and second housing member (102) during the assembly and the service of the transmission assembly (100). Further, any of the at least one first-mounting hole (107a), the at least one second-mounting hole (107b) and the at least one third-mounting hole (107c) can serve to facilitate the lifting of the transmission assembly (100) at the time of the serviceability of the vehicle.
[0046] The first housing member (101) and the second housing member (102) are provided a plurality of first-fastening holes (108a) and a plurality of second-fastening holes (108b) respectively. The plurality of second-fastening holes (108b) concentrically aligns with the plurality of first-fastening holes (108a) and receive a plurality of fastening members (109, shown in Fig. 3). The plurality of fastening members (109) fastens the first housing member (101) with the second housing member (102).
[0047] Figure 3 illustrates an exploded view of a transmission assembly (100) adapted for rigid axle configuration. The rigid axle configuration in the vehicle refers to a type of suspension system where two wheels on the same axle are connected together and move as a single unit. Accordingly, when one wheel on the axle moves up or down due to road irregularities, the other wheel on the same axle also moves in the same direction. More specifically, wheels of the vehicle are rigidly connected with each other and share the same suspension components. The transmission assembly (100) comprises a first housing member (101) and a second housing member (102). The first housing member (101) partly encloses at least one drive member (103) and an output shaft (104) from a first side of the vehicle (not shown). The second housing member (102) partly encloses the at least one drive member (103) and the output shaft (104) from a second side of the vehicle. The first housing member (101) and the second housing member (102) alternatively mount a plurality of rigid coupling members (105a, 105b). The plurality of rigid coupling members (105a, 105b) transmits a torque from the output shaft (104) to a plurality of axles (301a, 301b) in a rigid axle configuration.
[0048] The first housing member (101) and the second housing member (102) can be the right-hand side gearcase and the left-hand side gearcase respectively, or vice versa. In the present embodiment of the invention, the prime mover is placed adjacent to the first housing member (101) in the rigid axle configuration. Therefore, the weight of the second housing member (102) requires careful optimization in order to balance the center of gravity.
[0049] The at least one drive member (103) receives a torque from an input shaft (201) of a prime mover (not shown). The output shaft (104), coupled to the at least one drive member (103), receives the torque from the input shaft (201) through the at least one drive member (103). The output shaft (104) rotates along an A-A axis (shown in Fig. 5) to transmit the torque to a plurality of rotating members (302a, 302b, shown in Fig. 5) through the plurality of axles (301a, 301b, shown in Fig. 5). In the present embodiment, the plurality of rotating members (302a, 302b) are the wheels of the vehicles.
[0050] The prime mover includes but not limited to an electric motor. The electric motor converts an electrical energy into a mechanical energy to enable a motion of the vehicle. As per one embodiment of the invention, the vehicle includes but not limited to electric vehicle and hybrid vehicles.
[0051] The at least one drive member (103) achieves optimized gear ratio. The optimization of the gear ratio depends upon a capacity of prime mover and a load requirement of the vehicle. Thus, the ability to customize the gear reduction ratio ensures that the transmission assembly (100) can be tailored to meet the specific torque demands of various vehicle variants without requiring any change in the first housing member (101) and the second housing member (102). Customizable gear ratio also allows fine-tuning of the vehicle's performance and efficiency according to different driving conditions or vehicle applications.
[0052] The first housing member (101) and the second housing member (102) enclose a differential assembly (400). The differential assembly (400) rotates the first axle (301a) at a first speed. The differential assembly (400) rotates the second axle (301b) at a second speed. The second speed may differ from the first speed.
[0053] The first housing member (101) and the second housing member (102) enclose a clutch member (110). The clutch member (110) disengages the output shaft (104) with the input shaft (201) upon receiving an input from a driver of the vehicle.
[0054] Figure 4 illustrates an exploded view of a transmission assembly (100) adapted for an independent axle configuration. In independent axle configuration each axle has an independent suspension system. More specifically, each axles of the vehicle have their own suspension components, allowing each wheel on the same axle to move independently in response to road irregularities. The transmission assembly (100) comprises a first housing member (101) and a second housing member (102). The first housing member (101) partly encloses at least one drive member (103) and an output shaft (104) from a first side of the vehicle (not shown). The second housing member (102) partly encloses the at least one drive member (103) and the output shaft (104) from a second side of the vehicle. The first housing member (101) and the second housing member (102) alternatively mount a plurality of flexible coupling members (106a,106b). The plurality of flexible coupling members (106a,106b) transmits the torque from the output shaft (104) to the plurality of axles (301a, 301b) in the independent axle configuration.
[0055] The first housing member (101) and the second housing member (102) can be the right-hand side gearcase and the left-hand side gearcase respectively, or vice versa. In the present embodiment of the invention, the prime mover (not shown) is placed adjacent to the first housing member (101) in the independent axle configuration. Therefore, the weight of the second housing member (102) requires a careful optimization in order to balance the center of gravity.
[0056] The at least one drive member (103) receives a torque from an input shaft (201) of a prime mover (not shown). The output shaft (104), coupled to the at least one drive member (103), receives the torque from the input shaft (201) through the at least one drive member (103). The output shaft (104) rotates along an A-A axis (shown in Fig. 6) to transmit the torque to a plurality of rotating members (302a, 302b, shown in Fig. 6) through the plurality of axles (301a, 301b, shown in Fig. 6). In the present embodiment, the plurality of rotating members (302a, 302b) are the wheels of the vehicles.
[0057] The prime mover includes but not limited to an electric motor. The electric motor converts an electrical energy into a mechanical energy to enable a motion of the vehicle. As per one embodiment of the invention, the vehicle includes but not limited to electric vehicle and hybrid vehicles.
[0058] The at least one drive member (103) achieves an optimized gear ratio. The optimization of the gear ratio depends upon a capacity of prime mover and a load requirement of the vehicle. Thus, the ability to customize the gear reduction ratio ensures that the transmission assembly (100) can be tailored to meet the specific torque demands of various vehicle variants without requiring any change in the first housing member (101) and the second housing member (102). Customizable gear ratio also allows a fine-tuning of the vehicle's performance and efficiency according to different driving conditions or vehicle applications.
[0059] The first housing member (101) and the second housing member (102) enclose a differential assembly (400). The differential assembly (400) rotates the first axle (301a) at a first speed. The differential assembly (400) rotates the second axle (301b) at a second speed. The second speed may differ from the first speed.
[0060] The embodiments shown in Figure 5 and Figure 6 are taken together for discussion. Figure 5 illustrates a mounting of a transmission assembly (100) in the independent axle configuration. Figure 6 illustrates a mounting of a transmission assembly (100) in the rigid axle configuration.
[0061] The plurality of axles (301a, 30b) comprises a first axle (301a) and a second axle (301b). The first axle (301a) rotates along a B-B axis. The second axle (301b) rotates along a C-C axis. The plurality of rigid coupling members (105a, 105b) comprises a first rigid coupling member (105a) and second rigid coupling member (105b). The plurality of flexible coupling members (106a, 106b) comprises a first flexible coupling member (106a) and second flexible coupling member (106b). The first rigid coupling member (105a) and the first flexible coupling member (106a) are alternatively mounted on the first housing member (101). The second rigid coupling member (105b) and the second flexible coupling member (106b) are alternatively mounted on the second housing member (102).
[0062] In the rigid axle configuration, the first axle (301a) transmits the torque from the output shaft (104) to a first rotating member (302a) through the first rigid coupling member (105a). In the same configuration, the second axle (301b) transmits the torque from the output shaft (104) to a second rotating member (302b) through the second rigid coupling member (105b). The first rigid coupling member (105a) co-axially aligns the B-B axis with respect to the A-A axis. The second rigid coupling member (105b) co-axially aligns the C-C axis with respect to the A-A axis.
[0063] In the independent axle configuration, the first axle (301a) transmits the torque from the output shaft (104) to a first rotating member (302a) through the first flexible coupling member (106a). The second axle (301b) transmits the torque from the output shaft (104) to a second rotating member (302b) through the second flexible coupling member (106b). The first-flexible coupling member (106a) independently aligns the B-B axis with respect to the A-A axis. The second-flexible coupling member (106b) independently aligns the C-C axis with respect to the A-A axis.
[0064] The embodiments shown in Figure 7a, Figure 7b, Figure 8a and Figure 8b are taken together for discussion. Figure 7a illustrates a side view of a transmission assembly (100) adapted for independent axle configuration. Figure 7b illustrates a sectional view of the transmission assembly (100) along the plane 1-1 shown in figure 7a. Figure 8a illustrates a side view of a transmission assembly (100) adapted for rigid axle configuration. Figure 8b illustrates a sectional view of the transmission assembly (100) along the plane 3-3 shown in figure 8a.
[0065] The plurality of rigid coupling members (105a, 105b) permits neither axial nor radial relative motion between the output shaft (104) to the plurality of axles (301a, 301b) in a rigid axle configuration. Therefore, when the output shaft (104) and the plurality of axles (301a, 301b) are coupled using the plurality of rigid coupling members (105a, 105b), they rotate as a single shaft. The plurality of rigid coupling members (105a, 105b) includes plurality of flange couplings. However, plurality of rigid coupling members (105a, 105b) can include other types of rigid coupling members (105a, 105b). Other types of the plurality of rigid coupling members (105a, 105b), which can be used for working of the invention, include split-muff couplings, compression couplings, sleeve couplings. The plurality of flange couplings comprises flanges which are the circular plates with holes for bolts. Flanges are typically made of materials like steel, cast iron, or aluminum for strength and durability. The flanges are mounted on each end of the output shaft (104) such that the planar face of the flange is at right angle to the axis of the shaft. Similarly, the metallic flanges are mounted on the end of the plurality of axles (301a, 301b) which interfaces with the output shaft (104). The two flanges are coupled together by using nuts and bolts. Flange Couplings are specifically designed for applications where alignment accuracy, high torque transmission, and vibration resistance are crucial.
[0066] In one embodiment of the disclosed invention, the transmission assembly (100) is used in a rigid axle configuration in a vehicle. The vehicle can be a three-wheeled vehicle or a four wheeled vehicle. The transmission assembly (100) comprises a first housing member (101) and a second housing member (102). The first housing member (101) partly encloses at least one drive member (103) and an output shaft (104) from a first side of the vehicle. The first housing member (101) is provided with a first output shaft opening (101o). The first output shaft opening (101o) receive a first end of the output shaft (104). Similarly, the second housing member (102) partly encloses the at least one drive member (103) and the output shaft (104) from a second side of the vehicle. The second housing member (102) comprises a second output shaft opening (102o). The second output shaft opening (102o) concentrically aligns with the first output shaft opening (101o). The second output shaft opening (102o) receives a second end of the output shaft (104). The output shaft (104) rotates along an A-A axis. In the rigid axle configuration, the first housing member (101) mounts a first rigid coupling member (105a). The first rigid coupling member (105a) is a flange coupling. Similarly, the second housing member (102) mounts a second rigid coupling member (105b). The second rigid coupling member (105b) is a flange coupling. The first rigid coupling member (105a) receives a first axle (301a). The first axle (301a) rotates along a B-B axis. The first axle (301a) transmits the torque from the output shaft (104) to a first rotating member (302a) through the first rigid coupling member (105a). Similarly, the second rigid coupling member (105b) receives a second axle (301b). The second axle (301b) rotates along a C-C axis. The second axle (301b) transmits the torque from the output shaft (104) to a second rotating member (302b) through the second rigid coupling member (105b). The first rigid coupling member (105a) co-axially aligns the B-B axis with respect to the A-A axis. The second rigid coupling member (105b) co-axially aligns the C-C axis with respect to the A-A axis. The transmission assembly (100) is mounted in the rigid axle configuration by using the at least one third-mounting hole (107c). The at least one third-mounting hole (107c) is provided on at least one lower protrusion (102l) of the second housing member (102). The at least one third-mounting hole (107c) being configured to receive a lower mounting member thereby facilitating a mounting of the transmission assembly (100).
[0067] The plurality of flexible coupling members (106a, 106b) transmits the torque from one shaft to another without aligning them co-axially. Therefore, the flexibility offered by the flexible coupling members (106a, 106b) helps in achieving independent axle configuration. The plurality of flexible coupling members (106a, 106b) can accommodate varying degrees of misalignment and some parallel misalignment. The plurality of flexible coupling members (106a, 106b) can also be used for vibration damping or noise reduction. Thus, protecting the components (such as bearings) of the output shaft (104) and the plurality of axles (301a, 301b) from the harmful effects of misaligned shafts, vibration, shock loads, and thermal expansion. The plurality of flexible coupling members (106a, 106b) includes a plurality of constant velocity joints. However, the present invention can be worked with other types of flexible coupling members (106a, 106b). Other types of flexible coupling members (106a, 106b) include bushed pin-type coupling, universal coupling, oldham coupling, gear coupling, bellow coupling, jaw couplings, rzeppa joints and diaphragm couplings. The constant velocity joints can be a tripod joint or a bipod joint. The constant-velocity joint allows the plurality of axles (301a, 301b) to rotate freely, without an appreciable increase in friction or backlash, as the angle between the plurality of axles (301a, 301b) and the output shaft (104) changes.
[0068] In one embodiment of the disclosed invention, the transmission assembly (100) is used in an independent axle configuration in a vehicle. The vehicle can be a three-wheeled vehicle or a four wheeled vehicle or a multi axle vehicle. The transmission assembly (100) comprises a first housing member (101) and a second housing member (102). The first housing member (101) partly encloses at least one drive member (103) and an output shaft (104) from a first side of the vehicle. The first housing member (101) is provided with a first output shaft opening (101o). The first output shaft opening (101o) receive a first end of the output shaft (104). Similarly, the second housing member (102) partly encloses the at least one drive member (103) and the output shaft (104) from a second side of the vehicle. The second housing member (102) comprises a second output shaft opening (102o). The second output shaft opening (102o) concentrically aligns with the first output shaft opening (101o). The second output shaft opening (102o) receives a second end of the output shaft (104). The output shaft (104) rotates along an A-A axis. In the independent axle configuration, the first housing member (101) mounts and a first flexible coupling member (106a). The first flexible coupling member (106a) is a constant velocity joint. Similarly, the second housing member (102) mounts and a second flexible coupling member (106b). The second flexible coupling member (106b) is a constant velocity joint. The first flexible coupling member (106a) receives a first axle (301a). The first axle (301a) rotates along a B-B axis. The first axle (301a) transmits the torque from the output shaft (104) to a first rotating member (302a) through the first flexible coupling member (106a). Similarly, the second flexible coupling member (106b) receives a second axle (301b). The second axle (301b) rotates along a C-C axis. The second axle (301b) transmits the torque from the output shaft (104) to a second rotating member (302b) through the second flexible coupling member (106b). The first-flexible coupling member (106a) independently aligns the B-B axis with respect to the A-A axis. The second-flexible coupling member (106b) independently aligns the C-C axis with respect to the A-A axis. In order to facilitate a mounting of the transmission assembly (100) in the independent axle configuration, at least one first-mounting hole (107a) on at least one first-upper protrusion (101u) of the first housing member (101) and at least one second-mounting hole (107b) on at least one second-upper protrusion (102u) of the at least one second-upper protrusion (102u) are provided. The at least one second-mounting hole (107b) concentrically aligns with at least one first-mounting hole (107a) in order to receive an upper mounting member.
[0069] The Figure 9 illustrates a flow chart for a method (500) for assembling a transmission assembly (100) of a vehicle. In the first step (501), at least one drive member (103) and an output shaft (104) are partly enclosed by using a first housing member (101) from a first side of the vehicle. In the second step (502), the at least one drive member (103) and the output shaft (104) are partly enclosed by using a second housing member (102) from a second side of the vehicle. In the third step (503), the first housing member (101) and the second housing member (102) are alternatively mounted with a plurality of rigid coupling members (105a, 105b) and a plurality of flexible coupling members (106a,106b). The plurality of rigid coupling members (105a, 105b) transmits a torque from the output shaft (104) to a plurality of axles (301a, 301b) in a rigid axle configuration. A plurality of flexible coupling members (106a,106b) transmits the torque from the output shaft (104) to the plurality of axles (301a, 301b) in an independent axle configuration. The disclosed method (500) reduces the time and cost required in manufacturing of the transmission assembly (100). The disclosed method (500) eliminates the requirement of manufacturing separate first housing member (101) and the second housing member (102) for the rigid and the independent axle configurations. Further, the method (500) outlines a systematic assembly process, thereby facilitating manufacturing and reducing the chances of errors during assembly.
[0070] Accordingly, one of the key advantages of the disclosed transmission assembly (100) is its adaptability. The transmission assembly (100) can work with different types of axles and wheel arrangements. The transmission assembly (100) can be used in multiple vehicle models and variants without modifying the first housing member (101) and the second housing member (102). This versatility simplifies the production process, reduces costs, and allows manufacturers to offer a range of vehicles with varying axle configurations while using the same core transmission assembly (100).
[0071] Additionally, the present invention discloses a transmission assembly (100) that can be adapted to work with motors of different ratings just by adjusting the gear reductions and without changing the first housing member (101) and the second housing member (102). The gear reduction ratio in the proposed transmission assembly (100) can also be customized and varied based on the specific torque requirements of the vehicle. The ability to optimize the gear reduction ratio, based on the prime mover's capacity and vehicle load requirements, results in improved fuel efficiency and performance. The modularity, versatility and adaptability of the transmission assembly (100) disclosed in present invention, makes the manufacturing and production simple and reduces the cost associated with developing separate transmission assemblies for separate configurations or vehicle models with different configurations. The requirement to maintain separate inventories for different vehicle variants and axle configuration is also eliminated. Further, the transmission assembly (100) disclosed in present invention allows the original equipment manufacturers to offer a range of vehicle variants with varying axle configurations while using the same core gearbox assembly.
[0072] By using the same transmission assembly (100) for both independent axle and rigid axle configuration, the proposed solution eliminates the need for additional parts and tools specific to each axle arrangement. This streamlines the manufacturing process and reduces the overall complexity, part count and cost associated with producing different versions of the first housing member (101) and the second housing member (102) for difficult vehicle variants.
[0073] This approach proposes a more modular and versatile transmission assembly (100) design, suitable different vehicle models. Thus, reducing production complexity and enhancing overall efficiency and serviceability. Additionally, by accommodating both independent and rigid axle configuration, the transmission assembly (100) caters to a wider range of electric vehicle applications. The transmission assembly (100) is adaptable for various vehicle types and applications thereby making it versatile in the automotive industry.
[0074] The present invention achieves an optimum utilization of torque based upon the vehicle's load and power requirements by alternatively enabling the independent axle configuration and the rigid axle configuration. The first housing member (101) and the second housing member (102) enclose a differential assembly (400), thereby improving the performance in terms of differential speed between the first axle (301a) and the second axle (301b). The first housing member (101) and the second housing member (102) enclose the clutch member (110). The clutch member (110) allows a controlled disengagement of the output shaft (104) with the input shaft (201), which can be advantageous for various operating scenarios of the vehicle.
[0075] The present disclosed invention relates to a transmission assembly (100) for a vehicle and a method (500) for assembling the transmission assembly (100). However, the disclosed invention 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 content clearly indicates otherwise. Further, when introducing elements/components/etc. of the assembly/system 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.
[0076] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.
[0077] 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 the light of above disclosure.

LIST OF REFERENCE NUMERALS

100 Transmission assembly
101
101i
101o
101u
102
102o First housing member
Input shaft opening
First output shaft opening
At least one first-upper protrusion
Second housing member
Second output shaft opening
102u
102l
103 At least one second-upper protrusion
At least one lower protrusion
At least one drive member
104
105a
105b
106a
106b
107a
107b
107c
108a
108b
109
110
201
301a
301b
302a
302b
400
500
501
502
503 Output shaft
First rigid coupling member
Second rigid coupling member
First-flexible coupling member
Second flexible coupling member
At least one first-mounting hole
At least one second-mounting hole
At least one third-mounting hole
Plurality of first-fastening holes
Plurality of second-fastening holes
Plurality of fastening members
Clutch member
Input shaft
First axle
Second axle
First rotating member
Second rotating member
Differential assembly
Method for assembling a transmission assembly
First step
Second step
Third step

, Claims:We Claim:
1. A transmission assembly (100) for a vehicle, the transmission assembly (100) comprising:
a first housing member (101), the first housing member (101) being configured to partly enclose at least one drive member (103) and an output shaft (104) from a first side of the vehicle;
a second housing member (102), the second housing member (102) being configured to partly enclose the at least one drive member (103) and the output shaft (104) from a second side of the vehicle; and
the first housing member (101) and the second housing member (102) being adapted to alternatively mount a plurality of rigid coupling members (105a, 105b) and a plurality of flexible coupling members (106a,106b) to transmit a torque from the output shaft (104) to a plurality of axles (301a, 301b), the plurality of rigid coupling members (105a, 105b) being in a rigid axle configuration and the plurality of flexible coupling members (106a, 106b) being in an independent axle configuration.
2. The transmission assembly (100) for the vehicle as claimed in claim 1 wherein the at least one drive member (103) being configured to receive a torque from an input shaft (201) of a prime mover and the output shaft (104) being coupled to the at least one drive member (103) to receive the torque from the input shaft (201) through the at least one drive member (103), the output shaft (104) being configured to rotate along an A-A axis to transmit the torque to a plurality of rotating members (302a, 302b) through the plurality of axles (301a, 301b).
3. The transmission assembly (100) for the vehicle as claimed in claim 2 wherein,
the plurality of axles (301a, 30b) comprising a first axle (301a) and a second axle (301b), the first axle (301a) being configured to rotate along a B-B axis and the second axle (301b) being configured to rotate along a C-C axis;
the plurality of rigid coupling members (105a, 105b) comprises a first rigid coupling member (105a) and a second rigid coupling member (105b);
the plurality of flexible coupling members (106a, 106b) comprising a first flexible coupling member (106a) and a second flexible coupling member (106b); and
the first rigid coupling member (105a) and the first flexible coupling member (106a) being configured to be alternatively mounted on the first housing member (101), and the second rigid coupling member (105b) and the second flexible coupling member (106b) being configured to be alternatively mounted on the second housing member (102).
4. The transmission assembly (100) for the vehicle as claimed in claim 3 wherein, in the rigid axle configuration, the first axle (301a) being configured to transmit the torque from the output shaft (104) to a first rotating member (302a) through the first rigid coupling member (105a), and the second axle (301b) being configured to transmit the torque from the output shaft (104) to a second rotating member (302b) through the second rigid coupling member (105b).
5. The transmission assembly (100) for the vehicle as claimed in claim 3 wherein, in the independent axle configuration, the first axle (301a) being configured to transmit the torque from the output shaft (104) to a first rotating member (302a) through the first flexible coupling member (106a), and the second axle (301b) being configured to transmit the torque from the output shaft (104) to a second rotating member (302b) through the second flexible coupling member (106b).
6. The transmission assembly (100) for the vehicle as claimed in claim 3 wherein the first housing member (101) comprising:
an input shaft opening (101i), the input shaft opening (101i) being configured to receive an input shaft (201), and
a first output shaft opening (101o), the first output shaft opening (101o) being configured to receive a first end of the output shaft (104), the first end of the output shaft (104) being adapted to transfer the torque to the first axle (301a) alternatively through the first rigid coupling member (105a) and the first-flexible coupling member (106a); and
the second housing member (102) comprising:
a second output shaft opening (102o), the second output shaft opening (102o) being configured to be concentric with the first output shaft opening (101o), the second output shaft opening (102o) being configured to receive a second end of the output shaft (104), the second end of the output shaft (104) being adapted to transfer the torque to the second axle (301b) alternatively through the second rigid coupling member (105b) and the second-flexible coupling member (106b).
7. The transmission assembly (100) for the vehicle as claimed in claim 3 wherein, in the rigid axle configuration, the first rigid coupling member (105a) being configured to co-axially align the B-B axis with respect to the A-A axis and the second rigid coupling member (105b) being configured to co-axially align the C-C axis with respect to the A-A axis.
8. The transmission assembly (100) for the vehicle as claimed in claim 3 wherein, in the independent axle configuration, the first-flexible coupling member (106a) being configured to independently align the B-B axis with respect to the A-A axis and the second-flexible coupling member (106b) being configured to independently align the C-C axis with respect to the A-A axis.
9. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the plurality of rigid coupling members (105a, 105b) being a plurality of flange couplings.
10. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the plurality of flexible coupling members (106a, 106b) being a plurality of constant velocity joints.
11. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the first housing member (101) being provided with at least one first-upper protrusion (101u), the at least one first-upper protrusion (101u) being provided with at least one first-mounting hole (107a); and
the second housing member (102) being provided with at least one second-upper protrusion (102u), the at least one second-upper protrusion (102u) being provided with at least one second-mounting hole (107b), the at least one second-mounting hole (107b) being configured to be concentric with the at least one first-mounting hole (107a) in order to receive an upper mounting member thereby facilitating a mounting of the transmission assembly (100) in the independent axle configuration.
12. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the second housing member (102) being provided with at least one lower protrusion (102l), the at least one lower protrusion (102l) being provided with at least one third-mounting hole (107c), the at least one third-mounting hole (107c) being configured to receive a lower mounting member thereby facilitating a mounting of the transmission assembly (100) in the rigid axle configuration.
13. The transmission assembly (100) for the vehicle as claimed in claim 2, wherein the at least one drive member (103) being configured to achieve an optimized gear ratio, the optimized gear ratio being dependent upon a capacity of the prime mover and a load requirement of the vehicle.
14. The transmission assembly (100) for the vehicle as claimed in claim 3, wherein the first housing member (101) and the second housing member (102) being configured to enclose a differential assembly (400), the differential assembly (400) being configured to rotate the first axle (301a) at a first speed, the differential assembly (400) being configured to rotate the second axle (301b) at a second speed, the second speed being different from the first speed.
15. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the first housing member (101) being provided with a plurality of first-fastening holes (108a), the second housing member (102) being provided with a plurality of second-fastening holes (108b), the plurality of second-fastening holes (108b) being configured to be concentric with the plurality of first-fastening holes (108a) in order to receive a plurality of fastening members (109), the plurality of fastening members (109) being configured to fasten the first housing member (101) with the second housing member (102).
16. The transmission assembly (100) for the vehicle as claimed in claim 1, wherein the first housing member (101) and the second housing member (102) being configured to enclose a clutch member (110), the clutch member (110) being configured to allow a disengagement of the output shaft (104) with the input shaft (201) upon receiving an input from a driver of the vehicle.

17. A method (500) for assembling a transmission assembly (100) for a vehicle, the method (500) comprising a plurality of steps of:
as a first step (501), partly enclosing at least one drive member (103) and an output shaft (104) from a first side of the vehicle using a first housing member (101);
as a second step (502), partly enclosing the at least one drive member (103) and the output shaft (104) from a second side of the vehicle using a second housing member (102); and
as a third step (503), mounting the first housing member (101) and the second housing member (102) alternatively with
a plurality of rigid coupling members (105a, 105b) for transmission of a torque from the output shaft (104) to a plurality of axles (301a, 301b) in a rigid axle configuration, and
a plurality of flexible coupling members (106a,106b) for transmission of the torque from the output shaft (104) to the plurality of axles (301a, 301b) in an independent axle configuration.

Dated this 11th day of October, 2023

(Digitally Signed)
Sudarshan Singh Shekhawat
IN/PA-1611
Agent for the Applicant