Description:FIELD
The present disclosure relates to the field of powertrain of a vehicle, and more particularly, relates to a powertrain for the enhancement of the reverse speed of a vehicle.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
In a vehicle power transmission system, the powertrain is complex assembly of a plurality of gears, configured to be mounted on an input shaft and an output shaft. The input shaft is configured to be in communication with a prime mover to receive the input torque. Meanwhile, the output shaft is interlinked with the input shaft by means of plurality of gears. This plurality of gears consists of basically two main gears: a set of driving gears and a set of constant mesh-driven gears. Some of these driving gears and certain constant mesh-driven gears are mounted on either the input shaft or the output shaft.
In addition, the powertrain includes a reverse gear, which is mounted on an intermediate shaft and is interlocked with one of the driving gears and one of the driven gears. The primary function of this reverse gear is to facilitate the backward or reverse motion of the vehicle, causing at least one of the wheels to operate in a reverse direction.
However, the conventional configuration of this reverse gear arrangement of the powertrain possesses a relatively high gear ratio, which, in turn, leads to a decrease in the rotational speed of the vehicle's wheels when reversing. Consequently, this reduction in speed during reversing significantly extends the time it takes for the vehicle, especially in the case of tractors, to complete its reversing maneuver.
Further, with the same conventional arrangement of the gears, attempting to achieve the desired speed by modifying the number of teeth on either of the driving or driven gear significantly increases the likelihood of gear interference with the shifting fork, potentially resulting in gear fouling or the gear movement may get lock thereby impeding the seamless shifting of gear. Therefore, there is a requirement for a powertrain for the vehicle that alleviates the aforementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a powertrain for a vehicle.
Another object of the present disclosure is to provide a powertrain for a vehicle that provides an enhancement in the output speed of the wheel while reversing.
Still another object of the present disclosure is to provide a powertrain for a vehicle that reduces the time of reversing.
Yet another object of the present disclosure is to provide a powertrain for a vehicle which reduces complex assemblies of gears for reversing.
Still another object of the present disclosure is to provide an arrangement of gears for reversing a vehicle that does not alter the dimension of the gear box.
Still another object of the present disclosure is to provide an arrangement of gears for reversing a vehicle which does not alter the centre distance between the output shaft and the input shaft.
Yet another object of the present disclosure is to provide a powertrain for a vehicle which facilitates smooth shifting of gears.
Still another object of the present disclosure is to provide a powertrain for a vehicle which avoids the possibility of gear fouling.
Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a powertrain for a vehicle. The powertrain is configured to be driven by at least one prime mover. The powertrain is further configured to transmit torque to at least one wheel to facilitate enhancement in the speed of rotation of the wheel in a reverse gear configuration of the powertrain. The powertrain comprises an input shaft configured to be in communication with the prime mover to receive input torque; an output shaft is configured to communicate with at least one wheel of the vehicle to transmit output torque; First gear pair, each of the first gear pair comprises a first input gear and a first output gear, the first input gear is configured to be mounted on the input shaft and meshing with the first output gear, which is mounted on the output shaft; at least one constant gear pair, each of the constant gear pair comprises a first constant gear and a second constant gear pair, the first constant gear is configured to be mounted on the output shaft and meshing with the second constant gear, which is configured to be mounted on the input shaft; a reverse gear pair, each of the reverse gear pair comprises a driving gear and a driven gear, configured to be mounted on the input shaft and the output shaft respectively; an intermediate shaft aligned parallelly to the input shaft and the output shaft. At least one set of cluster gear is configured to be mounted on the intermediate shaft and is further configured to drive the wheel in reverse direction in an operative configuration of the powertrain.
The set of cluster gear is characterized by a primary gear and a secondary gear of different sizes, and is configured to mesh with the driving gear and the driven gear respectively to define at least one reverse gear configuration. The set of cluster gear is further configured to facilitate enhancement in the speed of rotation of the wheel in a reverse gear configuration of the powertrain.
In an embodiment, the input shaft and the output shaft are configured with splines.
In an embodiment, the first gear pair generates a gear ratio of 2.5-3.0.
In an embodiment, the constant mesh gear pairs generate a gear ratio of 2.5-3.0.
In an embodiment, the set of reverse gear pairs generate a gear ratio of 0.6-1.0.
In an embodiment, the primary gear has teeth 17 and the secondary gear has teeth 21.
In an embodiment, the center distance between the input shaft and the intermediate shaft is 55.5mm, center distance between the output shaft and the intermediate shaft is 74mm, and the center distance between the input shaft and the output shaft is 77mm.
In an embodiment, the desired gear ratio of the powertrain is in the range of 7.0- 8.0.
In an embodiment, the set of reverse gear pairs generate a reverse speed in the range of 3.00KMPH to 9.50KMPH.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A powertrain for a vehicle, of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1a illustrates a perspective isometric view of a conventional powertrain of the vehicle (prior art);
Figure 1b illustrates a perspective isometric view of the engagement of the output drive shaft with the conventional powertrain of the vehicle (prior art) to transmit an output torque to one of the driving wheels;
Figure 2a illustrates a perspective isometric view of a powertrain of the vehicle in accordance with the present disclosure;
Figure 2b illustrates a perspective isometric view of the engagement of the output drive shaft with the powertrain of the vehicle to transmit an output torque to one of the driving wheels in accordance with the present disclosure;
Figure 3a illustrates a schematic view of the arrangement of a plurality of gears of the conventional powertrain of the vehicle (prior art);
Figure 3b illustrates a schematic view of the arrangement of a plurality of gears of the powertrain of the vehicle in accordance with the present disclosure;
Figure 4a shows the conventional gearbox layout (prior art); and
Figure 4b shows the present gearbox layout in accordance with the present disclosure.
LIST OF REFERENCE NUMERALS
100’ conventional powertrain of the vehicle
100 powertrain of the present vehicle
10’ Input shaft of the conventional powertrain
10 Input shaft of the present powertrain
12’ output shaft of the conventional powertrain
12 output shaft of the present powertrain
14a’ first input gear of the conventional powertrain
14a first input gear of the present powertrain
14b’ first output gear of the conventional powertrain
14b first output gear of the present powertrain
15a’, 15b’ second gear pair of the conventional powertrain
15a, 15b second gear pair of the present powertrain
17a’, 17b’ third gear pair of the conventional powertrain
17a, 17b third gear pair of the present powertrain
16a’ first constant gear of the conventional powertrain
16a first constant gear of the present powertrain
16b’ constant gear of the conventional powertrain
16b constant gear of the present powertrain
18a’ driving gear of the conventional powertrain
18a driving gear of the present powertrain
18b’ driven gear of the conventional powertrain
18b driven gear of the present powertrain
20’ intermediate shaft of the conventional powertrain
20 intermediate shaft of the present powertrain
22a primary gear of the present powertrain
22b’ secondary gear of the conventional powertrain
22b secondary gear of the present powertrain
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an”, and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including”, and “having”, are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being “mounted on”, “engaged to”, “connected to”, or “coupled to” another element, it may be directly on, engaged, connected, or coupled to the other element. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region or section from another component, region, or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner”, “outer”, “beneath”, “below”, “lower”, “above”, “upper”, and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Typically, the powertrain of the vehicle includes a reverse gear, which is mounted on an intermediate shaft and is interlocked with one of the driving gears and one of the driven gears. The primary function of this reverse gear is to facilitate the backward motion of the vehicle, causing at least one of the wheels to operate in a reverse direction.
However, the conventional configuration of this reverse gear arrangement of the powertrain possesses a relatively high gear ratio, which, in turn, leads to a decrease in the rotational speed of the vehicle's wheels when reversing. Consequently, this reduction in speed during reversing significantly extends the time it takes for the vehicle, especially in the case of tractors, to complete its reversing maneuver.
Figure 1a illustrates a perspective isometric view of a conventional powertrain of the vehicle (prior art) (hereinafter referred to as “powertrain 100’). The conventional powertrain 100’ comprises an input shaft 10’ configured to be in communication with the prime mover to receive input torque. An output shaft 12’ is configured to communicate with at least one wheel of the vehicle to transmit output torque. A first gear pair 14a’, 14b’, each of the first gear pair 14a’, 14b’ includes first input gear 14a’ configured to be mounted on the input shaft 10’ and meshing with the first output gear 14b’. The first output gear 14b’ configured to be mounted on the output shaft 12’. At least one constant gear pair 16a’, 16b’, each of the constant gear pair 16a’, 16b’ includes first constant gear 16a’ configured to be mounted on the output shaft 12’ and meshing with second constant gear 16b’. The second constant gear 16b’ is configured to be mounted on the input shaft 10’. A reverse gear pair 18a’, 18b’, each of the reverse gear pair 18a’, 18b’ comprising a driving gear 18a’ and a driven gear 18b’, configured to be mounted on the input shaft 10’ and the output shaft 12’ respectively. An intermediate shaft 20’, aligned parallelly to the input shaft 10’ and the output shaft 12’. A secondary gear 22b’ of the conventional powertrain 100’ is configured to be mounted on the intermediate shaft 20’. The secondary gear 22b’ is configured to mesh with the driving gear 18a’ and the driven gear 18b’ respectively.
Figure 1b illustrates a perspective isometric view of the engagement of the output drive shaft with the conventional powertrain 100’ of the vehicle (prior art) to transmit an output torque to one of the driving wheels. The conventional powertrain 100’ comprises a second gear pair 15a’, 15b’, and a third gear pair 17a’, 17b’. The second gear pair 15a’, 15b’, and the third gear pair 17a’, 17b’ are mounted to either the input shaft 10’ or the output shaft 12’. The output shaft 12’ is interlinked with the input shaft 10’ by means of the plurality of the gears, spiral bevel gear 23’, and a bull gear pair 24’. The primary function of the secondary gear 22b’ is to facilitate the backward motion of the vehicle, causing at least one of the wheels to operate in a reverse direction. The output shaft 12’ is configured to communicate with at least one wheel of the vehicle to transmit output torque.
In the conventional powertrain of the 100', the speed achieved when applying the reverse gear is 1.90 KMPH.
In order to address the aforementioned problems, the present disclosure envisages a powertrain for a vehicle (hereinafter referred to as “powertrain 100”). Figure 2a shows a schematic representation of a powertrain 100 for a vehicle. The powertrain 100 is configured to be driven by at least one prime mover. The powertrain is further configured to transmit torque to at least one wheel to facilitate enhancement in the speed of rotation of the wheel in a reverse gear configuration of the powertrain 100. The powertrain 100 comprises an input shaft 10, and an output shaft, the input shaft is configured to be in communication with the prime mover to receive input torque and the output shaft 12 is configured to communicate with at least one wheel of the vehicle to transmit output torque.
In an aspect, the input shaft 10 and the output shaft 12 are configured with splines.
The powertrain further comprises first gear pair 14a, 14b, at least one constant gear pair 16a, 16b, a reverse gear pair 18a, 18b, an intermediate shaft 20, and at least one set of cluster gears 22a, 22b. The first gear pair 14a, 14b includes first input gear 14a and first output gear 14b. The first input gear 14a is configured to be mounted on the input shaft 10 and the first output gear 14b is configured to be mounted on the output shaft 12. In an operative configuration, the first input gear 14a meshes with the first output gear 14b and thus the input shaft transmits a desired torque to the first output gear via the first input gear.
In an embodiment, the first gear pair 14a, 14b generates a gear ratio in the range of 2.5-3.0.
Further, the constant gear pair 16a, 16b includes first constant gear 16a and second constant gear 16b. The first constant gear 16a is configured to be mounted on the output shaft 12, whereas the second constant gear 16b is configured to be mounted on the input shaft 10. In an operative configuration, the first constant gear16a meshes with the second constant gear 16b and thus, it transmits motion or the desired torque to the second constant gear via the first constant gear.
In an embodiment, the constant gear pair 16a, 16b generates a gear ratio in the range of 2.5-3.0.
Further, the reverse gear pair 18a, 18b includes a driving gear 18a and a driven gear 18b. The driving gear 18a is configured to be mounted on the input shaft 10 and the driven gear 18b on the output shaft 12, respectively. The driving gear is configured to be in engaged configuration with the driven gear by means of the set of cluster gear pair provided on the intermediate shaft. The intermediate shaft 20 is aligned parallelly to the input shaft 10 and the output shaft 12. The set of cluster gear 22a, 22b is further configured to drive the wheel in a reverse direction in an operative reverse gear configuration of the powertrain 100. The set of cluster gear pair includes a primary gear and a secondary gear, i.e. a compound gear mounted on the intermediate shaft.
In an embodiment, each of the cluster gear 22a, 22b includes the primary gear 22a and the secondary gear 22b of different size.
Further, the primary gear 22a is configured to mesh with the driving gear 18a and the secondary gear is configured to mesh with the driven gear18b to define at least one reverse gear configuration. The teeth on the primary gear 22a, the driving gear 18a, the secondary gear and the driven gear18b are selected in such a way that the reverse gear configuration thus reduces the gear ratio and facilitates the enhancement in the speed of rotation of the wheel in the reverse gear configuration of the powertrain 100.
In an embodiment, the center distance between the input shaft and the intermediate shaft is 55.5mm and the center distance between the output shaft and the intermediate shaft is 74mm, and the center distance between the input shaft and the output shaft is 77mm.
Figure 2b illustrates a perspective isometric view of the engagement of the output drive shaft with the powertrain of the vehicle to transmit an output torque to one of the driving wheels. The powertrain 100 further includes a second gear pair 15a, 15b, and a third gear pair 17a, 17b configured to be mounted on either the input shaft 10 or the output shaft 12. The output shaft 12 is interlinked with the input shaft 10 by means of the plurality of the gears, spiral bevel gear 23, and a bull gear pair 24 to get different speed based on the gear or/ and clutch engagement. The primary function of the primary gear 22a and the secondary gear 22b is to facilitate the backward motion of the vehicle, causing at least one of the wheels to operate in a reverse direction in one of the reverse gear configurations of the powertrain.
EXAMPLE
In an exemplary embodiment, the gear ratio of the conventional powertrain and the gear ratio of the present powertrain are being compared. Figure 3a illustrates a schematic view of the arrangement of a plurality of gears of the conventional powertrain of the vehicle (prior art). The gear ratio of the conventional powertrain is provided below.
• Gear ratio of the conventional powertrain:
Equation:
Gear Ratio (R1) = [(T2/T1) x (T4/T3)x (T6/T5) ) x(T7/T6)]
Where, T1- first input gear (14a’), T2- first output gear (14b’), T3- first constant gear (16a’), T4- Second constant gear (16b’), T5- driving gear (18b’), T6- driven gear (18a’), T7- secondary gear of the conventional powertrain (22b’)
Example:
Gear Ratio (R1 )= [(41/15) x (41/15)] x [(19/20) x (34/19)]
= 12.7
Figure 3b illustrates a schematic view of the arrangement of a plurality of gears of the powertrain of the vehicle in accordance with the present disclosure. The gear ratio of the present powertrain is provided below.
• Gear ratio of the present powertrain:
Equation:
Gear Ratio (R2) = [(T2/T1) x (T4/T3) x (T6/T5) x(T8/T7)]
Where, T1- first input gear, T2- first output gear, T3- first constant gear, T4- Second constant gear, T5- driving gear, T6- driven gear, T7- secondary gear, T8- Primary gear
Example:
Gear Ratio (R2) = [(41/15) x (41/15)] x [(17/28) x (34/21)]
= 7.3
In an embodiment, in figures 3a and 3b, A is Drive shaft, B is counter shaft, C is Crown Wheel reduction, D is Final Reduction, E is PTO Shaft, and F is Reverse Idler Shaft.
From the above provided gear ratio, it has been observed that the conventional powertrain provides the gear ratio of 12.7, whereas the powertrain of the present disclosure provides the gear ratio of 7.3. The first gear pair 14a, 14b generates a gear ratio of 2.5-3.0. Therefore, from the above, it is clear that the present invention reduces the conventional power train gear ratio from 12.7 to the gear ratio 7.3, that enables enhancement in higher speed approximately 73% in the reverse gear configuration.
Among many key advantages of the proposed powertrain for the vehicle, the powertrain can achieve a minimum speed of 3.28 KMPH by applying the reverse gear and a maximum speed of 9.30 KMPH by applying the reverse gear, as illustrated in Table 1.
Table 1: Speed comparison of the conventional powertrain and the proposed powertrain for a vehicle.
Gear Conventional
Speed KMPH (Rated) Present Speed KMPH (Rated) Speed Increase in %
L1 1.98 1.98 0%
L2 3.80 3.80 0%
L3 5.64 5.64 0%
L4
H1 8.82 8.82 0%
H2 16.81 16.81 0%
H3 24.98 24.98 0%
H4
R1/LR 1.90 3.28 73%
R2/HR 3.62 6.26 73%
R3 5.38 9.30 73%

From above Table 1, it is observed that the set of reverse gear pairs 18a, 18b of the proposed powertrain for a vehicle generates a reverse speed in the range of 3.00KMPH to 9.50KMPH as compared to conventional vehicle power transmission system.
Table 2: Conventional Speed Chart
SPEEDS Road Speed (kmph)

L1 1.99
L2 3.80
L3 5.64

H1 8.82
H2 16.81
H3 24.98

R1 1.90
R2 3.62
R3 5.38
From above Table 2, it is observed that in the conventional powertrain when first reverse gear is applied, the reversed speed achieved is 1.90
Table 3: Present powertrain Speed Chart
SPEEDS Road Speed (kmph)

L1 1.99
L2 3.80
L3 5.64

H1 8.82
H2 16.81
H3 24.98

R1 3.23
R2 6.15
R3 9.14

From above Table 3, it is observed that in the present powertrain, when first reverse gear (R1) is applied the gear ratio because of this the increased reverse speed is achieved 3.28KMPH which is high as compared to the conventional powertrain 1.9KMPH.
Figure 4a shows the conventional gearbox layout (prior art). It is observed that in the existing layout of the conventional gear box, the centre distance between the input shaft and the output shaft is 77mm.
Now as Figure 4b shows the present gearbox layout in accordance with the present disclosure. It is evident that with the addition of compound gears into present powertrain, the centre distance between the input shaft and the output shaft remains unchanged i.e., at 77mm, therefore the same conventional gearbox can be used without changing the size or dimension of the gearbox.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of the powertrain for a vehicle, that:
• provides enhancement in the output speed of the wheel while reversing;
• provides a powertrain for the vehicle that reduces the time of reversing;
• reduces complex assemblies of gears for reversing;
• does not alter the dimension of the gear box;
• does not alter the centre distance between the output shaft and the input shaft;
• improves the overall maneuverability of the vehicle during reverse operations;
• facilitates smooth shifting of gears;
• avoids the possibility of gear fouling;
• enhances the user experience by making reversing easier, more efficient, and less time-consuming; and
• enhances the speed of rotation during reversing without compromising other aspects of the powertrain operation.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers, or steps, but not the exclusion of any other element, integer or step, or group of elements, Integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles, or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. , Claims:WE CLAIM:
1. A powertrain (100) for a vehicle, said powertrain (100) configured to be driven by at least one prime mover and to transmit torque to at least one wheel to facilitate enhancement in the speed of rotation of a wheel in a reverse gear configuration of said powertrain (100), said powertrain (100) comprising:
• an input shaft (10) configured to be in communication with the prime mover to receive input torque;
• an output shaft (12) configured to be in communication with at least one wheel of the vehicle to transmit output torque;
• a first gear pair (14a, 14b), said first gear pair (14a, 14b) comprising first input gear (14a) configured to be mounted on said input shaft (10) and meshing with first output gear (14b), configured to be mounted on said output shaft (12);
• at least one constant gear pair (16a, 16b), said constant gear pair (16a, 16b) comprising first constant gear (16a) configured to be mounted on said output shaft (12) and meshing with second constant gear (16b), configured to be mounted on said input shaft (10); and
• a reverse gear pair (18a, 18b), said reverse gear pair (18a, 18b) comprising a driving gear (18a) and a driven gear (18b), configured to be mounted on said input shaft (10) and said output shaft (12) respectively,
• an intermediate shaft (20), aligned parallelly to said input shaft (10) and said output shaft (12); and
• at least one set of cluster gear (22a, 22b) configured to be mounted on said intermediate shaft (20) and configured to drive the wheel in a reverse direction in an operative configuration of said powertrain (100),
wherein said set of cluster gear (22a, 22b) is characterized by a primary gear (22a) and a secondary gear (22b) of different sizes, and configured to mesh with said driving gear (18a) and said driven gear (18b) respectively to define at least one reverse gear configuration and configured to facilitate enhancement in the speed of rotation of the wheel of the vehicle in a reverse gear configuration of said powertrain (100).
2. The powertrain (100) as claimed in claim 1, wherein said input shaft (10) and said output shaft (12) are configured with splines.
3. The powertrain (100) as claimed in claim 1, wherein said first gear pair (14a, 14b) generates a gear ratio in the range of 2.5-3.0.
4. The powertrain (100) as claimed in claim 1, wherein said constant gear pair (16a, 16b) generates a gear ratio in the range of 2.5-3.0.
5. The powertrain (100) as claimed in claim 1, wherein said set of reverse gear pair (18a, 18b) generates a gear ratio in the range of 0.6-1.0.
6. The powertrain (100) as claimed in claim 1, wherein said primary gear (22a) has teeth 17 and said secondary gear (22b) has teeth 21.
7. The powertrain (100) as claimed in claim 1, wherein the center distance between the input shaft and the intermediate shaft is 55.5mm center, distance between the output shaft and the intermediate shaft is 74mm, and the center distance between the input shaft and the output shaft is 77mm.
8. The powertrain (100) as claimed in claim 1, wherein said desired gear ratio of said powertrain (100) is in the range of 7.0- 8.0.
9. The powertrain (100) as claimed in claim 1, wherein said set of reverse gear pairs (18a, 18b) generate a reverse speed in the range of 3.00KMPH to 9.50KMPH.
Dated this 03rd day of November, 2023

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT CHENNAI