1
FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “VEHICLE POWERTRAINS WITH AUXILIARY GEARBOXES”
Name and Address of the Applicant:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.
2
TECHNICAL FIELD 5
[0001]
Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a powertrain of a vehicle. Further, embodiments of the present disclosure relates to a method for regulating operation of the powertrain of the vehicle.
10
BACKGROUND OF THE DISCLOSURE
[0002]
Conventionally, vehicles, such as, but not limiting to, passenger vehicles, light motor vehicles, heavy motor vehicles, sports utility vehicles, and multi utility vehicles are equipped with powertrains. Powertrains usually includes a gearbox which may be operated through a gearshift lever or shift by wire technology to 15 regulate torque based on demand. Vehicles with powertrains are also configured with an internal combustion engine, an electric motor and combination of internal combustion engine and electric motors that can generate pre-configured torque requirements for the vehicle. For example, a heavy commercial vehicle may be designed with a power unit that provides high torque and meets power requirements 20 of the vehicle.
[0003]
Torque and power demands of a vehicle designed with pre-configured driving units often vary based on factors including, but not limited to, terrain, load on vehicle, and the like. For example, when a vehicle, such as a ready-mix concrete 25 vehicle, is driven on a flat surface with no gradient, the torque requirement may drop, while the same may rise when the vehicle is driven on a gradient. Such vehicles do not utilize the maximum torque of the vehicle throughout range of operation. For instance, since such vehicles are fabricated with pre-configured engines/driving units, using a high-capacity power unit for a vehicle where the 30 utilization of the power unit is marginal, expense of the high-capacity power units make the vehicles expensive to manufacture.
[0004]
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional mechanisms. 35
3
[0005]
The drawbacks/difficulties/disadvantages/limitations of the conventional 5 techniques explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above. 10
SUMMARY OF THE DISCLOSURE
[0006]
One or more shortcomings of the prior art are overcome by a vehicle and a method as claimed. Additional advantages are provided through the method and the 15 vehicle as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
20
[0007]
In one non-limiting embodiment of the present disclosure a vehicle is disclosed. The vehicle comprises at least one power unit, a first gearbox operatively coupled to the at least one power unit and configured to receive torque from the at least one power unit. The vehicle includes a second gearbox operatively coupled to the first gearbox and to drive wheels of the vehicle. the second gearbox being 25 configured to alter torque received from the first gearbox. The vehicle includes at least one actuator coupled to the second gearbox, wherein the at least one actuator is configured to vary gear ratio of the second gearbox automatically. The vehicle comprises a control unit communicatively coupled to the at least one actuator. The control unit is configured to receive at least one of a first signal corresponding to 30 the vehicle speed and a second signal corresponding to a load condition of the at least one power unit, and actuate the at least one actuator based on at least one of the vehicle speed and the load condition of the at least one power unit to vary the gear ratio of the second gearbox automatically.
35
4
[0008]
In another non-limiting embodiment of the present disclosure, a method for 5 regulating operation of a powertrain in a vehicle is disclosed. The method includes the steps of receiving, by a control unit, at least one of a first signal corresponding to vehicle speed and a second signal corresponding to a load condition of the at least one power unit. The control unit transmits an actuation signal to actuate at least one actuator coupled to a second gearbox based on at least one of the vehicle speed and 10 load condition of the at least one power unit to vary gear ratio of the second gearbox automatically, wherein the second gearbox is coupled to an output shaft of a first gearbox and to drive wheels of the vehicles.
[0009]
The foregoing summary is illustrative only and is not intended to be in any 15 way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS 20
[0010]
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in 25 conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
[0011]
Figure 1a is a top view of a vehicle chassis in accordance with an 30 embodiment of the present disclosure.
[0012]
Figure 1b is a perspective view of a powertrain of the vehicle of Figure 1, in accordance with an embodiment of the present disclosure.
35
[0013]
Figure 2a is a perspective view of a second gearbox of the vehicle, in accordance with an embodiment of the present disclosure.
5
5
[0014]
Figure 2b is a front view of the second gearbox of Figure 3a, in accordance with an embodiment of the present disclosure.
[0015]
Figure 2c is an exploded front view of the second gearbox, in accordance with an embodiment of the present disclosure. 10
[0016]
Figure 2d is an exploded perspective view of the second gearbox, in accordance with an embodiment of the present disclosure.
[0017]
Figure 3 is a block diagram of a powertrain of the vehicle, in accordance 15 with an embodiment of the present disclosure.
[0018]
Figure 4 is a flow diagram depicting a method for regulating operation of a powertrain in a vehicle, in accordance with an embodiment of the present disclosure. 20
[0019]
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein. 25
DETAILED DESCRIPTION
[0020]
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown 30 by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
35
[0021]
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, assembly, mechanism, system, method that comprises a list of components does not
6
include only those components but may include other components not expressly
5 listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.
10
[0022]
Embodiments of the present disclosure discloses a vehicle. The vehicle comprises at least one power unit, a first gearbox [primary gearbox] operatively coupled to the at least one power unit and configured to receive torque. The vehicle includes a secondary or second gearbox operatively coupled to the first gearbox and to drive wheels of the vehicle, the second gearbox is configured to alter torque 15 received from the first gearbox. The vehicle includes at least one actuator coupled to the second gearbox, wherein the at least one actuator is configured to vary gear ratio of the second gearbox automatically. The vehicle comprises a control unit communicatively coupled to the at least one actuator. The control unit is configured to receive at least one of a first signal corresponding to the vehicle speed and a 20 second signal corresponding to a load condition of the at least one power unit, and actuate the at least one actuator based on at least one of the vehicle speed and load condition of the at least one power unit (1) to vary the gear ratio of the second gearbox automatically. With such configuration, the vehicle may operate at high torque demands with a smaller capacity engine using a secondary gearbox and 25 thereby reduce or eliminate expense and need for a high-capacity power unit and may reduce overall cost of the vehicle.
[0023]
The disclosure is described in the following paragraphs with reference to Figures 1a to 4. In the figures, the same element or elements which have same 30 functions are indicated by the same reference signs. One skilled in the art would appreciate that the method as disclosed in the present disclosure may be used in any vehicle including but not liming to heavy and light commercial vehicles, load carrying vehicles, passenger vehicles, and the like. The system and the method of the present disclosure may also be implemented in vehicles having manual 35
7
transmission or automatic transmission, for suitably maneuvering the vehicle
5 without deviating from the principles of the present disclosure.
[0024]
Referring now to Figures 1a and 1b, which illustrate an exemplary embodiment of the present disclosure depicting a vehicle (100). The vehicle (100) may include but not limited to, a commercial vehicle (100). In other embodiments, 10 the vehicle (100) may be a passenger vehicle. For the sake of explanation, the vehicle (100) is depicted as a heavy commercial vehicle (100), such as a truck (e.g., ready mix concrete truck). The vehicle (100) includes at least one power unit (1) disposed on a portion of a chassis (7) of the vehicle (100). In an embodiment, the power unit (1) may include one of an engine, an electric motor and combination of 15 both engine and electric motor. For the sake of illustration, the power unit (1) is depicted as an internal combustion engine as can be seen in Figure 1 and the same shall not be construed as a limitation.
[0025]
The power unit (1) is configured to generate power and transmit torque to a 20 plurality of wheels (8) to drive the vehicle (100). The vehicle (100) includes a first gearbox (2) [primary gearbox] operatively coupled to the power unit (1) to receive torque from the power unit (1). In an embodiment, the first gearbox (2) is coupled to an output shaft of the power unit (1). The vehicle (100) includes a second gearbox (3) operatively coupled to the first gearbox (2) and to drive wheels (8) of the vehicle 25 (100). The second gearbox (3) [secondary gearbox] is coupled to a differential (10) of the vehicle (100) and the first gearbox (2) as can be clearly seen in Figure 1b. The second gearbox (3) is configured to alter the torque received from the first gearbox (2). Accordingly, the first gearbox (2) and the second gearbox (3) are connected in tandem to each other. In an embodiment, each of the first gearbox (2) 30 and the second gearbox (3) includes at least two pairs of gears to alter the torque in at least two ratios at each gearbox based on the vehicle (100) requirements.
[0026]
Referring now to Figures 2a and 2b, the vehicle (100) includes at least one actuator (4) coupled to the second gearbox (3). The actuator (4) is coupled to the 35 second gearbox (3) at one end and is configured to vary gear ratio of the second
8
gearbox (3)
automatically. The actuator (4) may extend along an axis perpendicular 5 to a casing of the second gearbox (3), as can be seen in Figures 2a and 2b. The actuator (4) is defined with a housing (9) having a plurality of ports, such as a first port (91), a second port (92) and a third port (93), as can be seen in Figure 2a. The at least one actuator (4) includes a solenoid valve corresponding to the plurality of ports to regulate operation of the actuator (4) by selectively allowing a fluid to at 10 least one of the plurality of ports. In an embodiment, the at least one actuator (4) includes a plurality of solenoid valves operatively coupled to the plurality of ports by one or more conduits to regulate flow of fluid for selectively actuating the actuator (4).
15
[0027]
Referring now to Figures 2c and 2d, the actuator (4) includes a piston rod (41) operatively coupled to the plurality of solenoid valves. In an embodiment, the piston rod (41) is disposed proximal to input section of the second gearbox (3) defined with a first flange (32) that is coupled to the first gearbox (2) to receive torque from the first gearbox (2). In the illustrative embodiment, the piston rod (41) 20 extends along the axis of the second gearbox (3) parallel to the input shaft (30) of the second gearbox (3) as can be seen in Figure 2c. The input shaft (30) of the second gearbox (3) is defined with the first flange (32) operatively coupled to the output section of the first gearbox (2) as can be seen in Figure 1b. the second gearbox (3) includes a first output flange (33) and a second output flange (34) 25 disposed on an output shaft [not shown in figures] in a spaced apart configuration where the second output flange (34) is connectable to the differential (10). Further, the actuator (4) includes a lever (42) connected to the piston rod (41) on a top end (42a) and connected to a shifter fork (31) of the second gearbox (3) at a bottom end (42b). In an embodiment, the piston rod (41) is defined with at least one provision 30 (410) configured to couple the piston rod (41) with the lever (42) as can be clearly seen in Figure 2c. The provision (410) may include, but not limited to, a groove, a slot, a coupling and the like. In the illustrative embodiment, the piston rod (41) is defined with a slot at the end to receive a portion of the lever (42) as can be clearly seen in Figure 2c. 35
9
5
[0028]
Further, the lever (42) is pivotally disposed on a portion of the second gearbox (3) to selectively pivot based on actuation of the piston rod (41) by the plurality of solenoid valves. The second gearbox (3) comprises a pin (44) received in the second gearbox (3) to restrict linear displacement of the lever (42) relative to the piston rod (41) and the second gearbox (3). The pin (44) is configured to allow 10 pivotal displacement of the lever (42) about the pin (44) based on displacement of the piston rod (41). For example, upon receiving fluid from the first port (91), the piston rod (41) may be displaced to a first position corresponding to a first gear ratio and upon receiving fluid from the second port (92), the piston rod (41) may be displaced to a second position corresponding to a second gear ratio from an initial 15 position corresponding to a neutral position. The number of positions and the number of gear ratios may be varied based on design requirements of the second gearbox (3) and torque requirements of the vehicle (100) and the same shall not be construed a limitation. In an embodiment, the second gearbox (3) includes a biasing member (43) including, but not limited to, a spring configured to bias the lever (42) 20 relative to the pin (44) for pivotal displacement between the first position and the initial position and the second position and the initial position based on requirement.
[0029]
The second gearbox (3) includes a plurality of gears such as a first gear (35), a second gear (36), a third gear (37), a fourth gear (38) and a fifth gear (39). The 25 first gear (35) and the fourth gear (38) are mounted on the input shaft (30), while the second gear (36) and the third gear (37) are mounted on a countershaft [not shown explicitly in figures], and the fifth gear (39) is mounted on an output shaft [not shown explicitly in figures] of the second gearbox (3). In an embodiment, the pivotal displacement of the lever (42) about the pin (44) in an anti-clockwise 30 direction may displace the shifter fork (31) to drive the first gear (35), the second gear (36), the third gear (37) and the fifth gear (39) to drive the first output flange (33) and the second output flange (34), where the second gearbox (3) may operate at the first gear ratio of 1:1.6. Upon receiving fluid from the second port (92), the piston rod (41) may be displaced to the first position, to pivot, the lever (42) in the 35 anti-clockwise direction, while the top end (42a) of the lever (42) engages the first
10
gear (35)
and the bottom end (42b) displaces the shifter fork (31) to engage the fifth 5 gear (39). Upon receiving fluid from the first port (91), the piston rod (41) may be displaced to the second position, to pivot the lever (42) about the pin (44) in a-clockwise direction, where the top end (42a) may engage the fourth gear (38), drive the fourth gear (38), third gear (37) and the fifth gear (39) to drive the second output flange (34). In the second position of the piston rod (41), the second gearbox (3) 10 may operate at a second gear ratio of 1:1.05. For sake of explanation, the first gear ratio and the second gear ratio are depicted as 1:1.6 and 1:1.05 respectively and the same shall not be construed as a limitation, as the first gear ratio and the second gear ratio may be varied based on torque requirements of the vehicle (100). In an embodiment, in the second position, the top end (42a) and the bottom end (42b) of 15 the lever (42) are displaced in the clockwise direction relative to the pin (44).
[0030]
The first position may correspond to position of the piston rod (41) when the fluid is supplied through the second port (92) and the piston rod (41) is displaced towards and into a portion of the second gearbox (3) parallel to the axis (AA’) to 20 engage a first set of gears [first gear (35), the second gear (36), the third gear (37) and the fifth gear (39)] by displacement of the shifter fork (31) to pivot the lever (42) in the anti-clockwise direction. Further, the second position may correspond to position of the piston rod (41) when the fluid is supplied through the first port (91) and the piston rod (41) is displaced away from the portion of the second gearbox 25 (3) parallel to the axis (AA’) to engage second set of gears [fourth gear (38), third gear (37) and the fifth gear (39)] by displacement of the shifter fork (31) and pivoting of the lever (42) in the clockwise direction. Furthermore, the initial position may correspond to position of the piston rod (41) when the fluid is supplied through the third port (93) and the piston rod (41) is displaced outward from the 30 second gearbox (3) to disengage one of the first set of gears and the second set of gears by displacement of the shifter fork (31) parallel to the axis in a reverse direction, while the lever (42) is pivoted in the either clockwise direction or in anti-clockwise direction. In an embodiment, the piston rod (41) may be displaced from the first position to the initial position to pivot the lever (42) in the clockwise 35
11
direction, while
the piston rod (41) may be displaced from the second position to 5 the initial position to pivot the lever (42) in the anti-clockwise direction. For example, the first gear ratio may be in a range of 1:1.2 to 1:1.8 while the second gear ratio may be in a range of 1:0.1 to 1:0.8 to vary the torque received from the first gearbox (2) and transmit to the wheels (8) automatically.
10
[0031]
Referring now to Figure 3, the vehicle (100) includes a control unit (6) communicatively coupled to the at least one actuator (4). The control unit (6) is configured to receive at least one of a first signal corresponding to the vehicle (100) speed and a second signal corresponding to a load condition of the at least one power unit (1). In an embodiment, the control unit (6) receives the first signal from 15 one of a speed sensor (5), an ECU, and the like. In an embodiment, the control unit (6) is configured to receive the second signal from one of a load sensor (5b), an ECU, and the like The control unit (6) is configured to actuate the at least one actuator (4) based on at least one of the vehicle speed and the load condition of the power unit (1) to vary the gear ratio of the second gearbox (3) automatically. Such 20 variation in gear ratio by the control unit (6) aids to adaptively vary torque corresponding to the torque demand of the vehicle (100). In an embodiment, the control unit (6) is configured to compare the vehicle (100) speed with a threshold speed value. The threshold speed value may correspond to a speed of the vehicle (100) indicating increase in torque demand of the vehicle (100). In the illustrative 25 embodiment, the threshold value is in a range of 20 to 30 kilometres per hour (kmph), preferably 25 kmph. In the illustrative embodiment, the control unit (6) is configured to compare the vehicle speed with the threshold speed value when the second signal is indicative of laden condition i.e., when the load is higher. In an embodiment, the control unit (6) is configured to determine high torque demand 30 when the speed of the vehicle (100) is below the threshold speed value and/or when the control unit (6) receives second signal indicative of load on the engine i.e., when the load is higher. In such scenarios, the control unit (6) actuates the actuator (4) to automatically vary the gear ratio from the second gear ratio to the first gear ratio to meet the torque demand. In an embodiment, the control unit (6) is configured to 35
12
compare the load received from the second signal with a threshold load value
. In 5 the illustrative embodiment, the control unit (6) is configured to actuate the actuator (4) to automatically vary the gear ratio from the second gear ratio to the first gear ratio when the load received from the second signal is greater than the threshold load value and compare the vehicle speed with the threshold speed value when the load is lesser than the threshold load value. The control unit (6) is communicatively 10 coupled to the plurality of solenoid valves to transmit at least one control signal to at least one of the plurality of solenoid valves to actuate the actuator (4) based on the comparison. In an embodiment, the actuation of the solenoid valves by the control unit (6) regulates flow of the fluid through the plurality of ports to displace the piston rod (41) to one of the first position, the second position and the initial 15 position.
[0032]
Further, the control unit (6) is configured to actuate the actuator (4) to automatically vary the gear ratio of the second gearbox (3) from the first gear ratio to the second gear ratio by displacing the piston rod (41) from the first position to 20 the second position, upon determining the vehicle (100) speed is greater than the threshold speed value. The control unit (6) is configured to actuate the at least one actuator (4) to automatically vary the gear ratio of the second gearbox (3) from the second gear ratio to the first gear ratio, upon determining the vehicle (100) speed is lower than the threshold speed value. With such configuration, the control unit (6) 25 automatically changes the gear ratio of the second gearbox (3) to provide additional torque to the wheels (8) based on requirement, while shifting the gear ratio while the vehicle (100) is in motion. Such configuration of the second gearbox (3) and the control unit (6) reduces the capacity of the engine required for the vehicle (100), while doubling the number of gear ratios for the vehicle (100) and thereby reduces 30 expenses of the vehicle (100).
In an embodiment, the control unit (6) is configured to determine difference of output speed of the first gearbox (2) and output speed of the second gearbox (3). The control unit (6) may receive the output speed of the first gearbox (2) and the 35 second gearbox (3) from at least one of a speed sensors and the ECU, or the control
13
unit (6) may estimate the output speed of the first gearbox (2) and the second 5 gearbox (3) based on engaged gear of the first gearbox (2) and the second gearbox (3). The control unit (6) is configured to compare difference of speed with a second threshold speed value. In an embodiment, the second threshold speed value may be in a range of 0 to 100 revolutions per minute (RPM), preferably in a range of 0 to 50 RPM to reduce or eliminate jerks or vibrations during variation in gear ratio of 10 the second gearbox (3) for a seamless change in gear ratio. Upon comparison, the control unit (6) is configured to actuate the at least one actuator (4) in response to the difference being lower than the second threshold speed value. Further, the control unit (6) is configured to configured to receive the second signal corresponding to a load condition of the at least one power unit (1) and actuate the 15 at least one actuator (4) based on the load condition of the at least one power unit (1). For example, the second signal may indicate a loading state of the vehicle (100), such as whether the vehicle (100) is laden, partially laden, or unladen. In an embodiment, the control unit (6) may compare speed of the vehicle (100) from the first signal with the first threshold value and compare the difference with the second 20 threshold speed value, determine load condition based on the second signal and subsequently actuate the actuator (4) based on the subsequent comparisons and the load condition of the vehicle (100). In the illustrative embodiment, the control unit (6) is configured to determine difference of output speed of the first gearbox (2) and output speed of the second gearbox (3), when either vehicle speed or the load 25 condition of the vehicle or both are beyond threshold values i.e., the control unit (6) is configured to determine the difference of output speed of the first gearbox (2) and output speed of the second gearbox (3) upon comparison of the vehicle speed and the load condition with corresponding threshold values. As an exemplary embodiment, Table 1 below illustrates variation in gear ratio of the second gearbox 30 (3) as a function of vehicle speed, and load condition of the vehicle. For sake of explanation, the gear ratio of the second gearbox is illustrated to vary based on both the vehicle speed and load condition of the vehicle and the same shall not be construed as a limitation as the gear ratio may be varied automatically based on either the vehicle speed or the load condition of the vehicle or both. 35
14
5
[0033]
Referring now to Table 1, the control unit (6) is configured to receive the first signal corresponding to the vehicle speed and/or the second signal corresponding to the load condition of the at least one power unit (1). The control unit (6) is configured to compare the vehicle speed with the threshold speed value, for example, 25kmph. The control unit (6) is configured to determine high torque 10 demand when either one of two conditions i.e., the speed of the vehicle (100) is below the threshold speed value i.e., 25kmph and when the control unit (6) receives second signal indicative of load on the engine i.e., when the load is higher for example, when the load corresponds to 50 to 100% of maximum torque of the power unit (1). In such scenarios, the control unit (6) actuates the actuator (4) to 15 automatically vary the gear ratio from the second gear ratio i.e., 1:1 to the first gear ratio i.e., 1:1.6 to meet the torque demand as can be seen in first row of Table 1. The control unit (6) is configured to compare the load received from the second signal with the threshold load value. Here, the threshold load value is illustrated as 50% of maximum torque of the power unit (1). When the vehicle speed is greater 20 than the threshold speed value i.e., 25 kmph and the load on the engine is higher, for example, when the load is in a range of 50 to 100% of maximum torque of the power unit (1), the control unit (6) is configured to actuate the actuator (4) to automatically vary the gear ratio from the second gear ratio i.e., 1:1 to the first gear ratio i.e., 1:1.6 when the load received from the second signal is greater than the 25 threshold load value as can be seen in second row of Table 1. Further, when the load is less than 50% of maximum torque of the power unit (1), the control unit (6) is configured to actuate the actuator (4) to automatically vary the gear ratio from the first gear ratio i.e., 1:1.6 to the second gear ratio i.e., 1:1 to reduce output torque from the second gearbox (3) irrespective of the vehicle speed. 30
Table 1:
Sr No
Condition 1
And/or
Condition 2
Ratio
Speed KMPH
Engine Load
15
1
0-25
50%- 100% of Max torque Example- 300Nm -600Nm
1/1.6
first gear ratio
2
>/=25
50%- 100% of Max torque Example- 300Nm -600Nm
1/1.6
First gear ratio
3
-
0%- 50% of Max torque Example- 0 Nm - 300Nm
1/1.0
second gear ratio
5
[0034]
In an embodiment, the control unit (6) may be a centralised control unit (6) of the vehicle (100) or may be a dedicated control unit (6) or an Engine Control Unit (ECU) to the system (100) associated with the centralised control unit (6) of the vehicle (100). The control unit (6) may also be associated with other control 10 units including, but not limited to, body control unit (6), engine control unit (6), transmission control unit (6), and the like. The control unit (6) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system (100)-generated requests. The processing unit may be a specialized processing unit such as 15 integrated system (100) (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing 20 unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
25
[0035]
The control unit (6) may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), 30 IEEE-1394, universal serial bus (USB), fiber channel, small computing system
16
(100)
interface (SCSI), etc. The memory drives may further include a drum, 5 magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.
[0036]
Referring now to figure 4, which is an exemplary flowchart illustrating a method (400) for regulating powertrain of the vehicle (100). 10
[0037]
The method (400) may describe in the general context of processor executable instructions in the control unit (6). Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular 15 abstract data types.
[0038]
The order in which the method (400) is described is not intended to be construed as a limitation, and any number of the described method (400) blocks may be combined in any order to implement the method (400). Additionally, 20 individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method (400) can be implemented in any suitable hardware, software, firmware, or combination thereof.
[0039]
At block 401, the control unit (6) is configured to receive at least one of a 25 first signal corresponding to the vehicle (100) speed and a second signal corresponding to a load condition of the at least one power unit (1). In an embodiment, the control unit (6) receives the first signal from one of a speed sensor (5), an ECU, and the like. For example, the second signal may indicate a loading state of the vehicle (100), such as whether the vehicle (100) is laden, partially laden, 30 or unladen.
[0040]
At block 402, the control unit (6) is configured to compare the vehicle (100) speed with a threshold speed value. The threshold value may correspond to a speed of the vehicle (100) indicating increase in torque demand of the vehicle (100). In 35 the illustrative embodiment, the threshold value is in a range of 20 to 30 kilometres per hour (kmph), preferably 25 kmph. In the illustrative embodiment, the control
17
unit (6) is configured to compare the vehicle speed with the threshold speed value
5 when the second signal is indicative of laden condition.
[0041]
At block 403, the control unit (6) is configured to transmit an actuation signal to actuate the at least one actuator (4) based on at least one of comparison of the vehicle (100) speed and the threshold speed value to and based on load condition 10 of the power unit (1) to vary the gear ratio of the second gearbox (3). Such variation in gear ratio by the control unit (6) aids to adaptively vary torque corresponding to the torque demand of the vehicle (100). In an embodiment, the control unit (6) is configured to determine high torque demand when the speed of the vehicle (100) is below the threshold speed value and/or when the control unit (6) receives second 15 signal indicative of load on the engine i.e., when the load is higher. In such scenarios, the control unit (6) actuates the actuator (4) to vary the gear ratio automatically from the second gear ratio to the first gear ratio to meet the torque demand. In an embodiment, the control unit (6) is configured to compare the load received from the second signal with a threshold load value. Here, for sake of 20 explanation, the threshold load value is illustrated as 50% of maximum torque of the power unit (1) and the same shall not be construed as a limitation. In the illustrative embodiment, the control unit (6) is configured to actuate the actuator (4) to vary the gear ratio automatically from the second gear ratio to the first gear ratio when the load received from the second signal is greater than the threshold 25 load value. The control unit (6) is communicatively coupled to the plurality of solenoid valves to transmit at least one actuation signal to at least one of the plurality of solenoid valves to actuate the actuator (4) based on the comparison. In an embodiment, the actuation of the solenoid valves by the control unit (6) regulates flow of the fluid through the plurality of ports to displace the piston rod (41) to one 30 of the first position, the second position and the initial position.
[0042]
Further, the control unit (6) is configured to actuate the actuator (4) to vary the gear ratio of the second gearbox (3) automatically from the first gear ratio to the second gear ratio by displacing the piston rod (41) from the first position to the 35 second position, upon determining the vehicle (100) speed is greater than the
18
threshold speed value
and when the power unit (1) is in the unladen condition. The 5 control unit (6) is configured to actuate the at least one actuator (4) to vary the gear ratio of the second gearbox (3) from the second gear ratio to the first gear ratio, upon determining the vehicle (100) speed is lower than the threshold speed value and/or when the power unit (1) is in the unladen condition. With such configuration, the control unit (6) automatically changes the gear ratio of the second gearbox (3) 10 to provide additional torque to the wheels (8) based on requirement, while shifting the gear ratio while the vehicle (100) is in motion. Such configuration of the second gearbox (3) and the control unit (6) reduces the capacity of the engine required for the vehicle (100), while doubling the number of gear ratios for the vehicle (100) and thereby reduces expenses of the vehicle (100). 15
[0043]
In an embodiment, the control unit (6) is configured to determine difference of output speed of the first gearbox (2) and output speed of the second gearbox (3). The control unit (6) may receive the output speed of the first gearbox (2) and the second gearbox (3) from at least one of a speed sensors, and the ECU, or the control 20 unit (6) may estimate the output speed of the first gearbox (2) and the second gearbox (3). The control unit (6) is configured to compare difference of speed with a second threshold speed value. In an embodiment, the second threshold speed value may be in a range of 0 to 100 revolutions per minute (RPM), preferably in a range of 0 to 50 RPM. Upon comparison, the control unit (6) is configured to actuate 25 the at least one actuator (4) in response to the difference being lower than the second threshold speed value. Further, the control unit (6) is configured to configured to receive the second signal corresponding to a load condition of the at least one power unit (1) and actuate the at least one actuator (4) based on the load condition of the at least one power unit (1). For example, the second signal may indicate a loading 30 state of a vehicle, such as whether the vehicle is laden, partially laden, or unladen. In an embodiment, the control unit (6) may compare speed of the vehicle (100) from the first signal with the first threshold value and compare the difference with the second threshold speed value, determine load condition based on the second signal
19
and subsequently actuate the actuator
(4) based on the subsequent comparisons and 5 the load condition of the vehicle (100).
[0044]
In an embodiment, the control unit (6) automatically changes the gear ratio of the second gearbox (3) to provide additional torque to the wheels (8) based on requirement, while doubling the number of gear ratios for the vehicle (100). 10
[0045]
In an embodiment, the control unit (6) changes the gear ratio of the second gearbox (3) while the vehicle (100) is in motion for smooth operation of the vehicle (100).
15
[0046]
In an embodiment, the vehicle (100) may include a dedicated switch to turn on/off the automatic switching of the gear ratio based on vehicle (100) requirements, where the control unit (6) may receive a third signal corresponding to state of the dedicated switch to actuate the at least one actuator (4).
20
[0047]
In an embodiment, the proposed configuration of the second gearbox (3) and the control unit (6) reduces the capacity of the engine required for the vehicle (100) and thereby reduces expenses of the vehicle (100).
EQUIVALENTS 25
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of 30 clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted 35 as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific
20
number of an introduced claim recitation is intended, such an intent will be 5 explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite 10 articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use 15 of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more 20 recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, 25 B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A 30 and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one
21
of the terms, either of the terms, or both terms. For example, the phrase “A or B” 5 will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of 10 the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not 15 intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numeral:
Component
Referral numeral
Vehicle
100
Power unit
1
First gearbox
2
Second gearbox
3
Shifter fork
31
Actuator
4
Piston rod
41
Provision
410
Lever
42
Speed sensor
5a
Load sensor
5b
Control unit
6
method
400
Chassis
7
Wheels
8
22
Pneumatic housing
9
First port
91
Second port
92
Third port
93
Differential
10
Biasing member
43
Pin
44
Axis
AA’
5
23
We Claim: 5
1.
A vehicle (100), comprising:
at least one power unit (1);
a first gearbox (2) operatively coupled to the at least one power unit (1) and configured to receive torque from the at least one power unit (1);
a second gearbox (3) operatively coupled to the first gearbox (2) and to 10 drive wheels of the vehicle, the second gearbox (3) being configured to alter the torque received from the first gearbox (2);
at least one actuator (4) coupled to the second gearbox (3), wherein the at least one actuator (4) is configured to vary gear ratio of the second gearbox (3); 15
a control unit (6) communicatively coupled to the at least one actuator (4) and configured to:
receive at least one of a first signal corresponding to the vehicle speed and a second signal corresponding to a load condition of the at least one power unit (1); 20
actuate the at least one actuator (4) based on at least one of the vehicle speed and load condition of the at least one power unit (1) to vary the gear ratio of the second gearbox (3).
2.
The vehicle (100) as claimed in claim 1, wherein the control unit (6) is configured 25 to:
compare the vehicle speed with a threshold speed value; and
actuate the at least one actuator (4) based on at least one of comparison of the vehicle speed with the threshold speed value and based on load condition of the at least one power unit (1) to vary the gear ratio of the second gearbox (3). 30
3.
The vehicle (100) as claimed in claim 2, wherein the control unit (6) is configured to actuate the at least one actuator (4) to vary the gear ratio of the second gearbox (3) from a first gear ratio to a second gear ratio upon determining the
24
vehicle speed is greater than the threshold speed value, wherein the second gear
5 ratio is lower than the first gear ratio.
4.
The vehicle (100) as claimed in claim 2, wherein the control unit (6) is configured to actuate the at least one actuator (4) to vary the gear ratio of the second gearbox (3) from the second gear ratio to the first gear ratio upon determining the vehicle 10 speed is lower than the threshold speed value.
5.
The vehicle (100) as claimed in claim 1, wherein the control unit (6) is configured to:
determine difference of output speed of the first gearbox (2) and output 15 speed of the second gearbox (3);
compare difference of speed with a second threshold speed value; and
actuate the at least one actuator (4) in response to the difference being lower than the second threshold speed value.
20
6.
The vehicle (100) as claimed in claim 2, wherein the at least one actuator (4) comprises a solenoid valve, and wherein the control unit (6) is configured to actuate of solenoid valve to vary the gear ratio of the second gearbox (3) between the first gear ratio and the second gear ratio.
25
7.
The vehicle (100) as claimed in claim 5, wherein the at least one actuator (4) comprises:
a piston rod (41) operatively coupled to the solenoid valve;
a lever (42) connected to the piston rod (41) and to a shifter fork (31) of the second gearbox and pivotally disposed on a portion of the second gearbox, wherein 30 the lever (42) is configured to selectively pivot relative to the second gearbox based on actuation of the piston rod (41) by the solenoid valve, to vary the gear ratio between the first gear ratio and the second gear ratio.
8.
A method (400) for regulating operation of a powertrain in a vehicle (100), the 35 method (400) comprising:
25
receiving, by a control unit (6), at least one of a first signal corresponding to 5 vehicle speed and a second signal corresponding to a load condition of the at least one power unit (1);
transmitting, by the control unit (6), an actuation signal to actuate at least one actuator (4) coupled to a second gearbox (3) based on at least one of the vehicle speed and load condition of the at least one power unit (1) to vary gear 10 ratio of the second gearbox (3), wherein the second gearbox (3) is coupled to an output shaft of a first gearbox (2) and to drive wheels of the vehicles.
9.
The method (400) as claimed in claim 8, comprising:
determining, by the control unit (6), difference between an output speed of 15 the first gearbox (2) and an output speed of the second gearbox (3); and
comparing, by the control unit (6), the determined difference with a second threshold speed value.
10.
The method (400) as claimed in claim 9, comprising determining, by the control 20 unit (6), the vehicle speed is greater than the threshold speed value, and actuate the at least one actuator (4) to vary the gear ratio of the second gearbox (3) from a first gear ratio to a second gear ratio.